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Home My WebLink About2006-10-02; Traffic Safety Commission; ; Establish a prima facie speed limit upon Marron Road from El Camino Real to its terminus easterly of Avenida de Anita( ( CITY OF CARLSBAD TRAFFIC SAFETY COMMISSION STAFF REPORT COMMISSION MEETING OF: October 2, 2006 LOCATION: Marron Road, El Camino Real to its easterly terminus INITIATED BY: Lt. Rawson, Carlsbad Police Department ITEMNO.6C REQUESTED ACTION: Establish a prima facie speed limit upon Marron Road from El Camino Real to its terminus easterly of A venida de Anita BACKGROUND: Marron Road has recently been widened to a four-lane road easterly of El Camino Real (see Exhibit 1). The road terminates east of Avenida de Anita and no longer meets the criteria for the 25 mile per hour speed limit posting. SETTING SPEED LIMITS: Optimal mobility is enhanced and overall traffic flow improved when drivers are operating their vehicles at a speed that is reasonable and safe. In fact, the premise of CVC section 22350, Basic Speed Law, is that no person shall drive upon a road at a speed greater than is reasonable and prudent taking into account weather, visibility, and traffic on the road and in no event at a speed that endangers the safety of others. Most drivers operate vehicles in a reasonable manner. Traffic laws established on the basis of the behavior of the reasonable and prudent motorist are found to be the most successful. Roads in Carlsbad are designed in accordance with engineering standards to satisfy the goals of a safe roadway and to enhance efficient traffic flow. One way to achieve the goals is to establish proper and reasonable speed limits that can be enforced. Speed limits that are reasonable can help to achi!3ve voluntary compliance by the majority of drivers without need for the presence of a police officer. Laws and/or the establishment of speed zones that arbitrarily restrict travel by the majority of motorists can lead to wholesale violations of the posted speed limit. In the City of Carlsbad, the predominant practice for managing speed is by legally establishing a prima facie speed limit and then posting the speed limit upon the road with regulatory signs. A prima facie speed limit recognizes that conditions change throughout the day and there is no one safe speed for all the conditions that may be present upon the roadway. Police enforcement is used to target the most egregious violators of the speed limit. A fundamental tenet is that laws are enacted to protect the majority of the public by regulating the unsafe or unreasonable actions of the few. ( CITY OF CARLSBAD TRAFFIC SAFETY COMMISSION STAFF REPORT COMMISSION MEETING OF: October 2, 2006 (continued) ITEMNO. 6C Nationally recognized vetted practices and guidance per standards and procedures in the Federal Highway Administration's national Manual on Uniform Traffic Control Devices 2003 Edition are considered when setting speed limits. The most common method of establishing speed limits incorporates traffic engineering principles and other factors, such as using the results of a speed survey, into the Traffic and Engineering Survey. Prima facie speed limits are established by law when the City Council adopts an ordinance and the speed limit is posted on the roadway to indicate the maximum reasonable speed for a driver to operate a vehicle under ideal conditions in off-peak free flowing conditions. Among many factors, the three most persuasive arguments to consider when setting a realistic, or rational, speed limit are: 1. Critical speed (85th percentile speed) 2. Collision history 3. Conditions that may not be readily apparent to the driver The premise implied in sgeed zoning is that the majority of drivers are operating their vehicles at or near the 851 percentile speed. Drivers that operate their vehicle at speeds higher than the 85th percentile speed should be the focus of the police. An important speed zoning concept is that the disparity in speed between vehicles on the road is reduced when prima facie speed limits are established at or near the 85th percentile speed and, as a result, safety is enhanced. Also, a speed limit that is established based upon the 85 th percentile speed will increase driver respect for the speed limit sign. Only those signs that have the respect of the roadway user will have a positive effect to control traffic. A review of the collision history on a roadway is an important element in the process to establish a speed limit. The review will reveal if there is a high incidence of speed-related collisions on the road at specific locations. Absent a significant collision history attributed to speed, it can be concluded that drivers are operating their vehicle in a reasonable and prudent manner at the speed they chose to drive. The installation of a speed limit sign does not automatically decrease accident rates nor increase roadway safety. Speed limits should not be lowered for conditions that are readily apparent and the speed limit signs are not used as intersection, curve or hazard warning devices. For the unusual conditions or conditions not readily apparent to drivers, appropriate warning signs are installed. Design factors such as the geometric elements of the road, sight distance, or other factors may have a significant impact on the free flowing speed chosen by drivers. This driver chosen speed, in tum, is considered when establishing a prima facie speed limit. ( CITY OF CARLSBAD TRAFFIC SAFETY COMMISSION STAFF REPORT COMMISSION MEETING OF: October 2, 2006 (continued) ITEMNO. 6C A number of factors may be considered when establishing a prima facie speed limit. The 2003 MUTCD lists such factors as: A. Road characteristics, shoulder condition, grade, alignment, and sight distance; B. The pace speed; C. Roadside development and activity; and D. Reported crash experience for at least a 12-month period. As stated, basic speed law requires drivers to operate their vehicle at a speed that takes into account all roadway factors, environmental elements, adjacent land uses, and other traffic on the road. These are, in general, all readily apparent factors. Warning signs placed on the roadway can alert drivers to the presence of an unseen or unanticipated condition. As a result, drivers can operate their vehicle in a reasonable and prudent manner by adjusting speed for the condition that may be encountered. In summary, through the use of engineering, educational, and enforcement techniques, the management of vehicle speed is conducted. Voluntary public compliance with the posted speed limit is the goal when determining a realistic prima facie speed limit to establish. The realistic speed limit takes into consideration the normally competent and careful actions of a reasonable driver and provides for the regulation of unreasonable behavior by a few individuals. A posted speed limit should be readily accepted by drivers, be fair and reasonable, be related to risk on the roadway, be determined by the majority of drivers, and one that has a factual foundation. DATA: Marron Road is classified as a secondary arterial in the Circulation Element of the General Plan. It has two traffic lanes in each direction separated by a striped median with the road terminating about 140 feet east of Avenida de Anita at the location of an M-9 wooden barricade. The subject road segment is located in a commercial area and also serves multi-family housing. Except at its intersection with El Camino Real where a traffic signal is located, there are no controls on Marron Road to assign right-of-way at the seven intersecting driveways or at the A venida de Anita intersection. A work order has been issued and signs will be installed in the near future to designate No Parking on both sides of Marron Road due to insufficient width in the Number 2 traffic lane to accommodate a parking lane. In accordance with Carlsbad standards, the recently widened portion of Marron Road has been constructed with curb and gutter, sidewalks, and street lights. These improvements join the previously installed surface improvements to provide a continuous and uniform sidewalk and roadway on Marron Road to its terminus east of A venida de Anita. ( ( CITY OF CARLSBAD TRAFFIC SAFETY COMMISSION STAFF REPORT COMMISSION MEETING OF: October 2, 2006 ( continued) ITEMNO. 6C Roadway centerline grades vary between 1.9% and 7 .06% on Marron Road. Although widened in the past year, Marron Road has served the A venida de Anita intersection with a reduced width roadway section for numerous years. The two-year collision rate through July 31, 2006 is 1.55 accidents per million vehicle miles, a rate that is below the statewide collision rate of 2.03 for comparable roads. Traffic counts were obtained on Marron Road on August 23, 2006 to measure the two-way, 24-hour daily traffic volume. The recent count data is indicated on Table A. The Carlsbad ADT design range for a secondary arterial is 10,000 to 20,000 vehicles per day; Date 8/23/06 8/23/06 TABLE A 24-HOUR TRAFFIC VOLUMES MARRON ROAD 24-HourADT Location •. EB. WB East of El Camino Real 3,239 3,856 West of A venida de Anita 2,441 2,227 .. Total 7,095 4,668 Staff conducted a speed survey on Marron Road on August 23, 2006 to obtain data to calculate the critical speed of vehicles. The critical speed, commonly called the 85th percentile speed, is the free flowing speed at which 85 percent of the vehicles are traveling at or below. A sample of 100 vehicles was measured to determine the critical speed. The critical speed is an important factor required to be considered in the evaluation of determining the appropriate prima facie speed to post upon a roadway. The 85th percentile speed has been determined throughout the United States to generally conform to a safe and reasonable speed limit. The 2003 Manual on Uniform Traffic Control Devices (MUTCD) California Supplement provides guidance when a speed limit is to be posted. It states that "the speed limit should be established at the nearest 10 km/h (5 mph) increment to the 85th percentile speed. However, in matching existing conditions with the traffic safety needs of the community, engineering judgment may indicate the need for a further reduction of 10 km/h (5 mph)." California Vehicle Code section 627 defines the term "Engineering and Traffic Survey" and lists its requirements, as follows: 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 reports. (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: ( CITY OF CARLSBAD TRAFFIC SAFETY COMMISSION STAFF REPORT COMMISSION MEETING OF: October 2, 2006 ( continued) ITEMNO. 6C (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. Staff completed the Engineering and Traffic Survey (attached) for the segment of Marron Road from El Camino Real to its terminus east of A venida de Anita. Results of the speed survey, contained within the Engineering and Traffic Survey that was conducted on Marron Road, are summarized in Table B. 8/23/06 425 feet east of El Camino Real The pace speed is the 10 mile per hour range of speeds that contain the highest number of observed vehicles. Generally, the critical speed is located in the upper range of the pace speed. Sections 22357 and 22358 of the California Vehicle Code authorize local authorities to establish a prima facie speed limit on the basis of the results of an Engineering and Traffic Survey. The Engineering and Traffic Survey considers such factors as the number of collisions that have occurred on the road segment, roadway features, adjacent land uses, driveway locations, traffic volumes, pedestrian volumes, critical speed, horizontal and vertical alignment, stopping sight distance, and conditions that may not be readily apparent to the driver. RECOMMENDATION: Upon review of the results of the Engineering and Traffic Survey, the Traffic Safety Coordinating Committee recommends establishing a 35 mile per hour prima facie speed limit upon Marron Road from El Camino Real to its terminus about 140 feet east of A venida de Anita. NECESSARY CITY COUNCIL ACTION: An ordinance will be required to be adopted by the City Council to establish the 35 mile per hour prima facie speed limit upon Marron Road, as recommended. ( LOCATION MAP EX. DRIVEWAYS PROPOSED SPEED ZONE NOT TO SCALE PROJECT NAME EX. DRIVEWAYS PROPOSED SPEED ZONE MARRON ROAD DRAIIN BY: SCOTT EVANS, CARLSBAD ENGINEERING DEPT. 9/1 06 C:\TRAffiC\SPEED ZONES\SPEED ZONE-MARRON RD.DWG EX. DRIVEWAYS EXHIBIT 1 ( . CITY OF CARLSBAD ( ENGINEERING AND TRAFFIC SURVEY STREET: Marron Road LIMITS: El Camino Real to Easterly Terminus A. Prevailing Speed Data: Direction: Eastbound/Westbound Date of Speed Survey Location of Speed Survey 85th Percentile 10 MPH Pace Percent in Pace Posted S eed Limit 8/23/06 425 Feet east of El Camino Real 37MPH 28 to 38, 30 to 40 MPH 81% 25 MPH B. Midblock Accident History: (8/01/04 through 7/31/06) Speed-Related Accidents Total Accidents Accidents/Million Vehicle Miles (MVM) California Statewide Accidents/MVM 0 2 1,55 2.03 (2004 Rate for Same Type of Roadway) C. Traffic Factors: Average Daily Traffic Traffic Controls Pedestrian/Bicycle Traffic Bicycle Lanes On-Street Parking Other 7,095 -East of El Camino Real (8/23/06); 4,668 -West of Avenida de Anita (8/23/06) Traffic Signal at El Camino Real Low No Designated Bicycle Lanes Have Been Striped on the Roadway Parking allowed on each side from El Camino Real to a point 575 feet east Bus Route; Bike Route per Circulation Element of the General Plan D. Roadway Factors: E. Street Classification Length of Segment Roadway Width Number of Lanes Vertical Alignment Horizontal Alignment Sidewalks Driveways Street Li htin Secondary Arterial 0.3 Mi. 64 Feet (Curb-to-Curb) Two Lanes Each Direction Roadway grades vary from 1.9% to 7,06% Relatively straight Sidewalk on each side Two multi-family residential driveways, four commercial driveways, and one driveway at east terminus Street Lights on entire south side and westerly 475 feet of north side This portion of Marron Road bisects commercial shopping centers on both sides of the road which are part center. Travel laoes are se arated b a two-wa left-turn lane. G. Remarks/Conditions Not Readily Apparent: Vehicles enter and exit driveways leading to the commercial centers on each side of the street Pedestrians cross at various midblock locations between the multi-family residential developments and the two sho in centers. H. Traffic Engineer's Recommendation (Explanation): This speed zone satisfies the conditions of Section 627 of the California Vehicle Code and has been prepared and evaluated in accordance with the Manual on Uniform Traffic Control Devices (MUTCD) 2003 Edition as amended by the MUTCD 2003 California Supplement with respect to design and prevailing speeds, accident records, pedestrian and bicyclist safety, intersection and driveway spacing, and roadside and traffic conditions not readily a arent to the driver. A s eed limit ostin of 35 MPH is found to be a ro riate and ·ustified, 1. . Approvals: . □ ·Recertific~tiohof .existing.· sp~ed _ZC>rie:'pe(Sictip,ni, 22357; 2;?35f!' an~ ... 4080i ot.t11J,9~1,it~rhi,a·Y~hicle ~()ae:·_···•·.·i • . ,C!l"Establishmenf of new spe9q z9ne. • ' ; • •. < ,.,.:· \_ • .. -.. .'· ?'i --•• ·: · ,2__>;; _:''\:, ·. ·:-, : /\ c :. Approved l ~ lJ.J.kt I • ' ; C Deputy .Qity E;ngine ' i l}~n$p9rt,atio ,,, \:·:-~ ._-,. ' ':::'; __ , -.,,·_:, '' ',' ;'' ~,'.;:.. .,:, <-·:,,' ,'•i: '\_:,;-,:'·•.i:'.-'~·-;, ·.-.:<::-·~ ·::. DATE: 8/23/06 TIME: 1:50 PM WEATHER: Sunny & Warm CITY OF CARLSBAD SPEED SURVEY ( TO 3:00 PM TOTAL VEHICLES: CRITICAL SPEED: LOCATION: Marron Road~425' e/o El Camino Real VEHICLES IN PACE: OBSERVER/RECORDER: J. Gale ---------PACE SPEED(S): 25 MPH POSTED SPEED LIMIT EASTBOUND DIRECTION OF TRAVEL MPH # % t # % %tile % # 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 X 39 X X X X 38 X X ~7 X X 36 X X X X X X 35 X X X X X X X X 34 X X X 33 X X X X X X 32 X X X X 31 X X X 30 X X X 29 X 28 X X X X 27 X 26 X X 25 24 23 22 21 1 2 2 2 100 2 1 4 8 5 5 98 2 1 2 4 5 5 93 6 3 2 A. 6. p .8.8 _a .. 4 6 12 10 10 82 8 4 8 16 14 14 72 12 6 3 6 9 9 58 12 6 6 12 10 10 49 8 4 4 8 6 6 39 4 2 3 6 9 9 33 12 6 3 6 7 7 24 8 4 1 2 3 3 17 4 2 4 8 7 7 14 6 3 1 2 2 2 7 2 1 2 4 4 4 5 4 2 1 1 1 2 1 Engineering Department Transportation Division 100 37 MPH ----------- 81 % ----------- 28 TO 38 ----- --~3~0 __ TO 40 WESTBOUND DIRECTION OF TRAVEL X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X MPH · MPH MPH 65 64 63 62 61 60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 X 40 X 39 X 38 -X-37- X 36 X 35 X 34 X 33 X 32 X 31 X 30 X 29 X 28 X 27 X 26 X 25 24 23 22 21