ATTACHMENT ENGINEERING AND TRAFFIC SURVEY

Transcription

1 ATTACHMENT ENGINEERING AND TRAFFIC SURVEY

2 4W a QU Y S AG'ua NAN Uffia For The City of Tustin M Engineering November 25, 2014

3 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 Subject: 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 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 , fax , 2401 Fast Katdla Avenue, Sufte 450, Anaheim, CA w. Wlldan. oam

4 TABLE OF CONTENTS Paqe PUBLIC WORKS DEPARTMENT CERTIFICATION TRAFFIC ENGINEER' S CERTIFICATION EXECUTIVE SUMMARY Figure 1 - Map of Recommended Speed Limits INTRODUCTION Elements of the Engineering and Traffic Survey Measurement of Prevailing Speed CollisionHistory Conditions Not Readily Apparent to Motorists SURVEY CONDITIONS Survey Locations DataCollection FieldReview Data ANALYSIS & RESULTS Analysis New Street Segments Results and Recommendations Segments with Special Conditions Table 1- Summary of Recommendations Table 2- Segments With Recommended Speed Limit Increases Table 3- Segments With Recommended Speed Limit Decreases LEGISLATIVE REFERENCES Applicable Sections of 2014 California Vehicle Code APPENDIX A Street Segment Data Sheets APPENDIX B Radar Speed Survey Distribution Forms APPENDIX C Collision Rates APPENDIX D Survey Equipment Used / 1000/ City of Tustin

5 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. Public Works /City Engineer r, Exp. 12/ 31/ 2015 Date EV *) Irj, Civil Engineering Seal / a City of Tustin

6 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 l y S/ 2fl14 Date No. TR 1650 E*»- 16 Traffic Engineering Seal willdan Engineering 2015 Engineering. and Traffic Survey / 1000/ City Of Tustin

7 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 The previous Citywide survey was approved in January 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 / City of Tustin

8 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 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 included 6 new street segments in and around Tustin Legacy, that were not previously surveyed in 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 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 / City of Tustin

9 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 / City of Tustin

10 I T CITY OF SANTA COUNTY OF ORANGE C 35 CITY 45 OF SANTA AN COUNTY OF ORANGE G\ 1 Y 0A TUS \ OF IRVINE LEGEND TUSTIN LEGACY 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 CITY OF IRVINE DAN 2"'" / I Engineering ' NP = BASED ON CITY OF ORANGE SPEED LIMIT NOT POSTED IN THE CITY OF IRVINE) FIGURE 1 City of Tustin 2015 Speed Limit Map

11 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 and 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 (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 City of Tustin

12 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 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 / City of Tustin

13 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 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 / / City of Tustin

14 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 Speed Data Radar speed measurements were conducted at 138 locations during July 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, 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 days tx365 year clxv Wilidan Engineering / City of Tustin

15 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. California State Highways, published by the State of 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 / 1000/ City of Tustin

16 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 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 / City of Tustin

17 The Legislature, in adopting Section 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 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 / City of Tustin

18 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 onstreet 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 City of Tustin

19 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 multifamily 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 multifamily 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 City of Tustin

20 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 / 1000/ City of Tustin

21 Table 1 Results and Recommendations 10mph Percent Reason for inpace Change Street Name Segment Posted Speed Limit Recommended Speed Limit Critical Speed 85th Percentile Speed) 2015 / 2010 Average Speed Pace 87% No Change 78% No Change 83% No Change 1 Auto Center Drive (East) El Camino Real To South Intersection ACD / Auto Center Drive (North) North Intersection To West Intersection ACD / Auto Center Drive (South) West Intersection To End of Street / Brownm Avenue Np. _ f R Aye._ ad acefll. en N OC 68% No Change 4 Browning Avenue Bryan Avenue To El Camino Real / % 85th Percentile 81% No Change 2) ( 49% No Change 83% No Change (* ) 71% No Change 67% No Change 64% No Change (* ) 5 Browning Avenue Nissen Road To Walnut Avenue / Bryan Avenue Newport Avenue To Main Street Bryan Avenue Main Street To Red Hill Avenue AO 8 Bryan Avenue Red Hill Avenue To Farmington Road / Bryan Avenue Farmington Road To Browning Avenue Bryan Avenue Browning Avenue To Myford Road / Bryan Avenue Myford Road To Jamboree Road / Adi Bryan Avenue East of Jamboree (adjacent segment in Irvine) 50 84% 85th Percentile 2) ( 76% 85th Percentile 69% 85th Percentile 74% No change 12 Centennial Way First Street To Main Street / Chambers Road Michelle Drive To Franklin Avenue / Del Amo Avenue Edinger Avenue To SR-55 Rames Dow Avenue Franklin Avenue To Myford Road / Ad Edinger Avenue West of WCL ( adjacent segment in Santa Ana) 45 55% No change 1 54% No Change (* ) 72% 85th Percentile 71% 2 ) 80% No Change 16 Edinger Avenue W10 Newport Avenue -WCL To Red Hill Avenue Edinger Avenue Red Hill Avenue To 1500ft E/ 0 Red Hill / Edinger Avenue 1500ft E/O Red Hill To Kensington Park Drive / Edinger Avenue Kensington Park Drive To Jamboree Road / Edinger Avenue Jamboree Road To Harvard Avenue / Citywide Engineering and Traffic Survey It000/ City of Tustin

22 Table 1 Results and Recommendations Percent Reason for inpace Change Street Name Segment Posted Speed Limit Recommended Speed Limit Critical Speed 85th Percentile Speed) 2015 / 2010 Average Speed 10mph Pace Edinger Avenue East of Harvard ( adjacent e rpent m Irvine th Percentile 81% 21 El Camino Real First Street To Main Street / % No Change 68% No Change 2) ( 71% No Change 62% No Change (' ) 47% No Change 2) ( 62% No Change 22 El Camino Real Main Street To Newport Avenue / El Camino Real Newport Avenue To Red Hill Avenue / El Camino Real Red Hill Avenue To Browning Avenue / El Camino Real Browning Avenue To Tustin Ranch Road / El Camino Real Tustin Ranch Road To Myford Road / El Camino Real Myford Road To Jamboree Road / Adj El Camino Real East of Jamboree ( adjacent segment in Irvine) 40 Adj First Street W/ O WCL ( adjacent segment in Santa Ana) 40, 64% No Change 28 First Street W/O Tustin Avenue To El Camino Real % No Change 59% No Change 65% No Change C) ( 77% No Change 74% 85th Percentile 74% No Change 78% No Change 29 First Street El Camino Real To Centennial Way First Street Centennial Way To Newport Avenue First Street Newport Avenue To Chadoma Drive / Franklin Avenue Michelle Drive To Walnut Avenue / Franklin Avenue Walnut Avenue To Dow Avenue / Heritage Way Tustin Ranch Road To Myford Road / Heritage Way Myford Road To Bryan Avenue / Ad' Holt Avenue 0 NCL ( adjacent segment in RQ, 40 71% No Change 2) ( 7396 No Change 36 Holt Avenue WO Warren Ave. NCL To Irvine Boulevard / Holt Avenue Irvine Boulevard To Newport Avenue / Adj Irvine Boulevard/ 4th SL W10 WCL (adjacent segment in Santa Ana) 40 64% No Change 38 Irvine Boulevard SR 55 ( WCL) To Prospect Avenue / Citywide Engineering and Traffic Survey / 1000/ City of Tustin

23 Table 1 Results and Recommendations Percent Reason for inpace Change Street Name Segment Posted Speed Limit Recommended Speed Limit Critical Speed 85th Percentile Speed) 2015 / 2010 Average Speed 10mph Pace 55% No Change 61% No Change j (' 60% No Change 39 Irvine Boulevard Prospect Avenue To Newport Avenue / Irvine Boulevard Newport Avenue To Chadoma Drive / Irvine Boulevard Chadoma Drive To Red Hill Avenue Adj Irvine _:. y.. (... OC) 45 58' 6No Change 42 Irvine Boulevard Browning Avenue To Tustin Ranch Road / Irvine Boulevard Tustin Ranch Road To Jamboree Road / Adj Irvine Boulevard East of Jamboree (adjacent segment in Irvine) 50 Adj Jamboree R d_ I CL ad acenl jv 67% No Change 2) ( 44 Jamboree Road North City Limits To Pioneer Road % No Change 2) ( 72% No Change 2) ( 59% No Change 52% No Change 1 52% 45 Jamboree Road Pioneer Road To Patriot Way / Jamboree Road Patriot Way To Tustin Ranch Road / Jamboree Road Tustin Ranch Road To Champion Way / Jamboree Road Champion Way To Irvine Boulevard / Jamboree Road Irvine Boulevard To Bryan Avenue / % 50 Jamboree Road Bryan Avenue To 1-5 ( City Limit) Adj Jamboree Road 11 ( Cl TgpC ( CL) ( intaven_ ip 4r e) Speed Limit Not Posted 85% No Change 51 Jamboree Road OCTA/SCRRA ( CL) To Barranca Parkway / Jamboree Road adjacent segment in Irvine 63% No Change C) ( 52 Keller Drive Robinson Drive To Jamboree Road / % 85th Percentile 53 Kensington Park Dr. Valencia Avenue To Edinger Avenue Adj Main Street W/ O WCL (adjacent ta Ana 35 segmqjj1j& 73% No Change 71% 85th Percentile c) ( 54 Main Street West City Limits To Williams Street / Main Street Williams Street To Myrtle Avenue / Wilkie' Engineering 2015 Citywide Engineering and Traffic Survey / 1000/ City of Tustin

24 Table 1 Results and Recommendations 10mph Percent Reason for inpace Change Street Name Segment Posted Speed Limit Recommended Speed Limit Critical Speed 85th Percentile Speed) 2015 / 2010 Average Speed Pace 82% No Change C) ( 62% No Change 65% No Change 56 Main Street Myrtle Avenue To Prospect Avenue / Main Street Prospect Avenue To Newport Avenue Main Street Newport Avenue To Bryan Avenue / Adj McFadden Avenue t segment 70% No Change 59 McFadden Avenue WCL To SR / % No Change (' ) 47% No Change 66% No Change 60 McFadden Avenue SR -55 To Newport Avenue / Michelle Drive Chambers Road To Franklin Avenue / Michelle Drive Franklin Avenue To Myford Road -ECL / cent segment in Irvine) ee ; ' Not Posted ilk 66% No Change C) ( 63 Mitchell Avenue Newport Avenue To Red Hill Avenue / % No Change C) ( 62% No Change 73% No Change (' ) 50% No Change 64 Mitchell Avenue Red Hill Avenue To Browning Avenue Myford Road Irvine Boulevard To Bryan Avenue Myford Road Bryan Avenue To El Camino Real Myford Road Michelle Drive To Dow Avenue / Adj Newport Amkmiaga segment in OC) - 73% 47% 85th Percentile 63% No Change 68% No Change (' ) 63% No Change 66% 65% 85th Percentile 68% No Change 2) ( 68 Newport Avenue WO Warren Ave. NCL To Old Irvine Blvd / Newport Avenue Old Irvine Blvd To Bryan Avenue Newport Avenue Bryan Avenue To El Camino Real / Newport Avenue El Camino Real To Sycamore Avenue / Newport Avenue Sycamore Avenue To 73 Newport Avenue Edinger Avenue To_ 74 Newport Avenue oel Amo AVeI SR -55 Ram s To S/ 0 Sycamore AP / Rames / Valencia Avenue / Nisson Road Pasadena Avenue To B Street / Citywide Engineering and Traffic Survey /1000/ City of Tustin

25 Table 1 Results and Recommendations 10mph Percent Reason for inpace Change Street Name Segment Posted Speed Limit Recommended Speed Limit Critical Speed 85th Percentile speed) Average Speed Pace 81% No Change C) ( 71% No Change C) ( 66% No Change New Segment 85th 83% Percentile 79% No Change 76% No Change C) ( 67% No Change 67% No Change 77% ti51h Percentile 2) ( 81% No Change 56% No Change C) ( 82% No Change 2) ( 73% No Change 75% 85th Percentile 59% No Change 76 Nisson Road Newport Avenue To Red Hill Avenue / Nisson Road Red Hill Avenue To Browning Avenue / Old Irvine Boulevard Newport Avenue To Irvine Boulevard / Park Avenue Warner Avenue To Victory oad N NIA Park Avenue Warner Avenue To District Drive / Park Avenue District Drive To Tustin Ranch Road / Parkcenter Lane Tustin Ranch Road To Bryan Avenue / Parkcenter Lane Bryan Avenue To El Camino Real / Pasadena Avenue McFadden Avenue To Sycamore Avenue / Patriot Way Pioneer Road To Jamboree Road / Pioneer Road Jamboree Road To Patriot Way Pioneer Road Patriot Way To Peters Canyon Road Pioneer Road Peters Canyon Road To Pioneer Way / Pioneer Way Tustin Ranch Road To Pioneer Road / Portola Parkway Tustin Ranch Road To Jamboree Road / Adj Portola Parkway E/ O Jamboree ( adjacent segment In Irvine) 50 71% No Change 2) ( Ad' ve0 N1O NCt.= genli= 2L ' OC Prospect Avenue Anglin Lane -NCL To 17th Street 40 44/ % No Change 2) ( 75% No Change 68% No Change 74% No Change 92 Prospect Avenue 17th Street To Amaganset Way / Prospect Avenue Amaganset Way To Irvine Boulevard / Prospect Avenue Irvine Boulevard To First Street / Prospect Avenue First Street To Main Street / Adj Red Hill Avenue WO NCL ( adjacent segment in OC) Citywide Engineering and Traffic Survey / 1000/ City of Tustin

26 Table 1 Results and Recommendations tomph Percent Reason for InPace Change frost Name Segment Posted Speed Limit Recommended Speed Limit Critical Speed 85th Percentile Speed) 2015 / 2010 Average Speed Pace 82% No Change 74% No Change 2) ( 53% No Change (' ) 87% uno Change 79% No Change 84% No Change 2) ( 75% 85th Percentile 69% No Change 66% No Change 67% No Change 2) ( 66% No Change C) ( 67% No Change 96 Red Hill Avenue WO Irvine Blvd - NCL To Bryan Avenue / Red Hill Avenue Bryan Avenue To El Camino Real / Red Hill Avenue El Camino Real To Mitchell Avenue / Red Hill Avenue Mitchell Avenue To Walnut Avenue / Red Hill Avenue Walnut Avenue To Sycamore Avenue Red Hill Avenue Sycamore Avenue To Edinger Avenue / Red Hill Avenue Edinger Avenue To Valencia Avenue / Red Hill Avenue Valencia Avenue To Warner Avenue Red Hill Avenue Warner Avenue To Barranca Parkway / Adj Red Hill Avenue S/ O Baranca Pkwy ( adjacent segment in Irvine) Robinson Drive Irvine Boulevard To Jamboree Road / San Juan Street Newport Avenue To Red Hill Avenue / San Juan Street Red Hill Avenue To Browning Avenue / Adj 17th Street W10 SR -55 ( adjacent segment in Santa Ana) 40 66% No Change (' ) 66% No Change th Street SR 55 -WCL To Yorba Street N / th Street Yorba Street N. To Prospect Ave. N Adj 17th Street at of Prospect (adjacent segment in OC) 45 78% No Change 2) ( 110 Sycamore Avenue Newport Avenue To Red Hill Avenue / % No Change 2) ( 70% No Change C) ( 82% 85th Percentile 77% 85th Percentile 2) ( 69% No Change 111 Tustin Ranch Road Jamboree Road To Rawlings Way / Tustin Ranch Road Rawlings Way To La Colina Drive / Tustin Ranch Road La Celina Drive To Irvine Boulevard Tustin Ranch Road Irvine Boulevard To Bryan Avenue / Tustin Ranch Road Bryan Avenue To / Engineering and Traffic Surrey City of Tustin 2015 Citywide Engineering and Traffic Surrey 2015 Citywide / / City of Tustin

27 Table 1 Results and Recommendations 10mph Percent Reason for inpace Change 0 Street Name Segment Posted Speed Limit Recommended Speed Limit Critical Speed 85th Percentile Speed) 2015 / 2010 Average Speed Pace 77% 85th Percentile New Segment 85th 78% Percenfile 2 53% New Segment c) ( 78% New Segment (- ) 61% No Change 53% No Change 2) ( 116 Tustin Ranch Road 1-5 To Walnut Avenue Tustin Ranch Road Walnut Avenue To Valencia Avenue 50) if WA Tustin Ranch Road Valencia Avenue To Victory Road 50) / WA Tustin Ranch Road Victory Road To Warner Avenue 50) if WA Tustin Ranch Road Warner Avenue To Park Avenue 5o 50 52/ Tustin Ranch Road Park Avenue To Barranca Parkway Von Karmen Avenue South of Barranca ( adj ika ) 50 76% No Change (' ) 83% No Change 68% No Change 2) ( New Segment 85th 73% Percentile 2 68% No Change 2) ( New Segment 85th 62% PercenNe % No Change 60% No Change 2) ( 61% No Change 2) ( 122 Valencia Avenue Newport Avenue To Red Hill Avenue / Valencia Avenue Red Hill Avenue To ' SVe 9Rd'/ / Valencia Avenue s Rd. / To Kensington Park Drive / Valencia Avenue Kensington Park Drive To Tustin Ranch Road N / WA Vandenberg Lane Yorba Street To Prospect Avenue / Victory Road Tustin Ranch Road To Park Avenue N WA Walnut Avenue Newport Avenue To Red Hill Avenue / Walnut Avenue Red Hill Avenue To Browning Avenue / Walnut Avenue Browning Avenue To Tustin Ranch Road / % No Change 131 Walnut Avenue Tustin Ranch Road To Myford Road / Adj Walnut Avenue yfefd aq' acent segment in Irving 69% 85th Percentile 132 Warner Avenue Tustin Ranch Road To Park Avenue / % No Change Adj 133 Warner Avenue Williams Street E/ O_PprkAva. ' aces V Irvine) li Main Street To McFadden Avenue / % Change 2) ( 1No Adj Yorba Street NiO NCL (adjacent segment in OC) F Yorba Street SiO Santa Clara Ave - To 17th Street / Citywide Engineering and Traffic Survey / 1000/ City of Tustin

28 Table 1 Results and Recommendations Critical Speed 10mph Percent Reason for Posted Recommended 85th Percentile Average tt Street Name Segment Speed inpace Change Limit Speed Limit Speed) Speed Pace 2015 / % No Change 73% No Change 70% No Change 68% No Change 135 Yorba Street 17th Street To Jacaranda Avenue / A1 136 Yorba Street Jacaranda Avenue To Amaganset Way Yorba Street Amaganset Way To Irvine Boulevard / Yorba Street Irvine Boulevard To First Street / Legend ACD Auto = Center Drive WCL = West City Limit NCL = North City Limit ECL = East City Limit SR -55 = State Route 55 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) N = New street segment (Tustin Legacy area) 40) = Speed limit currently posted on new segment, based40) on = engineering Speed limit judgement currently posted without on confirmation new segment, of Engineering based on engineering and Trafficjudgement Survey without confirmation of Engineering and Traffic Survey C ) = See discussion under' Conditions Not Readily Apparent C ) = tosee Motorists'. discussion under' Conditions Not Readily Apparent to Motorists'. The recommended speed limit is greater than the basic speed The ( recommended based on the 85th speed percentile limit is greater speed) than in order the basic to preserve speed ( based the 85th percentile speed) in order to preserve confinuity with adjacent street segments confinuity with adjacent street segments 2 ) = The recommended speed limit is rounded down to the 2 ) nearest = The recommended five mph increment, speedsee limit 2014 is rounded CVC Section down to the nearest ( b) five mph increment, see 2014 CVC Section ( b) Engineering and Traffic Survey City of Tustin 2015 Citywide Engineering and Traffic Survey 2015 Citywide / 1000/ / 1000/ City of Tustin