Final Report - Belmont

Prepared by:
Table of Contents 1.0 INTRODUCTION ........................................................................................................ 3 2.0 PURPOSE .................................................................................................................. 3 3.0 APPLICABLE SECTIONS OF CALIFORNIA VEHICLE CODE ........................................... 3 3.1. BASIC SPEED LAW (CVC 22350) ............................................................................ 3 3.2. SPEED LAW VIOLATIONS (CVC 22351) ................................................................. 3 3.3. PRIMA FACIE SPEED LIMITS (CVC 22352) ............................................................. 3 3.4. INCREASE OF LOCAL LIMITS TO 65 MILES PER HOUR (CVC 22357) ..................... 4 3.5. DECREASE OF LOCAL SPEED LIMITS (CVC 22358) ................................................ 5 3.6. DECREASE ON NARROW STREET (CVC 22358.3) .................................................. 5 3.7. DOWNWARD SPEED ZONING (CVC 22358.5) ....................................................... 5 3.8. BOUNDARY LINE STREETS (CVC 22359) ............................................................... 5 3.9. NOTICE OF AUTHORIZATION TO INCREASE MAXIMUM SPEED LIMIT (CVC 22366) ............................................................................................................................. 6 3.10. SPEED TRAP PROHIBITION (CVC 40801) ........................................................... 6 3.11. SPEED TRAPS (CVC 40802) ................................................................................ 6 3.12. SPEED TRAP EVIDENCE (CVC 40803) ................................................................ 8
4.0 ELEMENTS OF AN ENGINEERING AND TRAFFIC SURVEY ......................................... 9 4.1. SPEED SAMPLING ................................................................................................. 9 4.2. SPEED LIMITS ...................................................................................................... 10 4.3. DATA COLLECTION ............................................................................................. 10 4.4. PROCEDURES ...................................................................................................... 11 4.5. COLLISION HISTORY ............................................................................................ 13 4.6. CONDITIONS NOT READILY APPARENT TO MOTORISTS .................................... 15

City of Belmont – Engineering and Traffic Survey
April 4, 2011 Page 2 of 27
5.20. Old County Rd between San Mateo City Limit and Ralston Ave .................... 23 5.21. Old County Rd between Ralston Ave and the South City Limit ...................... 23 5.22. Ralston Ave between Redwood City Limit and Hiller St ................................. 24 5.23. Ralston Ave between Hiller St and El Camino Real ........................................ 24 5.24. Ralston Ave between El Camino Real and South Rd ...................................... 24 5.25. Ralston Ave between South Rd and Alameda De Las Pulgas ......................... 25 5.26. Ralston Ave between Alameda De Las Pulgas and Cipriani Blvd.................... 25 5.27. Ralston Ave between Cipriani Blvd and Tahoe Dr .......................................... 25 5.28. Ralston Ave between Tahoe Dr and Christian Dr ........................................... 25 5.29. San Juan Blvd between Cipriani Blvd and Northerly End ............................... 26 5.30. Shoreway Rd between Marine Pkwy and Southerly City Limit ...................... 26 5.31. 6th Ave between Ralston Ave and O’Neill Ave .............................................. 26 5.32. 6th Ave between O’Neill Ave and San Carlos City Limit ................................. 27 5.33. 5th Ave between O’Neill Ave and El Camino Real .......................................... 27

1.0 INTRODUCTION This report has been prepared by DKS Associates for the City of Belmont to present the results and recommendations of an engineering and traffic survey for 33 roadway segments in the City of Belmont, CA. The engineering and traffic survey was conducted in accordance with the California Vehicle Code (CVC) Section 627 and the California Manual on Uniform Traffic Control Devices (CaMUTCD), last updated in January 2010.
2.0 PURPOSE A speed zone survey is required to establish the appropriate speed limit for a street per California Vehicle Code Section 40802(b) speed limits established under Sections 22352(b) 1, 22354, 22357, 22358, 22358.3.
3.0 APPLICABLE SECTIONS OF CALIFORNIA VEHICLE CODE
3.1. BASIC SPEED LAW (CVC 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.
3.2. SPEED LAW VIOLATIONS (CVC 22351)
(a) The speed of any vehicle upon a highway 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.
3.3. PRIMA FACIE SPEED LIMITS (CVC 22352)
The prima facie limits are as follows and the same shall be applicable unless changed as authorized in this code and, if so changed, only when signs have been erected giving notice thereof:
(a) 15 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 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.
2) When traversing any intersection of highways, if during the last 100 feet of his 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 for a distance of 100 feet along all such highways, except at an intersection protected by stop signs or yield rightofway signs or controlled by official traffic control signals.
3) On any alley.
(b) 25 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 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. Such prima facie limit shall also apply when 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.
3.4. INCREASE OF LOCAL LIMITS TO 65 MILES PER HOUR (CVC 22357)

(b) This section shall become operative on the date specified in subdivision (c) of Section 22366.
3.5. DECREASE OF LOCAL SPEED LIMITS (CVC 22358)
(a) Whenever a local authority determines upon the basis of an engineering and traffic survey that the limit of 65 miles per hour is more than is reasonable or safe upon any portion of any street other than a state highway where the limit of 65 miles per hour is applicable, the local authority may by ordinance determine and declare a prima facie speed limit of 60, 55, 50, 45, 40, 35, 30, or 25 miles per hour, whichever is found most appropriate to facilitate the orderly movement of traffic and is reasonable and safe, which declared prima facie limit shall be effective when appropriate signs giving notice thereof are erected upon the street.
(b) This section shall become operative on the date specified in subdivision (c) of Section 22366.
3.6. DECREASE ON NARROW STREET (CVC 22358.3)
Whenever a local authority determines upon the basis of an engineering and traffic survey that the prima facie speed limit of 25 miles per hour in a business or residence district or in a public park on any street having a roadway not exceeding 25 feet in width, other than a state highway, is more than is reasonable or safe, the local authority may, by ordinance or resolution determine and declare a prima facie speed limit of 20 or 15 miles per hour, whichever is found most appropriate and is reasonable and safe. The declared prima facie limit shall be effective when appropriate signs giving notice thereof are erected upon the street.
3.7. DOWNWARD SPEED ZONING (CVC 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.
3.8. BOUNDARY LINE STREETS (CVC 22359)

3.9. NOTICE OF AUTHORIZATION TO INCREASE MAXIMUM SPEED LIMIT (CVC 22366)
(a) Whenever the Director of Transportation determines the date upon which the state may establish a maximum speed limit of 65 miles per hour on highways without subjecting the state to a reduction in the amount of federal aid for highways, the director shall notify the Secretary of State of that determination.
(b) The notice required under subdivision (a) shall state that it is being made pursuant to this section.
(c) The notice shall specify a date which is either the date determined pursuant to subdivision (a), or a later date designated by the director.
3.10. SPEED TRAP PROHIBITION (CVC 40801)
No peace officer or other person shall use a speed trap 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.
3.11. SPEED TRAPS (CVC 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 objects. This paragraph does not apply to a local street, road, or school zone.

(A) Roadway width of not more than 40 feet.
(B) Not more than onehalf 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 of 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 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.
(B) (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, 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 objects:
(I) Except as specified in subclause (II), 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.
3.12. SPEED TRAP EVIDENCE (CVC 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 speedtrap as defined in paragraph (2) of subdivision (a) of Section 40802.

4.0 ELEMENTS OF AN ENGINEERING AND TRAFFIC SURVEY Engineering and Traffic Surveys are required by the State of California to establish intermediate speed limits on public streets and to enforce those limits using radar or other speed measuring devices. This engineering and traffic survey was conducted in accordance with California Vehicle Code (CVC) Section 627 and California Manual of Uniform Traffic Control Devises (MUTCD, last updated January 2010). The California Vehicle Code (CVC) directs the methodology used for completing Engineering and Traffic Surveys to include an evaluation of current vehicle speeds, accident history and conditions not readily apparent to motorists. The basic elements of the speed zone study are discussed in more detail as follows. This Engineering and Traffic Survey is intended to be the basis for the establishment, revision, and enforcement of speed limits for several roadways. This survey was requested by the City of Belmont so that posted speed limits can be updated to enable the Police Department and/or other law enforcement to use radar for speed enforcement. Engineering and traffic surveys that support the prima facie speed limit are required by Sections 40801 and 40802 of the California Vehicle Code (CVC) before enforcement by radar is applied. The law further specifies that these surveys be conducted every five years. This provision assures that posted speed limits are kept reasonably current. The CVC (Section 40802) offers an exception to the required survey on local streets as defined by federalaid system maps submitted to the Federal Highway Administration. If maps have not been submitted, local streets are defined as those streets primarily providing access to abutting residential property and meeting the following three conditions:
1. Roadway width of not more than 40 feet. 2. Not more than onehalf mile of uninterrupted length (interruptions include

These engineering and traffic surveys were conducted in accordance with procedures outlined in the California Department of Transportation’s Traffic Manual, as required by Section 627 of the California Vehicle Code. The code further specifies the elements of an engineering and traffic survey to include:
4.1. SPEED SAMPLING

speed that represents the speed at which 85 percent of the traffic travel at or below. This level of travel speed represents what is assumed to be a behavior by motorists which is safe and reasonable.
4.2. SPEED LIMITS
Posted speed limits are primarily established to protect the general public from the unreasonable behavior of reckless, unreliable, or otherwise dangerous drivers. They provide law enforcement with the means to identify and apprehend violators of the basic speed law (CVC Section 22350). This statute 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 basic fundamentals for establishing speed limits recognize that the majority of drivers behave in a safe and reasonable manner, and that the normally careful and competent actions of a reasonable driver should be considered legal. Speed limits established on these fundamentals conform to the consensus of those who drive the highway as to what speed is reasonable and safe, and are not dependent on the judgment of one or a few individuals. A speed survey is usually used to determine the prevailing speed of reasonable drivers. Speed limits are also established to advise of conditions which may not be readily apparent to a reasonable driver. For this reason, collision history, roadway conditions, traffic characteristics, and adjacent land use must also be analyzed before determining speed limits. Speed limit changes are usually coordinated with visible changes in roadway conditions or roadside developments. Unusually short zones of less than one half mile in length should be avoided to reduce 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 considered a violator for enforcement purposes.
4.3. DATA COLLECTION

1. Minimum stop sign and traffic signal influence. 2. Minimum visibility restrictions. 3. Noncongested 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. All surveys were conducted in good weather conditions during offpeak periods. A sample of at least 100 vehicles was obtained on each roadway segment surveyed.
4.4. PROCEDURES The results of the speed measurements were computed and analyzed and are summarized in this report. Significant values obtained from the computations are as follows:
The critical speed, or 85th Percentile Speed, is that speed at or below which 85 percent of the traffic is moving. A key element in the evaluation is the identification of the 85th percentile speed. This is the speed that represents the speed at which 85 percent of the traffic travel at or below. This level of travel speed represents what is assumed to be a behavior by motorists which is safe and reasonable. Therefore, a "basic speed limit" is established at the nearest 5mileperhour increment at the 85th percentile speed. For example, if the 85th percentile speed is 38 miles per hour, the basic speed limit becomes 40 miles per hour. If the 85th percentile speed is 37 miles per hour, the basic speed limit is 35 miles per hour.
The Median Speed, or 50th Percentile Speed, represents the midpoint value within the range of recorded speeds for a particular roadway location. As such, 50% of the vehicles travel faster than, and 50% travel slower than, the median speed.
The 10 MPH Pace is the 10 MPH increment range, which contains the largest number of recorded vehicles. The pace is a measure of the dispersion of speeds within the sample surveyed. Speed limits are normally set to fall within the 10 MPH pace. However, conditions not readily apparent to the driver or adhering to State mandated limits such as in the Residential Districts may require setting speed limits below the 10 MPH pace.

Table 1: Speed Survey Results
Line No.
Street Segment
Existing Posted
1 Alameda De Las Pulgas
San Mateo City Limit to Ralston Ave 25 25 22 1827 95%
2 Ralston Ave to San Carlos City Limit 30 30 26 2231 92%
3 Carlmont Dr Alameda De Las Pulgas to Southerly End 25 32 29 2433 84%
4 Chesterton Ave Oxford Way to Hiller St 25 30 27 2332 87%
5 Chula Vista Dr Alameda De Las Pulgas to Ralston Ave 25 26 24 2029 98%
6 Cipriani Blvd Ralston Ave to Alameda De Las Pulgas 25 29 25 2231 91%
7 Davey Glen Rd El Camino Real to Middle Rd 25 28 25 2130 91%
8 Elmer St Ralston Ave to O’Neill Ave 25 24 21 1726 98%
9 Hallmark Dr Ralston Ave to Southerly End 30 33 29 2534 88%
10 Harbor Blvd El Camino Real to Sunnyslope Ave 25 20 17 1322 96%
11 Hastings Dr Carlmont Dr to Southerly End 25 32 26 2332 79%
12 Hiller St Sterling View Ave to Ralston Ave 25 30 26 2231 78%
13 Island Pkwy Ralston Ave to Concourse Dr 30 38 34 2938 82%
14 Lyall Wy Ralston Ave to Continentals Wy 25 24 21 1625 92%
15 Middle Rd El Camino Real to Notre Dame Ave 25 24 21 1726 98%
16
Notre Dame Ave
Ralston Ave to Folger Dr 25 28 25 2130 92%
17 Folger Dr to Hillman Ave 25 30 28 2433 99%
18 Hillman Ave to Alameda De Las Pulgas 25 29 26 2332 97%
19 O’Neill Ave El Camino Real to 6th Ave 25 25 22 1625 91%
20 Old County Rd
San Mateo City Limit to Ralston Ave 30 35 32 2837 99%
21 Ralston Ave to South City Limit 30 33 30 2534 89%
22
Ralston Ave
Redwood City Limit to Hiller St 35 38 35 3140 87%
23 Hiller St to El Camino Real 30 34 31 2736 89%
24 El Camino Real to South Rd 30 36 33 2837 88%
25 South Rd to Alameda de Las Pulgas 30 35 32 2736 91%
26 Alameda De Las Pulgas to Cipriani Blvd 40 44 41 3544 87%
27 Cipriani Blvd to Tahoe Dr 40 44 41 3746 96%
28 Tahoe Dr to Christian Dr 40 43 40 3544 92%
29 San Juan Blvd Cipriani Blvd to Northerly End 25 25 22 1726 90%
30 Shoreway Rd Marine Pkwy to Southerly City Limit 35 35 31 2736 84%
31 6 th Ave
Ralston Ave to O’Neill Ave 25 32 30 2534 96%
32 O’Neill Ave to San Carlos City Limit 25 30 28 2332 93%
33 5th Ave O’Neill Ave to El Camino Real 25 23 21 1625 100%
Source: DKS Associates, 2010
4.5. COLLISION HISTORY

Table 2: Midblock Collisions Summary
Line No.
Street Segment
Primary Collision Factor
In ju ry
Fa ta l
St at e w id e
A ve .
San Mateo City Limit to Ralston Ave 0 0 0 0.00 2.95 0
2 Ralston Ave to San Carlos City Limit 0 0 0 0.00 2.95 0
3 Carlmont Dr Alameda De Las Pulgas to Southerly End 2 0 0 1.63 2.95 0
4 Chesterton Ave Oxford Way to Hiller St 0 0 0 0.00 2.95 0
5 Chula Vista Dr Alameda De Las Pulgas to Ralston Ave 0 0 0 0.00 2.95 0
6 Cipriani Blvd Ralston Ave to Alameda De Las Pulgas 2 2 0 0.88 2.95 0
7 Davey Glen Rd El Camino Real to Middle Rd 0 0 0 0.00 2.95 0
8 Elmer St Ralston Ave to O’Neill Ave 0 0 0 0.00 2.95 0
9 Hallmark Dr Ralston Ave to Southerly End 2 0 0 0.58 2.95 0
10 Harbor Blvd El Camino Real to Sunnyslope Ave 0 0 0 0.00 2.95 0
11 Hastings Dr Carlmont Dr to Southerly End 3 0 0 3.01 2.95 2
12 Hiller St Sterling View Ave to Ralston Ave 4 0 0 3.56 2.95 0
13 Island Pkwy Ralston Ave to Concourse Dr 1 0 0 2.39 1.85 0
14 Lyall Way Ralston Ave to Continentals Way 0 0 0 0.00 2.95 0
15 Middle Rd El Camino Real to Notre Dame Ave 2 0 0 1.88 2.95 0
16 Notre Dame
Ave
Ralston Ave to Folger Dr 0 0 0 0.00 2.95 0
17 Folger Dr to Hillman Ave 0 0 0 0.00 2.95 0
18 Hillman Ave to Alameda De Las Pulgas 0 0 0 0.00 2.95 0
19 O’Neill Ave El Camino Real to 6th Ave 0 0 0 0.00 2.95 0
20 Old County Rd
San Mateo City Limit to Ralston Ave 2 0 0 0.34 2.95 0
21 Ralston Ave to South City Limit 0 0 0 0.00 2.95 0
22
Ralston Ave
Redwood City Limit to Hiller St 0 0 0 0.00 1.85 0
23 Hiller St to El Camino Real 1 1 0 0.15 1.10 0
24 El Camino Real to South Rd 1 0 0 0.18 1.10 0
25 South Rd to Alameda De Las Pulgas 3 1 0 0.21 2.95 0
26 Alameda de Las Pulgas to Cipriani Blvd 1 0 0 0.13 1.85 1
27 Cipriani Blvd to Tahoe Dr 3 1 0 0.35 1.85 0
28 Tahoe Dr to Christian Dr 1 0 0 0.09 1.85 1
29 San Juan Blvd Cipriani Blvd to Northerly End 1 0 0 0.94 2.95 0
30 Shoreway Rd Marine Pkwy to Southerly City Limit 0 0 0 0.00 2.95 0
31 6th Ave
Ralston Ave to O’Neill Ave 1 1 0 1.48 2.95 0
32 O'Neill Ave to San Carlos City Limit 0 0 0 0.00 2.95 0
33 5th Ave O'Neill Ave to El Camino Real 0 0 0 0.00 2.95 0
Total 30 6 0 N/A N/A 4

4.6. CONDITIONS NOT READILY APPARENT TO MOTORISTS
Each street segment is reviewed through a field inspection to identify whether conditions not readily apparent to motorists exist. Aspects of the roadway environment such as adjacent land uses, horizontal and vertical sight distance, location and frequency of side streets or driveways, pedestrian and bicyclist behavior, general condition of the roadway surface and roadway geometry are considered. A determination is made whether those conditions are significant and warrant the recommendation of the speed limit be placed at five miles per hour below the basic speed limit. It is important to note that the State of California only provides a provision to reduce the recommended speed limit by a maximum of five miles per hour if significant conditions not readily apparent to motorists exist.
As previously discussed, speed limits are usually set at or near the critical speed, unless there are other factors not readily apparent to a reasonable motorist which may justify a lower limit. The field review of the selected street segments in the City considered 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 onstreet parking. 5. Location of stop signs and other regulatory traffic control devices. 6. Visibility obstructions. 7. Land use and proximity to schools. 8. Uniformity with existing speed zones and those in adjacent roadways. 9. Any other unusual condition not readily apparent to the driver.

Table 3: Traffic Count Summary
Line No.
NB/EB SB/WB Total
San Mateo City Limit to Ralston Ave 325 ft south of Arbor Ave NB/SB 3,287 3,143 6,430
2 Ralston Ave to San Carlos City Limit 350 ft south of Carlmont Dr NB/SB 6,892 6,568 13,460
3 Carlmont Dr Alameda De Las Pulgas to Southerly End 300 ft west of Lake Rd EB/WB 990 1,005 1,995
4 Chesterton Ave Oxford Way to Hiller St 700 ft west of Marine View St EB/WB 196 191 387
5 Chula Vista Dr Alameda De Las Pulgas to Ralston Ave 625 ft north of Alameda De Las Pulgas NB/SB 1,494 1,595 3,089
6 Cipriani Blvd Ralston Ave to Alameda De Las Pulgas 450 ft south of Alameda De Las Pulgas NB/SB 2,142 2,179 4,321
7 Davey Glen Rd El Camino Real to Middle Rd 850 ft south of El Camino Real EB/WB 1,404 1,374 2,778
8 Elmer St Ralston Ave to O’Neill Ave 250 ft south of Ralston Ave NB/SB 2,146 1,036 3,182
9 Hallmark Dr Ralston Ave to Southerly End 250 ft north of Comstock Circle NB/SB 1,776 1,792 3,568
10 Harbor Blvd El Camino Real to Sunnyslope Ave 150 ft south of 5th Ave EB/WB 623 547 1,170
11 Hastings Dr Carlmont Dr to Southerly End 550 ft west of Carlmont Dr EB/WB 811 756 1,567
12 Hiller St Sterling View Ave to Ralston Ave 225 ft east of Crest View Ave EB/WB 736 1,239 1,975
13 Island Pkwy Ralston Ave to Concourse Dr 650 ft south of Concourse Dr NB/SB 986 929 1,915
14 Lyall Way Ralston Ave to Continentals Way 325 ft west of Lake Rd EB/WB 1,572 1,519 3,091
15 Middle Rd El Camino Real to Notre Dame Ave 200 ft north of Notre Dame Ave EB/WB 1,099 1,159 2,258
16
Notre Dame Ave
Ralston Ave to Folger Dr 50 ft north of Clee St NB/SB 1,290 927 2,217
17 Folger Dr to Hillman Ave 175 ft north of Notre Dame Pl EB/WB 1,039 1,016 2,055
18 Hillman Ave to Alameda De Las Pulgas 475 ft north of Alameda De Las Pulgas EB/WB 483 562 1,045
19 O’Neill Ave El Camino Real to 6th Ave southern corner of 5th Ave EB/WB 2,696 1,492 4,188
20 Old County Rd
San Mateo City Limit to Ralston Ave 1000 ft south of Marine View St NB/SB 5,528 4,210 9,738
21 Ralston Ave to South City Limit 625 ft south of Harbor Blvd NB/SB 4,274 2,340 6,614
22
Ralston Ave
Redwood City Limit to Hiller St 275 ft north of Hiller St EB/WB 16,470 14,425 30,895
23 Hiller St to El Camino Real 500 ft north of Old County Rd EB/WB 20,058 18,421 38,479
24 El Camino Real to South Rd 450 ft south of 6th Ave EB/WB 13,942 14,480 28,422
25 South Rd to Alameda de Las Pulgas 250 ft west of Notre Dame Ave EB/WB 12,045 12,289 24,334
26 Alameda De Las Pulgas to Cipriani Blvd 950 ft west of Lyall Way EB/WB 10,899 11,543 22,442
27 Cipriani Blvd to Tahoe Dr 775 ft west of Cipriani Blvd EB/WB 12,426 13,114 25,540
28 Tahoe Dr to Christian Dr 175 ft west of Belmont Canyon Rd EB/WB 11,655 12,463 24,118
29 San Juan Blvd Cipriani Blvd to Northerly End 450 ft south of Monte Cresta Dr EB/WB 954 906 1,860
30 Shoreway Rd Marine Pkwy to Southerly City Limit 650 ft north of Cormorant Dr NB/SB 2,355 2,338 4,693
31 6th Ave
Ralston Ave to O’Neill Ave 150 ft south of Emmett Ave NB/SB 2,450 2,668 5,118
32 O'Neill Ave to San Carlos City Limit 125 ft north of Lane St NB/SB 987 625 1,612
33 5th Ave O'Neill Ave to El Camino Real 125 ft north of E St NB/SB 569 406 975

5.0 DISCUSSION AND RECOMMENDATIONS
The speed limit recommendations are generally developed based on a review of the 85th percentile speed, roadway surface characteristics, land uses along the roadside, conditions not readily apparent to the driver, and reported accident history for a recent twoyear period. Table 4 shows a summary of recommended speed limits for each of the study roadway segments.
Table 4: Recommended Speed Limits
Line No.
Street Segment
85th %tile Speed (MPH)
San Mateo City Limit to Ralston Ave 25 25 25 0
2 Ralston Ave to San Carlos City Limit 30 30 30 0
3 Carlmont Dr Alameda De Las Pulgas to Southerly End 25 32 25 0
4 Chesterton Ave Oxford Way to Hiller St 25 30 25 0
5 Chula Vista Dr Alameda De Las Pulgas to Ralston Ave 25 26 25 0
6 Cipriani Blvd Ralston Ave to Alameda De Las Pulgas 25 29 25 0
7 Davey Glen Rd El Camino Real to Middle Rd 25 28 25 0
8 Elmer St Ralston Ave to O’Neill Ave 25 24 25 0
9 Hallmark Dr Ralston Ave to Southerly End 30 33 30 0
10 Harbor Blvd El Camino Real to Sunnyslope Ave 25 20 25 0
11 Hastings Dr Carlmont Dr to Southerly End 25 32 25 0
12 Hiller St Sterling View Ave to Ralston Ave 25 30 25 0
13 Island Pkwy Ralston Ave to Concourse Dr 30 38 35 +5
14 Lyall Wy Ralston Ave to Continentals Wy 25 24 25 0
15 Middle Rd El Camino Real to Notre Dame Ave 25 24 25 0
16 Notre Dame
17 Folger Dr to Hillman Ave 25 30 25 0
18 Hillman Ave to Alameda De Las Pulgas 25 29 25 0
19 O’Neill Ave El Camino Real to 6th Ave 25 25 25 0
20 Old County Rd
San Mateo City Limit to Ralston Ave 30 35 30 0
21 Ralston Ave to South City Limit 30 33 30 0
22
Ralston Ave
Redwood City City Limit to Hiller St 35 38 35 0
23 Hiller St to El Camino Real 30 34 30 0
24 El Camino Real to South Rd 30 36 30 0
25 South Rd to Alameda de Las Pulgas 30 35 30 0
26 Alameda De Las Pulgas to Cipriani Blvd 40 44 40 0
27 Cipriani Blvd to Tahoe Dr 40 44 40 0
28 Tahoe Dr to Christian Dr 40 43 40 0
29 San Juan Blvd Cipriani Blvd to Northerly End 25 25 25 0
30 Shoreway Rd Marine Pkwy to Southerly City Limit 35 35 35 0
31 6th Ave
Ralston Ave to O’Neill Ave 25 32 25 0
32 O’Neill Ave to San Carlos City Limit 25 30 25 0
33 5th Ave O’Neill Ave to El Camino Real 25 23 25 0
Source: DKS Associates, 2011
5.1. Alameda De Las Pulgas between San Mateo City Limit and Ralston Ave
The observed 85th percentile speed is 25 MPH. The 10 MPH Pace Speed is between 18 27 MPH. The 50th percentile speed is 22 MPH. Based on the review of study data, field observations, limited sight distance, lack of continuous sidewalks, residential density, roadway geometry and topography, engineering judgment and guidelines set forth in the CaMUTCD, it is recommended that the appropriate speed limit for this segment of Alameda De Las Pulgas be established at 25 MPH in both directions. These factors contribute to conditions not readily apparent to the driver. This is within the 10 MPH Pace Speed, and represents no change from the previous posted speed limit.
5.2. Alameda De Las Pulgas between Ralston Ave and San Carlos City Limit
The observed 85th percentile speed is 30 MPH. The 10 MPH Pace Speed is between 22 31 MPH. The 50th percentile speed is 26 MPH. Based on the review of study data, existing roadway geometry, field observations, proximity to schools and the public library, frequent pedestrian and bicycle activity, residential density, engineering judgment and guidelines set forth in the CaMUTCD, it is recommended that the appropriate speed limit for this segment of Alameda De Las Pulgas remain at 30 MPH in both directions. These factors contribute to conditions not readily apparent to the driver. This is consistent with the 85th percentile speed, is within the 10 MPH Pace Speed, and represents no change from the previous posted speed limit.
5.3. Carlmont Dr between Alameda De Las Pulgas and Southerly End
The observed 85th percentile speed is 32 MPH. The 10 MPH Pace Speed is between 24 33 MPH. The 50th percentile speed is 30 MPH. If the speed limit were based solely on the 85th percentile speed, the posted speed limit for this segment of Carlmont Drive would be established at 30 MPH. However, due to a review of study data, field observations, roadway topography, residential density, availability of onstreet parking, frequent pedestrian activity, proximity to schools and parks, engineering judgment and guidelines set forth in the CaMUTCD, it is recommended that the appropriate speed limit for this segment of Carlmont Drive remain at 25 MPH in both directions. These factors contribute to conditions not readily apparent to the driver. This is within the 10 MPH Pace Speed, and represents no change from the previous posted speed limit.
5.4. Chesterton Ave between Oxford Wy and Hiller St

recommended that the appropriate speed limit for this segment of Chesterton Ave remain at 25 MPH in both directions. These factors contribute to conditions not readily apparent to the driver. This is within the 10 MPH Pace Speed, and represents no change from the previous posted speed limit.
5.5. Chula Vista Dr between Alameda De Las Pulgas and Ralston Ave
The observed 85th percentile speed is 25 MPH. The 10 MPH Pace Speed is between 20 29 MPH. The 50th percentile speed is 24 MPH. Based on the review of study data, existing roadway geometry, field observations, roadway topography, limited sight distance, proximity to schools, availability of onstreet parking, residential density, engineering judgment and guidelines set forth in the CaMUTCD, it is recommended that the appropriate speed limit for this segment of Chula Vista Drive remain at 25 MPH in both directions. These factors contribute to conditions not readily apparent to the driver. This is consistent with the 85th percentile speed, is within the 10 MPH Pace Speed, and represents no change from the previous posted speed limit.
5.6. Cipriani Blvd between Ralston Ave and Alameda De Las Pulgas
The observed 85th percentile speed is 29 MPH. The 10 MPH Pace Speed is between 22 31 MPH. The 50th percentile speed is 25 MPH. If the speed limit were based solely on the 85th percentile speed, the posted speed limit for this segment of Cipriani Blvd would be established at 30 MPH. However, due to a review of study data, field observations, roadway topography, residential density, limited sight distance, proximity to schools, the presence of wildlife, engineering judgment and guidelines set forth in the CaMUTCD, it is recommended that the appropriate speed limit for this segment of Cipriani Blvd remain at 25 MPH in both directions. These factors contribute to conditions not readily apparent to the driver. This is within the 10 MPH Pace Speed, and represents no change from the previous posted speed limit.
5.7. Davey Glen Rd between El Camino Real and Middle Rd

5.8. Elmer St between Ralston Ave and O’Neill Ave
The observed 85th percentile speed is 24 MPH. The 10 MPH Pace Speed is between 17 26 MPH. The 50th percentile speed is 21 MPH. Based on the review of study data, roadway geometry, field observations, engineering judgment and guidelines set forth in the CaMUTCD, it is recommended that the appropriate speed limit for this segment of Elmer St remain at 25 MPH in both directions. These factors contribute to conditions not readily apparent to the driver. This is consistent with the 85th percentile speed, is within the 10 MPH Pace Speed, and represents no change from the previous posted speed limit.
5.9. Hallmark Dr between Ralston Ave and Southerly End
The observed 85th percentile speed is 33 MPH. The 10 MPH Pace Speed is between 25 34 MPH. The 50th percentile speed is 29 MPH. If the speed limit were based solely on the 85th percentile speed, the posted speed limit for this segment of Hallmark Dr would be established at 35 MPH. However, due to a review of study data, field observations, roadway topography, proximity to schools and the adjacent open space, the presence of wildlife, limited driver sight distance, residential density, engineering judgment and guidelines set forth in the CaMUTCD, it is recommended that the appropriate speed limit for this segment of Hallmark Dr remain at 30 MPH in both directions. These factors contribute to conditions not readily apparent to the driver. This is within the 10 MPH Pace Speed, and represents no change from the previous posted speed limit.
5.10. Harbor Blvd between El Camino Real and Sunnyslope Ave
The observed 85th percentile speed is 20 MPH. The 10 MPH Pace Speed is between 13 22 MPH. The 50th percentile speed is 17 MPH. If the speed limit were based solely on the 85th percentile speed, the posted speed limit for this segment of Harbor Blvd would be established at 20 MPH. However, due to a review of study data, field observations, roadway topography, residential density, engineering judgment and guidelines set forth in the CaMUTCD, it is recommended that the appropriate speed limit for this segment of Harbor Blvd be established at 25 MPH in both directions. This is within the 10 MPH Pace Speed, and represents no change from the previous posted speed limit.
5.11. Hastings Dr between Carlmont Dr and Southerly End

segment of Hastings Dr remain at 25 MPH in both directions. These factors contribute to conditions not readily apparent to the driver. This is within the 10 MPH Pace Speed, and represents no change from the previous posted speed limit.
5.12. Hiller St between Sterling View Ave and Ralston Ave
The observed 85th percentile speed is 30 MPH. The 10 MPH Pace Speed is between 22 31 MPH. The 50th percentile speed is 26 MPH. If the speed limit were based solely on the 85th percentile speed, the posted speed limit for this segment of Hiller St. would be established at 30 MPH. However, due to a review of study data, field observations, a higher than average collision rate, proximity to schools, residential density, engineering judgment and guidelines set forth in the CaMUTCD, it is recommended that the appropriate speed limit for this segment of Hiller St. be established at 25 MPH in both directions. These factors contribute to conditions not readily apparent to the driver. This is within the 10 MPH Pace Speed, and represents no change from the previous posted speed limit.
5.13. Island Pkwy between Ralston Ave and Concourse Dr
The observed 85th percentile speed is 38 MPH. The 10 MPH Pace Speed is between 29 38 MPH. The 50th percentile speed is 34 MPH. If the speed limit were based solely on the 85th percentile speed, the posted speed limit for this segment of Island Pkwy would be established at 40 MPH. However, due to a review of study data, field observations, a higher than average collision rate, frequent bicycle activity, proximity to parks, engineering judgment and guidelines set forth in the CaMUTCD, it is recommended that the appropriate speed limit for this segment of Island Pkwy be established at 35 MPH in both directions. These factors contribute to conditions not readily apparent to the driver. This is within the 10 MPH Pace Speed, and represents a 5 MPH increase from the previous posted speed limit.
5.14. Lyall Wy between Ralston Ave and Continentals Wy

5.15. Middle Rd between El Camino Real and Notre Dame Ave
The observed 85th percentile speed is 24 MPH. The 10 MPH Pace Speed is between 17 26 MPH. The 50th percentile speed is 21 MPH. A review of study data, roadway geometry, field observations, residential density, proximity to schools, roadway topography, engineering judgment and guidelines set forth in the CaMUTCD, it is recommended that the appropriate speed limit for this segment of Middle Rd remain at 25 MPH in both directions. These factors contribute to conditions not readily apparent to the driver. This is consistent with the 85th percentile speed, is within the 10 MPH Pace Speed, and represents no change from the previous posted speed limit.
5.16. Notre Dame Ave between Ralston Ave and Folger Dr
The observed 85th percentile speed is 28 MPH. The 10 MPH Pace Speed is between 21 30 MPH. The 50th percentile speed is 25 MPH. If the speed limit were based solely on the 85th percentile speed, the posted speed limit for this segment of Notre Dame Ave would be established at 30 MPH. However, due to a review of study data, field observations, narrow roadway geometry, lack of continuous sidewalks, proximity to schools, residential density, engineering judgment and guidelines set forth in the CaMUTCD, it is recommended that the appropriate speed limit for this segment of Notre Dame Ave remain at 25 MPH in both directions. These factors contribute to conditions not readily apparent to the driver. This is within the 10 MPH Pace Speed, and represents no change from the previous posted speed limit.
5.17. Notre Dame Ave between Folger Dr and Hillman Ave
The observed 85th percentile speed is 30 MPH. The 10 MPH Pace Speed is between 24 33 MPH. The 50th percentile speed is 28 MPH. If&n

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Final Report - Belmont

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