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
City of Belmont – Engineering and Traffic Survey
April 4, 2011
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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)
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April 4, 2011
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(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)
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April 4, 2011
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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:
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April 4, 2011
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(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.
City of Belmont – Engineering and Traffic Survey
April 4, 2011
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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
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April 4, 2011
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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
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April 4, 2011
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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 .
1 Alameda De Las Pulgas
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
City of Belmont – Engineering and Traffic Survey
April 4, 2011
Page 15 of 27
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
1 Alameda De Las Pulgas
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)
1 Alameda De Las Pulgas
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
City of Belmont – Engineering and Traffic Survey
April 4, 2011
Page 18 of 27
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
City of Belmont – Engineering and Traffic Survey
April 4, 2011
Page 19 of 27
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
City of Belmont – Engineering and Traffic Survey
April 4, 2011
Page 21 of 27
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
City of Belmont – Engineering and Traffic Survey
April 4, 2011
Page 22 of 27
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