STAFF REPORT
Meeting Date: August 11, 2026
To: Honorable Mayor & City Council
From: Daren Grilley, Assistant Director of Public Works/City Engineer Jessie Holzer Carpenter, PTP, Transportation Manager
Subject: Proposed Updates to Speed Limits
Attachments: 1. Draft Engineering and Traffic Survey and Speed Limit Update
2. Proposed Ordinance
INTRODUCTION
This report forwards a Traffic and Parking Commission recommendation for updated speed limits based on recent changes to State law that allow cities more flexibility in setting safe and enforceable speed limits.
BACKGROUND
In California, speed limits are established in two ways:
1. Streets that qualify as prima facie are assigned a specific corresponding speed limit.
2. Streets that do not qualify as prima facie are evaluated through an Engineering and Traffic Survey (E&TS).
Historically, for streets that require an E&TS, speed limits have been set by measuring the 85th percentile speed (the speed at which 85% of drivers are traveling at or below) and rounding to the nearest 5 MPH. For example, if the 85th percentile speed was 32 MPH, it would be rounded down to 30 MPH, but, if it was 33 MPH, the speed limit would be rounded up to 35 MPH. This methodology has contributed to "speed creep" – a phenomenon where faster drivers gradually push speed limits upward over time. Additionally, an E&TS was required to be conducted every 5-7 years, depending on roadway conditions. Without a recent E&TS, posted speed limits are not enforceable.
Assembly Bill (AB) 43 returned local control to California cities by changing how they can set speed limits. The law established new rounding practices that can be applied contextually based on each City’s unique street conditions to help keep speed limits reasonable and appropriate:
85th percentile speeds that previously would have been rounded up can be rounded down. Streets can be set up to 5 MPH below the rounded, lower quantile 85th percentile speed.
BEVERL
HILLS
Meeting Date: August 11, 2026
Streets that meet criteria as “Safety Corridors” are eligible for an additional 5 MPH reduction.
Streets that meet criteria as “Bicyclist/Pedestrian Generators” are eligible for an additional 5 MPH reduction.
Streets that meet criteria as “Business Activity Districts” are eligible for a 25 or 20 MPH prima facie speed limit.
Streets that meet criteria as “Residence Districts” are eligible for a 25 MPH prima facie speed limit.
Additionally, AB 43 changed how cities can enforce speed limits by extending the validity period of an E&TS up to 14 years, if a registered engineer has determined that no significant changes to the roadway have occurred. This reduces the burden placed on Cities to conduct additional studies when conditions do not justify them.
DISCUSSION
As discussed in detail in Attachment 1, the City's consulting firm, Fehr & Peers, collected speed data on all streets that require an E&TS and evaluated the mechanisms outlined in AB 43 to determine recommended speed limits for each street. AB 43 provides several mechanisms that can be applied cumulatively; however, mechanically applying all available reductions would result in impractically low speeds for some roadways (e.g., 15 MPH on an arterial street). The recommended speed limits therefore reflect professional judgment to apply reductions appropriately based on roadway classification, context, and operational needs.
Proposed Speed Limit Changes
The table below (and Figures 5 and 6 in Attachment 1) identifies the proposed speed limit changes, which would reduce existing speed limits by 5 MPH each. Where possible, all arterial and collector streets are recommended to have a speed limit of 30 MPH or less to reduce the potential for severe and fatal crashes typically associated with these classifications of streets. The only segment that did not meet the criteria for 30 MPH is Sunset Boulevard between west City limits and Alpine Drive due to a higher recorded 85th percentile speed. This segment is proposed to remain at 35 MPH and transition to 30 MPH east of Alpine Drive, which matches the recently updated speed limit of 30 MPH on Sunset Boulevard in the City of West Hollywood. Additionally, all streets within the Business Triangle, as well as S. Beverly Drive, are proposed to have a prima facie speed limit of 20 MPH to facilitate improved safety for all roadway users and help create a “village” atmosphere.
Street Boundaries Current
Speed Limit
Proposed
Speed Limit
Bedford Drive North Santa Monica Boulevard to
Wilshire Boulevard
25 MPH 20 MPH
Benedict Cañon Drive North City Limits to Sunset
Boulevard
35 MPH 30 MPH
Beverly Drive North Santa Monica Boulevard to
Whitworth Drive
25 MPH 20 MPH
Brighton Way Wilshire Boulevard to Crescent Drive 25 MPH 20 MPH Camden Drive North Santa Monica Boulevard to
Wilshire Boulevard
25 MPH 20 MPH
Cañon Drive North Santa Monica Boulevard to
Wilshire Boulevard
25 MPH 20 MPH
Clifton Way Cañon Drive to Rexford Drive 25 MPH 20 MPH
Crescent Drive North Santa Monica Boulevard to
Wilshire Boulevard
25 MPH 20 MPH
Dayton Way Wilshire Boulevard to Rexford Drive 25 MPH 20 MPH Meeting Date: August 11, 2026
Street Boundaries Current
Speed Limit
Proposed
Speed Limit
Doheny Drive Phyllis Street to Santa Monica
Boulevard
35 MPH 30 MPH
La Cienega Boulevard Clifton Way to Olympic Boulevard 35 MPH 30 MPH Linden Drive South Santa Monica Boulevard to
Wilshire Boulevard
25 MPH 20 MPH
Olympic Boulevard West City Limits to Robertson
Boulevard
35 MPH 30 MPH
Rexford Drive North Santa Monica Boulevard to
Wilshire Boulevard
25 MPH 20 MPH
Rodeo Drive North Santa Monica Boulevard to
Wilshire Boulevard
25 MPH 20 MPH
Roxbury Drive North Santa Monica Boulevard to
Wilshire Boulevard
25 MPH 20 MPH
Santa Monica Boulevard (N) West City Limits to Doheny Drive 35 MPH 30 MPH Santa Monica Boulevard (S) Moreno Drive to Rexford Drive 25 MPH 20 MPH San Vicente Boulevard North City Limits to South City Limits 35 MPH 30 MPH Sunset Boulevard Alpine Drive to East City Limits 35 MPH 30 MPH For reference, the table below identifies which arterial and collector streets (those that require an E&TS) are not proposed to change.
Street Boundaries Current
Speed Limit
Proposed
Speed Limit
Beverly Boulevard North Santa Monica Boulevard to
Doheny Drive
30 MPH 30 MPH
Beverly Drive North City Limits to North Santa
Monica Boulevard
25 MPH 25 MPH
Burton Way Rexford Drive to East City Limits 25 MPH 25 MPH Coldwater Cañon Drive North City Limits to Beverly Drive 30 MPH 30 MPH Doheny Drive Burton Way to Whitworth Drive 25 MPH 25 MPH Robertson Boulevard North City Limits to Whitworth Drive 25 MPH 25 MPH Sunset Boulevard West City Limits to Alpine Drive 35 MPH 35 MPH Wilshire Boulevard West City Limits to North Santa
Monica Boulevard
30 MPH 30 MPH
Wilshire Boulevard North Santa Monica Boulevard to
San Vicente Boulevard
25 MPH 25 MPH
Proposed School Zone Speed Limits
As a supplement to this evaluation, Fehr & Peers also analyzed changes in State law to determine proposed reductions in school zone speed limits to further improve the safety of children and families during school hours. AB 382, which was signed into law in 2025 and will go into effect on January 1, 2031, will implement a prima facie speed limit of 20 MPH (decreased from 25 MPH) within 500 feet of a school while children are present.
While the statewide mandate doesn’t take effect until 2031, agencies are permitted to opt-in starting January 1, 2026. However, after careful legal review, it was determined that the legislation regarding the opt-in period does not clearly state that the school zone speed limits would be in effect only when children are present. If the City decided to opt-in early, this would create the need to replace speed limit signage in 2031 to clarify the time restriction once the law officially takes effect. While some agencies have decided to opt-in, assuming the intent of the law was to be in effect only when children are present, due to this discrepancy in the actual language, it is not recommended that the City opt-in to the 20 MPH school zone speed limits prior to 2031.
Meeting Date: August 11, 2026
Traffic and Parking Commission Feedback
The Traffic and Parking Commission generally expressed support for the proposed changes to speed limits to improve safety and recommended also reducing the speed limit on S. Beverly Drive from 25 MPH to 20 MPH using the Business Activity District criteria (which is now included in the draft E&TS). One Commissioner supported lowering speed limits only on specific streets, such as those with high pedestrian traffic, in school zones, and with collision hot spots, and expressed concern that lowering speed limits on arterial and collector streets would increase traffic congestion and impact quality of life.
The Commission voted 5-0 to support the recommended speed limit changes with the addition S.
Beverly Drive. A second motion to retain higher speed limits on Sunset Boulevard, Benedict Cañon Drive, La Cienega Boulevard, and Olympic Boulevard failed on a 1-4 vote.
Next Steps
A draft ordinance (Attachment 2), including the following modifications to the Municipal Code, is agendized for first reading at the August 11, 2026, Formal Meeting:
Revision of Section 7-2-101: INCREASE IN STATE SPEED LIMIT IN CERTAIN ZONES to update streets with 30 MPH and 35 MPH speed limits; and Addition of new Section 7-2-103: DECREASE OF STATE SPEED LIMIT IN BUSINESS ACTIVITY DISTRICTS to include streets with 20 MPH speed limits.
If City Council provides direction on the proposed updates to speed limits that differ from the language in the draft ordinance, the item will be revised and moved to a future meeting date.
FISCAL IMPACT
There is no direct fiscal impact to this item. Funding for new speed limit signs is available in the approved budget for the Annual Street Sign and Striping CIP (No. 00863).
RECOMMENDATION
Staff recommends that City Council provide direction on the proposed updates to speed limits.
Shana Epstein,
Director of Public Works
Approved By
Attachment 1
Engineering and
Traffic Survey and
Speed Limit
Update
Prepared for:
City of Beverly Hills
Fehr&Peers
P
Table of Contents
Overview ......................................................................................................................................... 1 Analysis Methodology................................................................................................................... 3 Data Collection .......................................................................................................................................................... 3 Data Analysis .............................................................................................................................................................. 3 85th Percentile Speed ....................................................................................................................................... 4 Safety Corridors ................................................................................................................................................. 5 Bicyclist or Pedestrian Activity Generators................................................................................................ 6 Business Activity Districts............................................................................................................................... 6 Residence Districts............................................................................................................................................ 7 Speed Limit Retention ...................................................................................................................................... 7 City Speed Limits Recommendation ........................................................................................... 8 Appendix A. Proposed Speed Limit Summary...........................................................................13 Appendix B. School Zone Summary ...........................................................................................16 Fehr &Peers
P
List of Figures
Figure 1. Safe System Approach .................................................................................................................................... 1 Figure 2. Likelihood of Pedestrian Survival After Car Collision........................................................................... 2 Figure 3. Existing Speed Limits .................................................................................................................................... 9 Figure 4. 85th Percentile Speeds .............................................................................................................................. 10 Figure 5. Proposed Updated Speed Limits ...............................................................................................................11 Figure 6. Proposed Speed Limit Changes ................................................................................................................12 Figure 7. School Speed Limits..................................................................................................................................... 18 List of Tables
Table 1. Speed Limit Update Summary ....................................................................................................................... 2 Table 2. 85th Percentile Speed Rounding................................................................................................................. 5 Table 3. Safety Corridor Definition Requirements .................................................................................................. 5 Table 4. Bicyclists or Pedestrians Activity Generators .......................................................................................... 6 Table 5. Analysis Summary ............................................................................................................................................ 8 Table 6. Proposed Speed Limit Summary.................................................................................................................13 Table 7. School Zone Street Segments......................................................................................................................19 Fehr &Peers
E&TS Results & Speed Limit Update | 1
Overview
The City of Beverly Hills (City) initiated this study to evaluate roadway speeds and speed limits to (1) establish enforceable speed limits and (2) improve the safety of its roadway system. As part of this effort, Fehr & Peers was contracted to prepare an Engineering and Traffic Survey (E&TS)—a required element for updating speed limits—and advise on speed limit updates per:
• California Vehicle Code (CVC) Section 627, which defines the E&TS • CVC Section 22358, which allows local agencies to reduce speed limits on the basis of an E&TS
• Assembly Bill (AB) 43, which amends the CVC to consider safety in setting speed limits • The 2026 California Manual on Uniform Traffic Control Devices (CA MUTCD), and the 2014 CA MUTCD Revision 9, which provide specific guidance on setting speed limits • AB 321, which establishes prima facie speed limits in school zones and surrounding areas (discussed in Appendix B)
• AB 382, which updates the prima facia speed limits in school zones and surrounding areas (discussed in Appendix B)
This study is guided by the Safe System Approach, a
United States Department of Transportation (U.S.
DOT) adopted paradigm that addresses roadway
safety. The approach is depicted on the wheel in
Figure 1, which promotes five objectives on the inner
ring, and six safe roadway principles on the outer
ring. Embedded in this approach is anticipating
human mistakes by designing and managing road
infrastructure to keep the risk of mistakes low; and,
when a mistake leads to a crash, that the result is not a fatality or serious injury.
To assist the City with this objective, Fehr & Peers
evaluated 40 roadway segments on 26 streets to set
reasonable and appropriate speed limits. To assess
the potential speed limit reductions on each
segment, the speed data were analyzed for potential
speed limit reductions in accordance with speed limit
setting mechanisms: safety corridors, bicyclist and
pedestrian activity generators, business activity districts, residence districts, and historic speed limit retention. More information on the specifications of each of these mechanisms is provided in the next section of this report, Analysis Methodology. Additionally, speed limit continuity and existing infrastructure were taken into account, including the City’s Local Road Safety Plan (LRSP), principal arterial designation, active transportation facilities, preschool-12 schools, and public parks.
The main metric of interest from the E&TS is the 85th percentile speed. The 85th percentile speed is the speed at or below which 85 percent of drivers—in other words, most drivers—are observed to travel under normal roadway, traffic, and environmental conditions. The E&TS found that the 85th percentile speed of vehicles traveling in Beverly Hills was higher than the posted speed limit at approximately 62 percent of survey locations. The average 85th percentile speed for all locations was Figure 1. Safe System Approach
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E&TS Results & Speed Limit Update | 2
approximately 31 miles per hour (mph). This is an important finding given that in the context of the Safe Speeds element of the Safe Systems Approach, slower vehicle speeds can reduce the potential for severe and fatal crashes by minimizing the kinetic energy transferred onto vulnerable road users during a collision, broadening the driver’s field of view to better see roadway conflicts, reducing the vehicle’s braking distance, and increasing the driver’s reaction speed. Figure 2 shows the likelihood of a pedestrian’s survival when they are hit by a vehicle at different speeds, demonstrating that speed limits are critical to creating a safe built environment for all.
Figure 2. Likelihood of Pedestrian Survival After Car Collision Fehr & Peers produced a list of proposed speed limits for the study roadway segments in accordance with the CVC. This report summarizes the analysis that supports the City’s proposed speed limits for the 40 roadway segments evaluated, which account for 23.5 roadway miles, as shown in Table 1.
Speed reductions of 5 mph are proposed for 13.9 miles of roadway. If adopted, the average speed limit in the city would change from approximately 30 mph to 25 mph, improving safety of the built environment. The City Speed Limits Recommendation section of this report elaborates on how the proposed updated speed limits were developed.
Table 1. Speed Limit Update Summary
Statistic Value
Total number of streets under consideration 26 streets
Total number of roadway segments under consideration 40 segments Total number of roadway segment miles under consideration 23.5 miles Roadways miles where speed limits would remain the same 9.9 miles Roadways miles where speed limits would be reduced 13.6 miles Speed limit reduction for roadways segments where reductions were applied 5 mph
30 25
20 31 mph
Typical observed speed
30mph
Current average
speed limit
25mph
Proposed average
speed limit
If hit at... A person walking's chance of survival is ...
Lowering speeds
would improve
safety and comfort.
35:
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E&TS Results & Speed Limit Update | 3
Analysis Methodology
The goal of this study is to establish enforceable speed limits throughout the city pursuant to Sections 627 and 22358 of the CVC. To accomplish this, Fehr & Peers developed a methodology that consisted of two main components: data collection and data analysis. The result of this effort will allow the City to enforce reasonable speed limits on the City’s roadways given recent changes in how speed limits are determined and present roadway contextual factors. The sections below describe how the study was conducted.
Data Collection
Fehr & Peers partnered with National Data & Surveying Services (NDS) to collect the required speed data for the 40 study roadway segments in the city in accordance with CVC and the 2026 CA MUTCD. A particular street may have more than one survey segment to reflect differences in roadway characteristics or adjacent land uses; for example, Beverly Drive has survey segments from North Santa Monica Boulevard to Wilshire Boulevard and from Wilshire Boulevard to Whitworth Drive.
Additionally, per regulatory instructions, most segments are at least 0.5 miles in length. A total of 26 roadways were evaluated through the 40 study segments.
As discussed in detail in the following section, speed data must be collected as part of the E&TS to establish speed limits on roadways that do not qualify for prima facie speed limits. Wilshire Boulevard between North Santa Monica Boulevard and the western City limit is the exception to this; an E&TS was not conducted in this location due to construction at the time of the study and will be reevaluated after construction concludes.
Data Analysis
AB 43 was approved in October 2021 and established new practices for how cities can set and enforce speed limits with consideration for safety. Before AB 43, local authorities had to round speed limits up or down to the nearest 5 mph speed increment relative to the 85th percentile driving speed observed by traffic and engineering surveys. The 85th percentile speed is the speed at or below which 85 percent of vehicles travel on a roadway. Prior to AB 43, to enforce speed limits with a valid E&TS, municipalities were forced to increase the speed limit on corridors where most drivers drove faster than the posted speed limit.
AB 43 changed the way speed limits are set by establishing new rounding practices, and by accounting for more roadway and land use contextual factors. This analysis is consistent with the AB 43 legislation. It should also be noted that AB 43 extended the period a speed limit justified by a traffic and engineering survey conducted more than seven years ago remains valid, for purposes of speed enforcement, if evaluated by a registered engineer, as specified, to 14 years.1
1 Speed limits determined via an E&TS are valid for at least 5 years. The validity period can be extended to 7 years if officer training/radar requirements are met, and then further extended to 14 years if a registered engineer has determined that no significant changes to the roadway have occurred (e.g., addition or removal of parking/driveways/travel lanes, changes to traffic control/signal coordination, increase or decrease in ADT, etc.) (CVC 40802).
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To determine which Beverly Hills corridors may be appropriate for speed limit reductions, the following mechanisms and contextual factors were considered:
• 85th percentile rounding
• Safety Corridor/Priority Network designation (eligible for additional 5 mph reduction) • Proximity to Bicyclist/Pedestrian Generator (eligible for additional 5 mph reduction) • Within Business Activity District (eligible for 25 or 20 mph prima facie speed limit) • Within Residence District (eligible for 25 mph prima facie speed limit) The following sections describe how each of these mechanisms were applied to determine the proposed speed limits on City roadways.
85th Percentile Speed
As noted previously, prior to AB 43, speed limits were set for roadway segments — that did not qualify for prima facie speed limits — by determining the 85th percentile speed through an E&TS, and then rounding up or down to the nearest multiple of five. This regulation required municipalities to increase the speed limit if most drivers drove faster than the posted speed limit.
Prima facie speed limits are speed limits that qualify under criteria outlined in the CVC. In the CVC, qualifying criteria are organized by contextual factors, such as residence districts, business districts, business activity districts, senior zones, and school buildings and grounds, among others. Prima facie speed limits are not arbitrary speed limit assignments determined by the preferences of a municipality. If a roadway meets the criteria for any of the prima facie speed limit categories, an E&TS is not needed to enforce speed limits. If a roadway does not qualify under a prima facie speed limit category, an E&TS must be conducted to enforce speed limits.
AB 43 changed E&TS rounding practices in two ways. First, it allows the observed speed to be rounded down, instead of up, if the speed is in the upper quantile of the nearest multiple of 5; for example, a speed of 47.5 mph could be rounded down to 45 mph, instead of rounded up to 50 mph.
This change helps agencies maintain appropriate speed limits rather than increasing them over time in response to excessive driver speeds. Second, the speed limit may be reduced by an additional 5 mph if it was previously rounded down by naturally being in the lower quantile of the nearest multiple of 5; for example, after an observed speed of 42.4 mph is rounded down to 40 mph, it could be further reduced to 35 mph. This change may help agencies return speed limits that had been raised in response to excessive driver speeds back to appropriate limits. Additional examples of 85th percentile speed values and the application of these speed limit criteria are shown in Table 2. If a corridor qualifies as a safety corridor or a bicyclist/pedestrian generator it is eligible for an additional 5 mph reduction. Taking all these reductions into account, the maximum possible speed limit reduction from the 85th percentile speed is 12.4 mph.
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Table 2. 85th Percentile Speed Rounding
85th-Percentile
Speed (mph)
Rounding to
nearest 5 mph
increment
If rounding to
nearest is up,
may round down
If rounding to nearest is
down, may additionally
lower by 5 mph
Safety Corridor or
Bicyclist/Pedestrian
Generator
47.5-50.0 50 45 NA 40
45.1-47.4 45 NA 40 35
42.5-45.0 45 40 NA 35
40.1-42.4 40 NA 35 30
Source: California MUTCD Table 2B-103(CA).
Safety Corridors
According to the CA MUTCD, a safety corridor is defined as “a roadway segment within an overall roadway network where the highest number of serious injury and fatal crashes occur.” The safety corridor definition requirements from Table 3 identify the characteristics that could be used to categorize safety corridors. Additionally, safety corridors should not constitute more than 20% of a local jurisdiction’s overall roadway network, and they should account for at least 25% of killed or seriously injured (KSI) collisions.
Table 3. Safety Corridor Definition Requirements
Category Factors
Crash Weighting Factors to
Develop One Serious/Fatal
Injury Safety Corridor
• Crash severity: Fatal Crashes, Serious Injury Crashes • Mode: Pedestrian-bicycle related crashes, vehicle/other • Disadvantaged Community Status: MPO/RTPA or locally
defined disadvantaged community status based on most
current version of CalEnviroScreen
• Vulnerable Populations: Seniors (age 65 and older) and Youth (under age 15) based on the American Community Survey
• School proximity (within 0.25 miles) based on the California School Campus Database
Crash Density
Each roadway segment block can be converted into ~ 0.25 mile overlapping “corridor” segments to create a consistent unit of measurement and assess the concentration of linear patterns of injuries within a defined distance. The highest scoring (i.e., most fatal and serious injury crashes per mile) “corridor” segments within a street need to be identified and an appropriate threshold set to determine safety corridor eligibility.
Maintenance
The jurisdiction can establish a review and re-evaluation frequency for safety corridors. However, such frequency need not exceed seven years.
Source: California MUTCD Table 2B-104(CA).
To identify which roadways would be eligible for the safety corridor classification and the additional 5 mph reduction under AB 43, this analysis used the five safety corridors identified in the City’s LRSP, which include North Santa Monica Boulevard, South Santa Monica Boulevard, Wilshire Boulevard, La Cienega Boulevard, and Olympic Boulevard.
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Bicyclist or Pedestrian Activity Generators
To qualify as a bicyclist or pedestrian activity generator under AB 43, a roadway segment must have one or more generators listed in Table 4 present within 1,320 feet. If the roadway segment is longer than 1,320 feet, a minimum of one generator must be present for every 1,320 feet. At the time that this analysis was conducted, 2014 CA MUTCD Revision 9 provided the latest guidance on Bicycle or Pedestrian Activity Generators definitions. As part of the updates in the 2026 MUTCD, a new requirement was added to the qualify as a Bicyclist or Pedestrian Activity Generator, which was: a highway segment must be within the top twenty percent of pedestrian and/or bicyclist fatalities or serious injuries over a three-to-five year period to be considered a bicyclist or pedestrian activity generator. For the purposes of defining a Bicyclist or Pedestrian Activity Generator in this study, the 2014 CA MUTCD Revision 9 definitions were applied, as this analysis was completed in 2025 (prior to the release of the 2026 MUTCD).
Table 4. Bicyclists or Pedestrians Activity Generators
Category Generator
Land Use
• Employment centers
• Presence of retail
• Parks, multi-use trails, and recreational destinations • Schools/universities
• Senior centers
• Cultural areas, entertainment space areas, or areas of community significance
• Religious facilities
• Health/medical facilities
Transit Factors • Transit stops
• Transit Oriented Development/Transit Priority Areas
Presence of
Pedestrian/Bicyclist
Infrastructure
• Sidewalk presence
• Crosswalk presence
• Bikeway presence
• Nearby signalized intersections or 4-way intersections • Presence of micromobility devices such as bicycles or scooters Demographic Factors
• Presence of vulnerable groups including children, seniors, persons with disabilities, users of personal assistive mobility devices, and the unhoused
• MPO/RTPA or locally defined disadvantaged community status • Presence of students (all levels)
Local Data • Need identified in a safety analysis such as a road safety audit or formalized planning document such as a local road safety plan Source: California MUTCD 2B-105(CA).
Business Activity Districts
AB 43 also defined the “business activity district” roadway designation. Business activity districts (BAD) are defined as “the portion of a highway and the property contiguous thereto that includes central or neighborhood downtowns, urban villages, or zoning designations that prioritize commercial land uses at the downtown or neighborhood scale.” Per the CA MUTCD, local authorities can declare Fehr &Peers
E&TS Results & Speed Limit Update | 7
a 25 or 20 mph prima facie speed limit on a roadway contiguous to a BAD if the roadway meets all the following conditions:
1. A maximum of four traffic lanes (not including turn lanes at intersections).
2. A maximum posted 30 mph prima facie speed limit immediately prior to and after the business activity district, if establishing a 25 mph speed limit.
3. A maximum posted 25 mph prima facie speed limit immediately prior to and after the business activity district, if establishing a 20 mph speed limit.
To qualify as a business activity district, an area must also meet at least three of the following four requirements:
1. No less than 50% of the contiguous property fronting the highway consists of retail or dining commercial uses, including outdoor dining, that open directly onto sidewalks adjacent to the highway.
2. Parking, including parallel, diagonal, or perpendicular spaces, located alongside the highway.
3. Traffic control signals or stop signs regulating traffic flow on the highway, located at intervals of no more than 600 feet.
4. Marked crosswalks not controlled by a traffic control device.
With the exception of Clifton Way due to the majority of the surrounding land uses being residential land uses, all roadways in the Business Triangle qualify for BAD designation, as well as several other roadways throughout the city, including Beverly Drive, Robertson Boulevard and South Santa Monica Boulevard.
Residence Districts
CVC Section 515 defines a “residence district” (RD) based on the density of buildings fronting the street. If the contiguous property fronting the roadway is occupied by 13 or more houses/structures on one side, or 16 or more houses/structures on both sides for every 0.25 miles of roadway, then the street may be designated as a residence district. CVC Section 22352(b) allows local authorities to establish 25 mph prima facie speed limits in these zones. This prima facie limit is not a change from the previous law. Among the 40 roadway segments evaluated as part of this analysis, several segments classified as residence districts including Benedict Cañon Drive, Beverly Drive and Doheny Drive.
Speed Limit Retention
CVC Section 22358.8 with AB 43 allows local authorities to retain the currently adopted speed limit without further reduction as long as that speed limit (1) qualifies as prima facie or (2) was established with an E&TS and a registered engineer has evaluated the section of roadway to determine that no additional general-purpose lanes have been added since completion of the traffic survey that established the prior speed limit. Speed limit retention was not applied on any of the roadway segments evaluated.
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City Speed Limits Recommendation
Once all the mechanisms were applied, Fehr & Peers identified the lowest enforceable speed limits. In many cases, the lowest enforceable speed limit would not be appropriate for the context of the roadway; for example, a 15 mph speed limit on the entire length of an arterial street. Fehr & Peers then collaborated with City staff to recommend the appropriate and reasonable speed limit for each study roadway based on contextual factors. As shown in Table 5, this effort resulted in identifying 13.6 roadway miles where speed limit reductions would be appropriate. The speed limit reduction for roadway segments where reductions were applied was 5 mph. The remaining 9.9 roadway miles evaluated are proposed to retain their existing speed limits. No roadways are proposed to have speed limit increases.
Table 5. Analysis Summary
Statistic Value
Proposed Speed Limit Changes
Total number of streets under consideration 26 streets
Total number of roadway segments under consideration 40 segments Total number of roadway segment miles under consideration 23.5 miles Roadways miles where speed limits would remain the same 9.9 miles Roadways miles where speed limits would be reduced 13.6 miles Speed limit reduction for roadways segments where reductions were applied 5 mph Figure 3 shows current posted speed limits, Figure 4 shows a map of the 85th percentile speeds recorded by the surveys, Figure 5 shows a map of all proposed speed limits, and Figure 6 shows whether a surveyed roadway segment was identified for a proposed speed limit decrease, or no change was proposed to the existing speed limit.
Where possible, all arterial and collector streets are proposed to have a speed limit of 30 mph or less to reduce the potential for severe and fatal crashes typically associated with these classifications of streets. The only segment that did not meet the criteria for 30 mph is Sunset Boulevard between west City limits and Alpine Drive due to a higher recorded 85th percentile speed. This segment is proposed to remain at 35 mph and transition to 30 mph east of Alpine Drive, which matches the recently updated speed limit of 30 mph on Sunset Boulevard in the City of West Hollywood. The proposed speed limit of 30 mph on Doheny Drive north of North Santa Monica Boulevard also matches the recently updated speed limit of 30 mph on Doheny Drive in West Hollywood.
Additionally, all streets within the Business Triangle are proposed to have a speed limit of 20 mph to facilitate improved pedestrian safety and help create a “village” atmosphere. A complete list of the survey results with mechanisms used to recommend the proposed speed limits can be found in Appendix A. As a supplement to this evaluation of speed limits, Fehr & Peers also analyzed changes in State legislature to determine proposed reductions in school zone speed limits to further improve the safety of children and families during school hours. School zone considerations are included in Appendix B.
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Loring
Ave
San Ys di ro Dr
Lake Dr
N
Beverly Dr
N Beverly Dr
Loma Vista Dr
Hastain Fire Rd
Avenue
of the Stars
Rochester Av e
Bedford Dr
ElmDr
PalmDr
Santa Monica Blvd
Rodeo Dr
Palm
Dr
Whittier Dr
Club View Dr
Century Park W
L ni den Dr
Ashton Ave
Alcott St
Delfern Dr
S Mapleton Dr
Sierra Dr
Roxbury
Dr
S Beverly Dr
Fountain Av
Mo unt Olympus Dr
Kirkwood
Dr
Larrabee St
Queens Rd
C rescent Dr
Stanley
Hills Dr
W3rdSt
S Sherbourne Dr
N Crescent He gi hts Blvd
N Robertson Blvd
S Cre scent He gi hts Blvd
Colgate Ave
N Orlando Ave
Packard St
Wes bt ourne Dr
Gregory Way
S La Jolla Ave
N Harper Ave
N Flores St
Almont Dr
N Alfred St
Warner Dr
S Crescent Heights Blvd
Hills
Beverly
Hollywood
West
Santa Monica Blvd
Beverly Dr
Linden Dr
Clifton Way
Roxbury Dr
Bedford Dr
Beverly Dr
Camden Dr
Beverly Blvd
Benedict Cañon Dr
San Vicente Blvd
Dayton Way
Rexford Dr
Brighton Way
Burton Way
Cañon Dr
Crescent Dr
Wilshire Blvd
Olympic Blvd
Sunset Blvd
Coldwater Cañon Dr
Doheny Dr
Robertson Blvd
La Cienega Blvd
Doheny Dr
Rodeo Dr
Existing Speed Limits
Beverly Hills Engineering & Traffic Survey
FIGURE 3
Speed Limit City Boundary
20 25
30 35
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Loring
Ave
San Ys di ro Dr
Lake Dr
N
Beverly Dr
N Beverly Dr
Loma Vista Dr
Hastain Fire Rd
Avenue
of the Stars
Rochester Av e
Bedford Dr
ElmDr
PalmDr
Santa Monica Blvd
Rodeo Dr
Palm
Dr
Whittier Dr
Club View Dr
Century Park W
L ni den Dr
Ashton Ave
Alcott St
Delfern Dr
S Mapleton Dr
Sierra Dr
Roxbury
Dr
S Beverly Dr
Fountain A
Mo unt Olympus Dr
Kirkwood
Dr
Larrabee St
Queens Rd
C rescent Dr
Stanley
Hills Dr
W3rdSt
S Sherbourne Dr
N Crescent He gi hts Blvd
N Robertson Blvd
S Cre scent He gi hts Blvd
Colgate Ave
N Orlando Ave
Packard St
Wes bt ourne Dr
Gregory Way
S La Jolla Ave
N Harper Ave
N Flores St
Almont Dr
N Alfred St
Warner Dr
S Crescent Heights Blvd
Hills
Beverly
Hollywood
West
Santa Monica Blvd
Beverly Dr
Linden Dr
Clifton Way
Roxbury Dr
Bedford Dr
Beverly Dr
Camden Dr
Beverly Blvd
Benedict Cañon Dr
San Vicente Blvd
Dayton Way
Rexford Dr
Brighton Way
Burton Way
Cañon Dr
Crescent Dr
Wilshire Blvd
Olympic Blvd
Sunset Blvd
Doheny Dr
Robertson Blvd
La Cienega Blvd
Doheny Dr
Rodeo Dr
Coldwater Cañon Dr
85th Percentile Speeds
Beverly Hills Engineering & Traffic Survey
FIGURE 4
City Boundary
15-19
85th Percentile Speed Ranges
20-24
25-29
30-34
35-39
40-44
o o of
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Fehr&Peers
Loring
Ave
San Ys di ro Dr
Lake Dr
N
Beverly Dr
N Beverly Dr
Loma Vista Dr
Hastain Fire Rd
Avenue
of the Stars
Rochester Av e
Bedford Dr
ElmDr
PalmDr
Santa Monica Blvd
Rodeo Dr
Palm
Dr
Whittier Dr
Club View Dr
Century Park W
L ni den Dr
Ashton Ave
Alcott St
Delfern Dr
S Mapleton Dr
Sierra Dr
Roxbury
Dr
S Beverly Dr
Selma Ave
Fountain Av
Mo unt Olympus Dr
Kirkwood
Dr
Larrabee St
Queens Rd
C rescent Dr
Stanley
Hills Dr
W3rdSt
S Sherbourne Dr
N Crescent He gi hts Blvd
N Robertson Blvd
S Cre scent He gi hts Blvd
Colgate Ave
N Orlando Ave
Packard St
Wes bt ourne Dr
Oakwood
Gregory Way
S La Jolla Ave
N Harper Ave
N Flores St
Almont Dr
N Alfred St
Warner Dr
S Crescent Heights Blvd
Hills
Beverly
Hollywood
West
Santa Monica Blvd
Beverly Dr
Linden Dr
Clifton Way
Roxbury Dr
Bedford Dr
Beverly Dr
Camden Dr
Beverly Blvd
Benedict Cañon Dr
San Vicente Blvd
Dayton Way
Rexford Dr
Brighton Way
Burton Way
Cañon Dr
Crescent Dr
Wilshire Blvd
Olympic Blvd
Sunset Blvd
Doheny Dr
Robertson Blvd
La Cienega Blvd
Doheny Dr
Rodeo Dr
Coldwater Cañon Dr
Proposed Updated Speed Limits
Beverly Hills Engineering & Traffic Survey
FIGURE 5
Speed Limit City Boundary
20 25
30 35
------,,
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Fehr&Peers
San Ys di ro Dr
Lake Dr
N
Beverly Dr
N Beverly Dr
Loma Vista Dr
Hastain Fire Rd
Avenue
of the Stars
Rochester Av e
Bedford Dr
ElmDr
PalmDr
Santa Monica Blvd
Rodeo Dr
Palm
Dr
Whittier Dr
Club View Dr
Century Park W
L ni den Dr
Ashton Ave
Alcott St
Delfern Dr
S Mapleton Dr
Sierra Dr
Roxbury
Dr
Fountain A
Mo unt Olympus Dr
Kirkwood
Dr
Larrabee St
Queens Rd
C rescent Dr
Stanley
Hills Dr
W3rdSt
S Sherbourne Dr
N Crescent He gi hts Blvd
N Robertson Blvd
Willoughb
S Cre scent He gi hts Blvd
Colgate Ave
N Orlando Ave
Packard St
Wes bt ourne Dr
Oakwood
Gregory Way
S La Jolla Ave
N Harper Ave
N Flores St
Almont Dr
N Alfred St
Warner Dr
S Crescent Heights Blvd
Hills
Beverly
Hollywood
West
Santa Monica Blvd
Beverly Dr
Linden Dr
Clifton Way
Roxbury Dr
Bedford Dr
Beverly Dr
Camden Dr
Beverly Blvd
Benedict Cañon Dr
San Vicente Blvd
Dayton Way
Rexford Dr
Brighton Way
Burton Way
Cañon Dr
Crescent Dr
Wilshire Blvd
Olympic Blvd
Sunset Blvd
Doheny Dr
Robertson Blvd
La Cienega Blvd
Doheny Dr
Rodeo Dr
Coldwater Cañon Dr
Proposed Speed Limit Changes
Beverly Hills Engineering & Traffic Survey
FIGURE 6
Speed Limit Change City Boundary
No Change
Decrease
------,,
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Fehr&Peers
P E&TS Results & Speed Limit Update | 13
Appendix A. Proposed Speed Limit Summary
Table 6. Proposed Speed Limit Summary
Street Name Relative Location Length
(miles)
High Priority
Network/
Safety
Corridors
Pedestrian
Corridor
Functional
Usage
Corridor
85th
Percentile
Existing
Speed
Limit
Proposed
Speed
Limit
Proposed
Speed Limit
Change
Bedford Dr N. Santa Monica Blvd & Wilshire
Blvd 0.22 No Yes No 20 25 20 -5
Benedict
Cañon Dr Lexington Rd & W Sunset Blvd 0.35 No No Yes 42 35 30 -5 Benedict
Cañon Dr West City Limits & Lexington Rd 0.71 No No Yes 40 35 30 -5 Beverly Blvd N. Santa Monica Blvd and Doheny
Dr 0.34 No No Yes 33 30 30 0
Beverly Dr North City Limits & N. Santa
Monica Blvd 1.64 No No Yes 41 25 25 0
Beverly Dr N. Santa Monica Blvd & Wilshire
Blvd 0.41 No No Yes 25 25 20 -5
Beverly Dr Wilshire Blvd & Whitworth Dr 0.79 No Yes Yes 38 25 20 -5 Brighton Way Crescent Dr & Wilshire Blvd 0.46 No No No 18 25 20 -5 Burton Way Rexford Dr & East City Limits 1.35 No Yes Yes 31 25 25 0 Camden Dr N. Santa Monica Blvd & Wilshire
Blvd 0.28 No Yes No 18 25 20 -5
Cañon Dr N. Santa Monica Blvd & Wilshire
Blvd 0.47 No No No 25 25 20 -5
Clifton Way Cañon Dr & Rexford Dr 0.15 No Yes No 24 25 20 -5 Coldwater
Cañon Dr Beverly Dr & North City Limits 0.91 No No Yes 33 30 30 0 Fehr&Peers
P E&TS Results & Speed Limit Update | 14
Street Name Relative Location Length
(miles)
High Priority
Network/
Safety
Corridors
Pedestrian
Corridor
Functional
Usage
Corridor
85th
Percentile
Existing
Speed
Limit
Proposed
Speed
Limit
Proposed
Speed Limit
Change
Crescent Dr N. Santa Monica Blvd & Wilshire
Blvd 0.54 No Yes No 31 25 20 -5
Dayton Way Wilshire Blvd & Rexford Dr 0.38 No No No - 25 20 -5 Doheny Dr Wilshire Blvd & Whitworth Dr 0.69 No Yes Yes 34 25 25 0 Doheny Dr Burton Way & Wilshire Blvd 0.35 No Yes Yes 26 25 25 0 Doheny Dr Phyllis St & N. Santa Monica Blvd 0.45 No Yes No 36 35 30 -5 La Cienega
Blvd Clifton Way & Wilshire Blvd 0.29 No No Yes 37 35 30 -5 La Cienega
Blvd Wilshire Blvd & Olympic Blvd 0.39 No No Yes 35 35 30 -5 Linden Dr S. Santa Monica Blvd & Wilshire
Blvd 0.06 No Yes No 20 25 20 -5
Olympic Blvd Beverly Dr & Robertson Blvd 0.86 Yes Yes Yes 33 35 30 -5 Olympic Blvd West City Limits & Beverly Dr 0.70 Yes Yes Yes 35 35 30 -5 Rexford Dr N. Santa Monica Blvd & Wilshire
Blvd 0.59 No No No 31 25 20 -5
Robertson
Blvd Clifton Way & Gregory Way 0.47 No Yes Yes 30 25 25 0 Robertson
Blvd Gregory Way & Whitworth Dr 0.40 No Yes Yes 34 25 25 0 Rodeo Dr N. Santa Monica Blvd & Wilshire
Blvd 0.35 No No No - 25 20 -5
Roxbury Dr N. Santa Monica Blvd & Wilshire
Blvd 0.16 No Yes No 20 25 20 -5
San Vicente
Blvd Clifton Way & Wilshire Blvd 0.37 No No Yes 38 35 30 -5 Fehr&Peers
P E&TS Results & Speed Limit Update | 15
Street Name Relative Location Length
(miles)
High Priority
Network/
Safety
Corridors
Pedestrian
Corridor
Functional
Usage
Corridor
85th
Percentile
Existing
Speed
Limit
Proposed
Speed
Limit
Proposed
Speed Limit
Change
N. Santa
Monica Blvd Alpine Dr & East City Limits 1.27 Yes No Yes 41 35 30 -5 N. Santa
Monica Blvd West City Limits & Bedford Dr 0.67 Yes No Yes 33 35 30 -5 N. Santa
Monica Blvd Bedford Dr & Alpine Dr 0.68 Yes No Yes 33 35 30 -5 S. Santa
Monica Blvd West City Limits & Wilshire Blvd 0.34 Yes Yes Yes 28 25 20 -5 S. Santa
Monica Blvd Wilshire Blvd & Rexford Dr 0.77 Yes Yes Yes 26 25 20 -5 Sunset Blvd Alpine Dr & East City Limits 0.90 No No Yes 42 35 30 -5 Sunset Blvd West City Limits & Alpine Dr 1.20 No No Yes 43 35 35 0 Wilshire Blvd N. Santa Monica Blvd & Beverly Dr 0.64 Yes Yes Yes 32 25 25 0 Wilshire Blvd Beverly Dr & Robertson Blvd 0.89 Yes Yes Yes 32 25 25 0 Wilshire Blvd Robertson Blvd & East City Limits 0.68 Yes Yes Yes 37 25 25 0 Wilshire Blvd West City Limits & N. Santa Monica
Blvd 0.33 Yes No Yes - 30 30 0
Fehr&Peers
P E&TS Results & Speed Limit Update | 16
Appendix B. School Zone Summary
As discussed above, prima facie speed limits are speed limits that qualify under criteria outlined in the CVC. In the CVC, qualifying criteria are organized by contextual factors, such as residence districts, business districts, business activity districts, senior zones, and school buildings and grounds. Previously, CVC Section 22352 established that the prima facie speed limit of streets within 500 feet from school grounds, also referred to as “school zones,” at 25 mph when children are present.
AB 321, approved in 2007, established in CVC Section 22358.4 that on the basis of an E&TS local jurisdictions could further reduce prima facie speed limits to 20 mph or 15 mph within 500 feet of a school, and 25 mph between 500 and 1,000 feet from a school, specifically on residential streets with a maximum of two travel lanes and a posted speed limit of 30 mph or less before and after the school zone. Since going into effect in 2008, no school zone speed limits in Beverly Hills have been reduced in line with this change.
AB 382, approved in 2025, amends CVC Section 22358.4 again to implement a State-mandated prima facie speed limit of 20 mph within 500 feet of a school. This law will go into effect January 1, 2031, but local agencies can opt-in to the prima facie definition by ordinance or resolution as soon as January 1, 2026, if desired. AB 382 also makes it easier for agencies to post a speed limit of 15 mph within 500 feet of a school and 25 mph within 500-1,000 feet of a school, regardless of immediate adjacency, continuity and separation components of the previous definition.
Establishing a school zone 15 mph speed limit within 500 feet of a school still requires a two-lane roadway, a 30 mph maximum speed limit, and the presence of a residence district; though, establishing a 25 mph school zone speed limit within 500-1,000 feet of a school now does not require any of these three conditions. It remains required that, regardless of distance, the school zone speed limits apply to roadway speeds when a school speed limit sign states “children are present” and there are children present, or states specific hours.
As a supplement to the evaluation of speed limits, Fehr & Peers analyzed these changes in State legislature to determine proposed reductions in school zone speed limits to further improve the safety of children and families during school hours. The following nine schools were included in this assessment: Beverly Hills High School, Beverly Vista Middle School, El Rodeo Elementary School, Horace Mann Elementary School, Good Shepherd Catholic School, Hawthorne Campus, Hillel Hebrew Academy, Beverly Hills Presbyterian Preschool, and Temple Emanuel Early Childhood Center. These schools represent active preschool-12
th grade schools in the City.
School Zone Speed Limit
Recommendation
In line with the Safe System approach, the City should consider implementing the new school zone speed limit of 20 mph within 500 feet of a school immediately per allowance in AB 382. Figure 7 displays the specific street segments where 20 mph is recommended, which are also listed in Table 7 below.
Fehr &Peers
P E&TS Results & Speed Limit Update | 17
It is not recommended that the City implement a school zone speed limit of 25 mph on eligible streets that are above 25 mph within 500-1,000 feet of a school. The only segments that are currently eligible include portions of Olympic Boulevard and North Santa Monica Boulevard, which both are recommended to reduce to 30 mph.2 Given the distances of these roadway segments from the school entrances and the characteristics of the roadways themselves, 30 mph is an acceptable speed limit for the 500 feet segment where the reduced speed limit would apply. 2 Portions of Wilshire Boulevard west of North Santa Monica Boulevard are not currently eligible, as an E&TS was not conducted in this location due to construction at the time of the study.
Fehr &Peers
San Ys di ro Dr
Lake Dr
N
Beverly Dr
N Beverly Dr
Loma Vista Dr
Hastain Fire Rd
Avenue
of the Stars
Rochester Av e
Bedford Dr
ElmDr
PalmDr
Santa Monica Blvd
Rodeo Dr
Palm
Dr
Whittier Dr
Club View Dr
Century Park W
L ni den Dr
Ashton Ave
Alcott St
Delfern Dr
S Mapleton Dr
Sierra Dr
Roxbury
Dr
Fountain A
Mo unt Olympus Dr
Kirkwood
Dr
Larrabee St
Queens Rd
C rescent Dr
Stanley
Hills Dr
W3rdSt
S Sherbourne Dr
N Crescent He gi hts Blvd
N Robertson Blvd
Willoughb
S Cre scent He gi hts Blvd
Colgate Ave
N Orlando Ave
Packard St
Wes bt ourne Dr
Oakwood
Gregory Way
S La Jolla Ave
N Harper Ave
N Flores St
Almont Dr
N Alfred St
Warner Dr
S Crescent Heights Blvd
Hollywood
West
Santa Monica Blvd
Beverly Dr
Linden Dr
Loma Vista Dr
Clifton Way
Roxbury Dr
Bedford Dr
Beverly Dr
Camden Dr
Beverly Blvd
Benedict Cañon Dr
San Vicente
Dayton W
Blvd
ay
Rexford Dr
Brighton Way
Burton Way
Cañon Dr
Crescent Dr
Summit Dr
Wilshire Blvd
Olympic Blvd
Sunset Blvd
Coldwater Cañon Dr
Carla Ridge
Hillcrest Rd
Doheny Dr
Robertson Blvd
La Cienega Blvd
Doheny Dr
Rodeo Dr
1 4
5 6
7 8
2 3
9 Hills
Beverly
School Speed Limits
Beverly Hills Engineering & Traffic Survey
FIGURE 7
City Boundary
School 500’ Radius
Schools
1 2
3 4
El Rodeo School Elementary School 5
Good Shepherd Catholic School
Beverly Vista Middle School
6 7
8 9
Horace Mann Elementary School
Beverly Hills High School
Hillel Hebrew Academy
Hawthorne Campus
Beverly Hills Presbyterian Preschool
Temple Emanuel Early Childhood Center School Zone Speed Limit - \
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P E&TS Results & Speed Limit Update | 19
Table 7. School Zone Street Segments
# School Primary Street Extent
1 El Rodeo
Whittier Drive Wilshire Boulevard / Lomitas Avenue
Elevado Avenue Whittier Drive / Trenton Drive
2 Beverly Hills Presbyterian Rodeo Drive N. Santa Monica Boulevard / Carmelita Avenue
3 Temple Emmanuel
Clark Drive Clifton Way / Burton Way
Burton Way
(eastbound) La Peer Drive / Robertson Boulevard
4 Good Shepard Catholic
Linden Drive Wilshire Boulevard / Gregory Way
Charleville Boulevard Lasky Drive / Roxbury Drive
Spalding Drive Charleville Boulevard / Gregory Way
5 Beverly Vista
Charleville Boulevard Cañon Drive / Palm Drive
Gregory Way Cañon Drive / Palm Drive
Elm Drive Wilshire Boulevard / Olympic Boulevard
Rexford Drive Wilshire Boulevard / Olympic Boulevard
6 Horace Mann
Charleville Boulevard Swall Drive / Carson Road
Robertson Boulevard Wilshire Boulevard / Gregory Way
Arnaz Drive Charleville Boulevard / Gregory Way
Hamel Drive Wilshire Boulevard / Gregory Way
7 Beverly Hills High
Moreno Drive S. Santa Monica Boulevard / Olympic
Boulevard
Durant Drive Moreno Drive / Charleville Boulevard
Robbins Drive Moreno Drive / Lasky Drive
Young Drive Moreno Drive / Lasky Drive
Lasky Drive Robbins Drive / Moreno Drive
Gregory Way Spalding Drive / Linden Drive
8 Hillel Hebrew Academy
Olympic Boulevard Maple Drive / Almont Drive
Oakhurst Drive Olympic Boulevard / Whitworth Drive
Doheny Drive Gregory Way / Whitworth Drive
9 Hawthrone Campus Rexford Drive Elevado Avenue / Carmelita Avenue Note: Street extents refer to the intersections that are nearest to the school zones; school zones may not reach the full street extent listed.
■
Fehr &Peers
Attachment 2
-1-
B0785-0001\3221303v2.doc
ORDINANCE NO. 26-O- _____
AN ORDINANCE OF THE CITY OF BEVERLY HILLS AMENDING
THE BEVERLY HILLS MUNICIPAL CODE REGARDING SPECIAL
SPEED ZONES, AND MAKING A DETERMINATION OF
EXEMPTION UNDER THE CALIFORNIA ENVIRONMENTAL
QUALITY ACT (CEQA)
THE CITY COUNCIL OF THE CITY OF BEVERLY HILLS HEREBY ORDAINS AS FOLLOWS:
Section 1. Article 1 (Special Speed Zones) of Chapter 2 (Traffic Regulations) of Title 7 (Traffic, Parking, and Public Transportation) of the Beverly Hills Municipal Code is hereby amended to revise Section 7-2-101 and add new Section 7-2-103, to read as follows:
“7-2-101: INCREASE OF STATE SPEED LIMIT IN CERTAIN ZONES.
It is hereby determined upon the basis of an engineering and traffic survey pursuant to Vehicle Code 22357 that a speed greater than twenty five (25) miles per hour would facilitate the orderly movement of vehicular traffic and would be reasonable and safe upon the streets set forth in this section, and it is further determined that the speeds designated herein are appropriate to facilitate the orderly movement of traffic in a reasonable and safe manner.
A. Thirty (30) miles per hour on:
Benedict Cañon Drive.
Beverly Boulevard.
Coldwater Cañon Drive.
Doheny Drive, north of Santa Monica Boulevard.
La Cienega Boulevard.
North Santa Monica Boulevard.
Olympic Boulevard.
San Vicente Boulevard.
Sunset Boulevard, east of Alpine Drive.
Wilshire Boulevard, west of North Santa Monica Boulevard. -2-
B0785-0001\3221303v2.doc
B. Thirty five (35) miles per hour on:
Sunset Boulevard, west of Alpine Drive.”
“7-2-103: DECREASE OF STATE SPEED LIMIT IN BUSINESS ACTIVITY
DISTRICTS
Vehicle Code Section 22358.9 authorizes local authorities by ordinance to determine and declare prima facie speed limits of twenty (20) miles per hour on streets contiguous to a business activity district when specified conditions are met, it is determined and declared that a prima facie maximum speed limit of twenty (20) miles per hour is found appropriate, reasonable and safe to facilitate the orderly movement of traffic on those portions of the streets designated herein:
Bedford Drive between North Santa Monica Boulevard and Wilshire Boulevard.
Beverly Drive between North Santa Monica Boulevard and south City limits.
Brighton Way between Wilshire Boulevard and Crescent Drive.
Camden Drive between North Santa Monica Boulevard and Wilshire Boulevard.
Cañon Drive between North Santa Monica Boulevard and Wilshire Boulevard.
Clifton Way between Cañon Drive and Rexford Drive.
Crescent Drive between North Santa Monica Boulevard and Wilshire Boulevard.
Dayton Way between Wilshire Boulevard and Rexford Drive.
Linden Drive between South Santa Monica Boulevard and Wilshire Boulevard.
Rexford Drive between North Santa Monica Boulevard and Wilshire Boulevard.
Rodeo Drive between North Santa Monica Boulevard and Wilshire Boulevard.
Roxbury Drive between North Santa Monica Boulevard and Wilshire Boulevard.
South Santa Monica Boulevard between west City limits and Rexford Drive.” Section 2. CEQA. The City Council finds that the adoption of this Ordinance is exempt from the California Environmental Quality Act (CEQA) pursuant to CEQA Guidelines Section 15301 (Class 1 – Existing Facilities), as the action involves minor alterations to existing -3-
B0785-0001\3221303v2.doc
public streets involving no expansion of use. No physical improvements, grading, or changes to roadway geometry are proposed. Additionally, the City Council finds that the adoption of this Ordinance is exempt from CEQA pursuant to the General Rule (14 C.C.R. Section 15061(b)(3)) because it can be seen with certainty that there is no possibility the adoption of this Ordinance may have a significant effect on the environment.
Section 3. Severability. If any section, subsection, subdivision, sentence, clause, phrase, or portion of this Ordinance or the application thereof to any person or place, is for any reason held to be invalid or unconstitutional by the final decision of any court of competent jurisdiction, the remainder of this Ordinance shall be and remain in full force and effect.
Section 4. Publication. The City Clerk shall cause this Ordinance to be published at least once in a newspaper of general circulation published and circulated in the City within fifteen (15) days after its passage in accordance with Section 36933 of the Government Code, shall certify to the adoption of this Ordinance, and shall cause this Ordinance and her certification, together with proof of publication, to be entered in the Book of Ordinances of the Council of this City.
Section 5. Effective Date. This Ordinance shall go into effect and be in full force and effect at 12:01 a.m. on the thirty-first (31st) day after its passage.
Adopted:
Effective:
CRAIG A. CORMAN Mayor of the
City of Beverly Hills, California
ATTEST:
_________________________(SEAL)
HUMA AHMED
City Clerk
[Signatures continue]
-4-
B0785-0001\3221303v2.doc
APPROVED AS TO FORM: APPROVED AS TO CONTENT:
___________________________ _____________________________ LAURENCE S. WIENER RYAN GOHLICH
City Attorney City Manager