ACTION:
____________________________
Clerk/Secretary
Department: Engineering Item No: D1
Prepared by:
Husam Hasenin, Traffic Engineering
Division Manager Meeting Date: January 14, 2025
Approved by:
Greg Mayer, Director of Engineering/City
Engineer
John Conley, City Manager Agenda Location: Discussion
S
UBJECT: SPEED LIMIT UPDATES
RECOMMENDATION: Approve updated speed limits on various City streets.
CORRELATION TO CITY COUNCIL GOALS: Traffic: Continue to enhance mobility safety, improve the flow of traffic for all forms of travel, reduce congestion, and improve our roads and sidewalks.
PRIOR ACTION: On January 23, 2024, received a report on new state regulations for establishing speed limits; and authorized staff to add a task, through the City’s as-needed traffic engineering professional consultant services contract, to the ongoing Citywide Safety Action Plan to evaluate the City’s speed limits and make recommendations to the City Council at a future meeting for speed limit reductions in accordance with new state regulations (Vote: 5-0).
P
RIOR TRAFFIC COMMISSION ACTION: On December 4, 2024, approved the updated speed limits in Exhibt 2 (Vote: 5-0; Commissioner Vielma Absent, One Vacancy).
STATEMENT ON THE SUBJECT: State law governs the establishment of speed limits on public streets through provisions promulgated in the California Vehicle Code (CVC) and standards detailed in the California Manual on Uniform Traffic Control Devices (CAMUTCD). In order for a speed limit to be enforceable by radar or other electronic devices, it must be established in accordance with the CVC and CAMUTCD. The CVC regulations assign various default (prima facie) speed limits for various types of roads. The regulations allow increases or decreases to the prima facie speed limits as justified by an Engineering and Traffic Survey (E&TS). Most speed limits other than on local residential and business district streets are established on the basis of an E&TS since the prima facie speed limits assigned by the CVC are typically high.
The most significant factor in an E&TS is the measured 85th percentile speed, which is the speed at or below which 85% of the traffic is moving. The current procedure requires that a speed limit be set by rounding up or down to the nearest 5 miles per hour (mph) increment. The procedure allows for reductions to the rounded value based on safety “conditions not readily apparent to the driver” as documented by a registered engineer. The current regulations and standards allow for a reduction of up to 5 mph to the value determined from the 85th percentile speed. These special conditions include accident history, traffic and roadside conditions not readily apparent to the driver, residential density, and pedestrian and bicyclist safety. This information and any justification for reducing the speed limit must be clearly documented in the AGENDA
REPORT
CITY COUNCIL
COMMUNITY DEVELOPMENT COMMISSION
SUCCESSOR AGENCY
BUENA SANITATION DISTRICT
JOINT POWERS FINANCING AUTHORITY
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MEETING DATE: January 14, 2025 PAGE 2
SUBJECT: SPEED LIMIT UPDATES
E&TS. An E&TS for a street must be updated periodically (every five, seven, or 14 years, depending upon specific criteria).
However, on September 9, 2021, Assembly Bill (AB) 43, titled "Traffic Safety", was passed by the State of California legislature, and subsequently approved by the Governor and filed with the Secretary of State on October 8, 2021. AB 43 modifies provisions of the CVC, which provides local authorities with greater flexibility in setting and reducing speed limits. Below are general highlights of the most significant changes resulting from new state speed limit legislation. Exhibit 1 provides a detailed explanation of all the changes that AB 43 makes to the CVC and CAMUTCD.
1. Allowing a further 5 mph reduction in establishing speed limits on:
a. Streets designated as “Safety Corridors”. Only 20% of the total length of the roadway network of a city can be included in the Safety Corridors. In the determination of Safety Corridors, the highest number of serious injuries and fatalities is considered. b. Streets adjacent to any land or facility that generates high concentrations of bicyclists or pedestrians, especially those from vulnerable groups such as children, seniors, persons wit h
di
sabilities, and the unhoused.
c. Agencies can make these speed reductions starting on June 30, 2024.
2. Agencies can implement speed limits of 20 mph or 15 mph based on an E&TS.
3. Agencies can implement speed limits of 20 mph or 25 mph in “Business Activity Districts”. A business activity district must meet certain conditions as detailed in Exhibit 1.
This information was presented to the City Council on January 23, 2024. The City Council directed staff to work with a professional consultant to evaluate the City’s speed limits and come back with recommendations for reductions in accordance with the new State regulations.
In working with the City’s consultant, a total of 99 roadway segments were evaluated for potential speed limit reductions in accordance with AB 43. That included Downtown Vista, the area bordered by N./S. Santa Fe Avenue, Vista Village Drive, Citrus Avenue, and Eucalyptus Avenue, which was also evaluated for speed limit reductions as a business activity district. In summary, 95 out of the 99 study segments are recommended for speed limit reductions. A consolidated summary of these study segments and the recommended speed limit changes are detailed in Exhibit 2. Contingent on the City Council approval of this item, staff will return to City Council with updates to the engineering traffic and speed surveys and the associated ordinance as required by the CVC.
FISCAL IMPACT: There is no direct fiscal impact associated with the approval of the updated speed limits.
If the updated speed limits are approved by the City Council, staff will bring this item back with an updated speed limit ordinance, which will also include the estimated costs to change the speed limit signs and markings.
E
XHIBITS:
1. Details of Proposed Changes to State Speed Limit Regulations
2. Table of Recommended Speed Limits Changes
3. Speed Limit Reduction Evaluation Technical Memorandum 01/14/2025
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DETAILS OF PROPOSED CHANGES TO STATE SPEED LIMIT REGULATIONS A det
ailed summary of relevant changes to the CVC by AB 43 and their implications on setting speed limits is described below. The CAMUTCD has been updated based on changes made to the CVC.
C
VC 627 Changes:
Language has been added to explain the pedestrian and bicyclist safety factor. The new language reads “Safety of bicyclists and pedestrians, with increased consideration for vulnerable pedestrian groups including children, seniors, persons with disabilities, users of personal assistive mobility devices, and the unhoused”.
C
VC 21400 Changes:
A paragraph has been removed from this code that limited agencies from lowering speed limits based on results of E&TS. The removal allows agencies additional flexibility with rounding the results of an E&TS and setting speed limits. Details of how the new rounding of 85th percentile speeds will be determined as provided below in CVC Section 22358.
C
VC 22358 Changes:
Changes were made to authorize local agencies to implement speed limits of 20 mph, or 15 mph based on an E&TS. This is in addition to allowing local agencies to establish speed limits ranging from 65 mph to 25 mph, which remains in this updated code section.
Ne
w CVC Code Sections:
- CVC 22358.6: This new code was added to direct the Department of Transportation to incorporate the changes made to the CVC into the CAMUTCD. This section also provides detailed instructions on how to round the measured 85th percentile speed in the process of establishing a speed limit.
- C
VC 22358.7: This new code allows agencies to lower a speed limit, after rounding per above code section, by an additional 5 mph for either of the following reasons:
o A
street that has been designated as a “safety corridor”. Safety Corridors can constitute up to 1/5 of a city’s roadway network. Please see subsequent sections below for more details on Safety Corridors in accordance with information provided in the CVC and CA
MUTCD.
o A street that is adjacent to any land or facility that generates high concentrations of bicyclists or pedestrians, especially those from vulnerable groups such as children, seniors, persons with disabilities, and the unhoused. Please see subsequent sections below for more details on this category of streets in accordance with information provi ded
i
n the CVC and CAMUTCD.
Code s
ection 22358.6 above caps the total reduction in the speed limit at 12.4 mph from the 85th percentile speed. These speed reductions can be made starting on June 30, 2024. - C
VC 22358.8: This new code section authorizes agencies to keep previous speed limits valid if new speed surveys show higher 85th percentile speeds. - C
VC 22358.9: This new code authorizes agencies to implement 20 mph or 25 mph speed limits in “Business Activity Districts”. Please see subsequent sections below for more details 01/14/2025
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EXHIBIT 1
on Business Activity Districts in accordance with information provided in the CVC and CAMUTCD.
CV
C 40802 Changes:
This code section has been modified to change the definition and criteria for “Speed Trap”. New definitions are added for “senior zone” and “business activity district” and they are exempt from the provisions of a “Speed Trap”. Also under the revised code, if no changes have been made to a roadway, a previous E&TS may remain valid for up to 14 years (compared to previous maximum 10 years).
S
AFETY CORRIDORS
In accordance with State regulations, only 20 percent of the total length of the roadway network of a city can be included in the Safety Corridors. In determining Safety Corridors, the highest number of serious injuries and fatalities is considered. Other factors include:
1. Crash Weighting Factors:
a. Crash severity: Fatal crashes and serious injury crashes. b. Mode: Pedestrian-bicycle related crashes, vehicle or other. c. Disadvantaged Community Status: Regionally or locally defined disadvantaged c
ommunity status based on the most current version of CalEnviroScreen. d. Vulnerable Populations: Seniors (age 65 and older) and youth (under age 15) based on the American Community Survey.
e. School proximity (within 0.25 miles) based on the California School Campus Database.
2. C
rash 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 needs to be identified and an appr
opriate threshold set to determine safety corridor eligibility.
3. M
aintenance: The jurisdiction can establish a review and re-evaluation frequency for safety corridors. However, such frequency need not exceed seven years.
RO
ADWAYS WITH A HIGH CONCENTRATION OF BICYCLISTS AND PEDESTRIANS In addition to the 20 percent safety corridors, a city can also reduce speeds in areas with a high concentration of pedestrians and cyclists. Per the CAMUTCD, the portion of a street where one or more of the generators listed below are present within a distance of 1,320 feet may qualify for lowering speed limits:
1. Employment centers, 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.
2. Transit stops and / or Transit Oriented Developments / transit priority areas.
3. Sidewalk presence, crosswalk presence, bikeway presence, nearby signaliz ed
i
ntersections on four-way intersections, presence of micro-mobility devices such as bicycles or scooters.
4. Demographic factors such as presence of vulnerable groups including children, seniors, persons with disabilities, users of personal assistive mobility devices, and the unhoused.
5. Disadvantaged community status.
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6. Presence of students (all levels).
7. Other roadways identified by a city’s local traffic safety plan.
B
USINESS ACTIVITY DISTRICTS
A business activity district must meet all of the following conditions:
1. A maximum of four traffic lanes.
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.
4. A “business activity district” is that portion of a highway and the property contiguous thereto that includes central or neighborhood downtowns, urban villages, or zoni ng
des
ignations that prioritize commercial land uses at the downtown or neighborhood scal
e and meets a least three of the following four requirements:
a. No less than 50 percent 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.
b. Parking, including parallel, diagonal, or perpendicular spaces located alongside t he
hi
ghway.
c. Traffic control signals or stop signs regulating traffic flow on the highway, located at intervals of no more than 600 feet.
d. Marked crosswalks not controlled by a traffic control device. 01/14/2025
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B-1
Street From To
Current
Posted
Speed Limit
(mph)
Allowable
Reduction
(mph)
City Staff-
Recommended
Posted Speed
Limit (mph)
AB 43 Justification
Alta Vista Drive Heather Drive (W) Vale Terrace Place 25 5 20 Bike/Ped Generator Alta Vista Drive Vale Terrace Place Sunrise Drive 25 10 15 Rounding Down, Bike/Ped Generator
Alta Vista Drive Cypress Drive Crescent Drive 25 10 15 Rounding Down, Bike/Ped Generator
Alvarado Terrace Palm Drive (N) Palm Drive (S) 20 5 15 Bike/Ped Generator Bobier Drive Westerly City Limit Vista Way (E) 40 5 35 Rounding Down, Safety Corridor, Bike/Ped Generator
Buena Vista Drive Sunset Drive Mar Vista Drive 30 5 25 Rounding Down, Bike/Ped Generator
Business Park Drive Sycamore Avenue San Marcos Boulevard 45 10 35 Bike/Ped Generator Catalina Avenue Foothill Drive Eastern Terminus 25 5 20 Rounding Down, Bike/Ped Generator
Civic Center Drive Vista Way (E) SR-78 35 5 30 Safety Corridor, Bike/Ped Generator
Crest View Road Sunset Drive Vale View Drive 25 5 20 Bike/Ped Generator Emerald Drive Olive Avenue Vista Way (W) 35 5 30 Rounding Down, Safety Corridor, Bike/Ped Generator
Emerald Drive (S) Hacienda Drive City Limit 35 5 30 Safety Corridor, Bike/Ped Generator
Foothill Drive Vista Way (E) Edgehill Road 35 10 25 Rounding Down, Safety Corridor, Bike/Ped Generator
Foothill Drive Edgehill Road Eastern City Limit 35 5 30 Bike/Ped Generator Goodwin Drive Taylor Street Barsby Street 35 5 30 Safety Corridor, Bike/Ped Generator
Hacienda Drive S. M elrose Drive Emerald Drive 40 5/10 351 Rounding Down, Safety Corridor, Bike/Ped Generator
Hacienda Drive Emerald Drive Thunder Drive 40 5 35 Bike/Ped Generator Hacienda Drive Vale View Drive Melrose Drive (S) 30 5/10 251 Rounding Down, Safety Corridor, Bike/Ped Generator
Hibiscus Avenue /
Oleander Avenue Sycamore Avenue Easterly City Limit 35 5/10 301 Rounding Down, Bike/Ped Generator
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EXHIBIT 2
B-2
Street From To
Current
Posted
Speed Limit
(mph)
Allowable
Reduction
(mph)
City Staff-
Recommended
Posted Speed
Limit (mph)
AB 43 Justification
La Mirada Drive Sycamore Avenue Poinsettia Avenue 40 5 35 Bike/Ped Generator Lado De Loma Drive Guajome Street Phillips Street 25 10 15 Rounding Down, Bike/Ped Generator
Longhorn Drive Melrose Drive (S) Shadowridge Drive 35 10 25 Rounding Down, Bike/Ped Generator
Los Angeles Drive (W) North Drive Santa Fe Avenue (N) 25 5 20 Rounding Down, Bike/Ped Generator
Mar Vista Drive Buena Vista Drive Miramar Drive 35 5 30 Bike/Ped Generator Mar Vista Drive Miramar Drive SR-78 25 5 20 Rounding Down, Bike/Ped Generator
Mar Vista Drive SR-78 Avocado Drive 25 5 20 Safety Corridor, Bike/Ped Generator
Mar Vista Drive Avocado Drive Santa Fe Avenue (S) 35 10 25 Rounding Down, Safety Corridor, Bike/Ped Generator
Melrose Drive (N) North City Limit W. L os Angeles Drive 45 5 40 Safety Corridor, Bike/Ped Generator
Melrose Drive (N) W. L os Angeles Drive W. V ista Way 40 5 35 Rounding Down, Safety Corridor, Bike/Ped Generator
Melrose Drive (S) Hacienda Drive Breeze Hill Road /
Matagual Drive 40 10 351 Rounding Down, Safety
Corridor, Bike/Ped Generator
Melrose Drive (S) Breeze Hill Road /
Matagual Drive Sycamore Avenue 45/50 5/10 401 Rounding Down, Safety Corridor, Bike/Ped Generator
Melrose Drive (S) Sycamore Avenue Southerly City Limit 50 5 45 Bike/Ped Generator Melrose Way Melrose Drive Pomelo Drive 35 10 25 Rounding Down, Bike/Ped Generator
Monte Vista Drive Santa Fe Avenue (S) Easterly City Limit 35 5 30 Rounding Down, Bike/Ped Generator
North Avenue Melrose Drive (N) Westerly City Limit 35 5 30 Rounding Down, Bike/Ped Generator
North Drive Melrose Drive (N) W. Los Angeles Drive 30 5 25 Bike/Ped Generator Olive Avenue Emerald Drive Melrose Drive (N) 35 5 30 Rounding Down, Safety Corridor, Bike/Ped Generator
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B-3
Street From To
Current
Posted
Speed Limit
(mph)
Allowable
Reduction
(mph)
City Staff-
Recommended
Posted Speed
Limit (mph)
AB 43 Justification
Palm Drive Vista Village Drive Hillside Terrace 20 5 15 Rounding Down, Bike/Ped Generator
Park Center Drive Business Park Drive Melrose Drive (S) 40 5 35 Bike/Ped Generator Phillips Street Lado De Loma Drive Phillips Circle 25 5 20 Rounding Down, Bike/Ped Generator
Poinsettia Avenue City Limit North of La
Mirada Drive Specialty Drive 45 5 40 Rounding Down, Bike/Ped Generator
Poinsettia Avenue Specialty Drive City Limit West of
Business Park Drive 45 10 35 Rounding Down, Bike/Ped
Generator
Pomelo Drive Hacienda Drive Pomelo Way 35 10 25 Bike/Ped Generator Santa Fe Avenue (N) Northerly City Limit Taylor Street 45 5 40 Bike/Ped Generator Santa Fe Avenue (N) Taylor Street Main Street 35 5 30 Rounding Down, Safety Corridor, Bike/Ped Generator
Santa Fe Avenue (S) Guajome Street Postal Way 35 5 30 Rounding Down, Safety Corridor, Bike/Ped Generator
Santa Fe Avenue (S) Postal Way Southerly City Limit 40 5 35 Safety Corridor, Bike/Ped Generator
Shadowridge Drive Westerly City Limit Melrose Drive (S) 35/40 5/10 30 Bike/Ped Generator Shadowridge Drive Melrose Drive (S) Sycamore Avenue 35/40 5 302 Bike/Ped Generator Sycamore Avenue Melrose Drive (S) Green Oak Road 45 10 40 Rounding Down, Safety Corridor, Bike/Ped Generator
Sycamore Avenue Green Oak Road Easterly City Limit 40 5 35 Safety Corridor, Bike/Ped Generator
Taylor Street N. S anta Fe Avenue E.Vista Way 35 5/10 301 Rounding Down, Bike/Ped Generator
Thibodo Road Sycamore Avenue Mar Vista Drive 40 10 30 Rounding Down, Bike/Ped Generator
Townsite Drive Santa Fe Avenue (N) Vista Way (E) 25 5 20 Safety Corridor, Bike/Ped Generator
University Drive Sycamore Avenue Kaplan College
Driveway 40 5 35 Rounding Down, Bike/Ped
Generator
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B-4
Street From To
Current
Posted
Speed Limit
(mph)
Allowable
Reduction
(mph)
City Staff-
Recommended
Posted Speed
Limit (mph)
AB 43 Justification
Vale View Drive Hacienda Drive Hacienda Drive 25 5 20 Rounding Down, Bike/Ped Generator
Valley Drive Monte Vista Drive Northerly City Limit 30 5 25 Bike/Ped Generator Vista Village Drive Hacienda Drive Civic Center Drive 40 10 351 Rounding Down, Safety Corridor, Bike/Ped Generator
Vista Way (E) Northerly City Limit Bobier Drive/Foothill Drive 40 5 35 Rounding Down, Safety
Corridor, Bike/Ped Generator
Vista Way (E) Bobier Drive/Foothill
Drive Civic Center Drive 35 5 30 Safety Corridor, Bike/Ped Generator
Vista Way (W) Thunder Drive Emerald Drive 40 5 35 Safety Corridor, Bike/Ped Generator
Vista Way (W) Emerald Drive Melrose Drive (N) 45 5 40 Safety Corridor, Bike/Ped Generator
Vista Way (W) Melrose Drive (N) Vista Village Drive 40 10 351 Rounding Down, Safety Corridor, Bike/Ped Generator
Warmlands Avenue Vista Way (E) Easterly City Limit 35 5 30 Rounding Down, Bike/Ped Generator
Warmlands Avenue Douglas Drive Foothill Drive 35 5 30 Bike/Ped Generator Broadway (E)3 Santa Fe Avenue Citrus Avenue 256 10 15
Rounding Down, Safety
Corridor, Bike/Ped Generator,
Business Activity District7
Citrus Avenue3 Vista Village Drive Eucalyptus Avenue 25 10 15 Rounding Down, Safety Corridor, Bike/Ped Generator
Eucalyptus Avenue3 Civic Center Drive Santa Fe Avenue (S) 25 5 20 Rounding Down, Bike/Ped Generator
Indiana Avenue (S)3 Main Street Eucalyptus Avenue 256 5 152 Bike/Ped Generator Main Street3 Santa Fe Avenue Citrus Avenue 256 10 15
Safety Corridor, Bike/Ped
Generator, Business Activity
District7
Santa Fe Avenue (S)3 Main Street Guajome Street 25 5 20 Safety Corridor, Bike/Ped Generator
Buena Vista Drive4 Mar Vista Drive Melrose Drive (S) 30 5 30 -- 01/14/2025
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B-5
Street From To
Current
Posted
Speed Limit
(mph)
Allowable
Reduction
(mph)
City Staff-
Recommended
Posted Speed
Limit (mph)
AB 43 Justification
Hillside Terrace5 Northern Terminus Stonehurst Court 15 0 15 -- Olive Avenue5 Melrose Drive (N) 1,100 East of Plymouth
Drive 30 0 30 --
Vale Terrace Drive5 Vista Way (E) Foothill Dr 35 0 35 -- 1An additional 5 mph reduction is allowed on all or a portion of this roadway, however, not recommended by City staff due to speed consistency, uniformity, and roadway character considerations.
2For consistency with adjacent streets, City staff recommends a posted speed lower than what's allowable (per the current CA MUTCD) on all or a portion of this roadway. 3This roadway is located within Vista’s downtown area.
4For consistency with the existing posted speed on the portion of this roadway owned by the County, City staff does not recommend a change to the posted speed limit. 5This roadway is not eligible for a posted speed limit reduction per the current CA MUTCD. 6This speed limit is not currently posted.
7This roadway fulfills the CA MUTCD requirements for Business Activity District designation, however, the E&TS process allows for a lower posted speed limit (15 mph instead of 20 mph). Therefore, Business Activity District designation was not used as justification for the proposed speed limit reduction. 01/14/2025
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Memorandum
Date: December 20th, 2024
To: Husam Hasenin and Darra Woods; City of Vista
From: Erin Ferguson and Emily Turner; Fehr & Peers
Subject: Vista Speed Limit Reduction Evaluation Methodology SD23-0487.04
Introduction
Speed is one of the main contributing factors to the severity of collisions. Higher travel speeds on public streets not only increase the likelihood of being involved in a collision, they also increase the severity of injuries sustained by all road users involved in a collision, as shown in Figure 1.
Figure 1: Relationship between Vehicle Speed, Collisions, and Fatalities1 For this reason, many cities across the country are adopting the Safe System Approach,2 which includes Safe Speeds as one of its five core elements. The Safe System Approach has also been adopted by the U.S. Department of Transportation (USDOT) and the California Department of Transportation (Caltrans). The Safe System Approach is based, in part, on the principle that because the severity of a collision is correlated to the force of impact, safe speeds will help reduce the severity of an injury, if a collision should occur. 1 https://scag.ca.gov/sites/main/files/file-attachments/cal-guidance-hin-090221.pdf?1633549750 2 https://www.transportation.gov/NRSS/SafeSystem
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EXHIBIT 3
City of Vista
December 20th, 2024
2 As part of the City of Vista’s commitment to roadway safety and reducing fatalities and injuries on public roadways, the City has completed a citywide speed limit reduction evaluation. The evaluation is consistent with recent Assembly Bill (AB) 43 legislation and the 2014 California Manual on Uniform Traffic Control Devices (CA MUTCD), Revision 8. To determine which corridors should be prioritized for speed limit reductions, the following criteria were considered:
- 85th Percentile Speed (eligible for 5 mph reduction if nearest 5 mph increment requires rounding down)
- Safety Corridor Designation (eligible for 5 mph reduction) - Proximity to Bicyclist/Pedestrian Generators (eligible for 5 mph reduction) - Business Activity District Designation (eligible for 25 or 20 mph prima facie speed limit) This memo describes the methodology used to conduct the City of Vista’s speed limit reduction assessment.
Speed Limit Reduction Criteria
The City of Vista provided a list of 99 roadway segments to be evaluated for potential speed limit reductions. The segments were evaluated based on the following criteria: 85th percentile speed, Safety Corridor designation, and proximity to bicyclist/pedestrian generators. Any segments located within Downtown Vista were evaluated for Business Activity District eligibility as well. 85th Percentile Speed
The 85th percentile speed of a roadway (i.e., the speed at or below which 85% of vehicles travel on that roadway) can be used to justify a lower speed limit based on the following CA MUTCD guidelines:
1. If the nearest 5 mph increment of the 85th percentile speed requires rounding up, the posted speed limit can be rounded down to the nearest 5 mph increment below the 85 th percentile speed, if no further reduction is used.3
2. If the nearest 5 mph increment of the 85th percentile speed requires rounding down, the roadway qualifies for an additional 5 mph speed reduction (i.e., the posted speed limit can be reduced by 5 mph from the nearest 5 mph increment of the 85 th percentile speed).4
3 Further reductions that preclude this rounding do not include the “Safety Corridor” or “proximity to bicyclist/pedestrian generators” designations as described in the following sections. See MUTCD Section 2B.13, paragraph 12l and 12m.
4 If the speed limit to be posted has had this 5 mph reduction applied, the corresponding E&TS must document in writing the conditions and justification for the lower speed limit. These conditions should be in compliance with CVC Sections 627 and 22358.5 and approved by a registered Civil or Traffic Engineer. 01/14/2025
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City of Vista
December 20th, 2024
3 Sample 85th percentile speeds and the application of the speed limit setting guidelines described above are shown in Table 1.
Table 1: Examples Showing Applicability of Rounding 85th Percentile Speed and Additional Speed Reduction
Source: CA MUTCD 2014 Edition, Revision 8, Chapter 2B, Table 2B-104(CA) Proximity to Bicyclist/Pedestrian Generators
Proximity to bicyclist/pedestrian generators is one of two options under AB 43 to reduce the speed limit by 5 mph.5 The other option is Safety Corridor designation, which will be discussed in the following section. Per the CA MUTCD, local authorities can apply a 5 mph speed limit reduction if the roadway is adjacent to any land or facility that generates high concentrations of bicyclists or pedestrians, especially those from vulnerable groups such as children, seniors, persons with disabilities, and the unhoused.
To meet this criterion, the roadway segment must have one (1) or more bicyclist/pedestrian generators present within a distance of 1,320 feet. A list of qualifying bicyclist/pedestrian generators, which includes the presence of bicycle and pedestrian infrastructure, is provided in Table 2.6 If the roadway segment is longer than 1,320 feet, a minimum of one (1) generator must be present for every 1,320 feet.
5 The two options for lowering the speed limit by 5 mph, “Safety Corridor” and “proximity to bicyclist/pedestrian generators” designation, are presented in tandem in the CA MUTCD, meaning that whether a roadway satisfies one or both criteria, it is eligible for a reduction of no more than 5 mph. 6 Per the CA MUTCD, crash data that demonstrates a roadway segment is within the top 20% of the local jurisdiction’s pedestrian and/or bicyclist fatalities or serious injuries over a three to five-year period can be used in lieu of one of the generators listed in Table 2. If the roadway segment is longer than 1,320 feet, a minimum of one (1) location within the top 20% of pedestrian and/or bicyclist fatal or serious injury crashes must be present for every 1,320 feet. This metric is most suitable for jurisdictions with dense pedestrian and bicyclist activity (and therefore a high concentration of crashes). This metric was not used for Vista given that the City’s pedestrian and bicyclist activity is spread out over a large geography. 01/14/2025
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City of Vista
December 20th, 2024
4 Table 2: Requirements to Determine Land or Facility that Generates High Concentrations of Bicyclists or Pedestrians
Source: CA MUTCD 2014 Edition, Revision 8, Chapter 2B, Table 2B-106(CA) Safety Corridor Designation
Safety
Corridor designation is the second of two options (the first one being proximity to bicyclist/pedestrian generators) under AB 43 to reduce the speed limit by 5 mph. The CA MUTCD defines a Safety
Corridor as “a roadway segment within an overall roadway network where the highest
number of serious injury and fatality crashes occur.” Per the CA MUTCD, Safety Corridors should
not constitute more than 20% of a local jurisdiction’s overall roadway network.
As part of its Regional Vision Zero Action Plan (VZAP), SANDAG provided each participating local agency with a unique network of Safety Corridors eligible for this 5 mph reduction. A map of Vista’s
Safety Corridor Network can be found in Attachment A. The methodology SANDAG used to develop this network can be found in Attachment B.
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City of Vista
December 20th, 2024
5 Business Activity District Designation
Per the CA MUTCD, local authorities can declare, by ordinance, a 25 or 20 mph prima facie speed limit on a roadway contiguous to a Business Activity District if the roadway has four or fewer travel lanes and meets one of the following conditions:
1. Maximum posted speed limit of 30 mph immediately prior to and after the Business Activity District, if establishing a 25 mph prima facie speed limit.
2. Maximum posted speed limit of 25 mph immediately prior to and after the Business Activity District, if establishing a 20 mph prima facie speed limit.
The CA MUTCD defines a Business Activity District 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.” To qualify as a Business Activity District, an area must meet at least three (3) of the following four (4) 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.
All study segments located within Downtown Vista were evaluated for Business Activity District eligibility. Downtown Vista is defined as the area bordered by N./S. Sante Fe Avenue, Vista Village Drive, Citrus Avenue, and Eucalyptus Avenue.
Evaluation Results
Engineering and traffic survey (E&TS) data from 2014-20247 was used to evaluate speed limit reduction potential based on the above-mentioned criteria to determine preliminary speed limit recommendations. A total of 99 roadway segments were evaluated in accordance with AB 43. In summary, based on the findings, City staff recommends a speed limit reduction of at least 5 mph on 95 segments. Evaluation results and recommendations from City staff can be found in Attachment C. In accordance with CVC Section 22358.6, paragraph 12c, all recommended speed limits are within 12.4 mph of the 85th percentile speed on their respective roadways. 7 Per the CA MUTCD, any existing E&TS that was performed before January 1, 2022 is not required to be updated until due for reevaluation five (5), seven (7), or 14 years from the date of the survey. 01/14/2025
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Attachment A – Safety Corridor
Network
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LOBELIA DR
PLUMOSA
AV
NEW
PORTDR
JONATHONST
BREEZE
HILL RD
BUS
INESS
PARK D
R
THIBO
DO
RD
E BROADWAY
DATE
ST
W INDIAN
ROCK RD
CANANEA ST
EUCALYPTUSAV
UNIVERSITY
DR
LONGHORN
DR
POSTAL WY
W LOSANGELESDR
PO
MELO DR
CEDAR RD
OAK DR
SHADOW
RIDGE DR
CRESCENT DR
MAIN
ST
PARK
CENTER DR
ARCADIA
AV
CALIFORNIA
AV
NORTH AV
MONTE VISTA DR
EAST DR
COPPER DR
WHITE BIRCH DR
EUCALYPTUS AV
OAK
RIDGE WY
SANTA FE AV
SHADOW
RIDGE
DR
MELROSE
DR
GRAPE
VINERD
POIN
SETTIA AV
TOWNSITE
DR
GOODW
IN
DR
MELROSE DR
CITRUS A
V
VISTA
VIL
LAG
EDR
FOOTHILL DR
MAR VISTA DR
CIVIC
CENTE
R
DR
VALE TERRACE DR
EMERALD DR
BOBIER DR
OLIVE AV
HACIENDA DR
SYC
AMOR
EAV
E VISTA WY
W VISTA WY
MELROS
EDR
SAN
TA F
EAV
Safety Corridor Network
City of Vista
Safety Corridor
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Attachment B – SANDAG Safety
Corridor Methodology
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B-1
Safety Corridor Guidance Considerations
A Safety Corridor is defined as a roadway segment within an overall roadway network where the highest number of fatal and serious injury (KSI) crashes occur. Per the CA MUTCD, Safety Corridors should represent a prioritized subset of a local jurisdiction’s overall roadway network and therefore cannot exceed 20% of the local jurisdiction’s roadways. A Safety Corridor Network should be consistent with the following requirements:
• Developed using at least one of the crash weighting factors listed in Table B1 • Identifies specific locations with high crash occurrences • Identifies corridor-level segments with a pattern of crash reoccurrence • Able to be stratified by mode
For more information on Safety Corridors, refer to CVC Section 22358.7(a)(1) of the CA MUTCD.1 Table B1: Safety Corridor Definition Requirements
Source: CA MUTCD 2014 Edition, Revision 8, Chapter 2B, Table 2B-105(CA)
1 https://dot.ca.gov/-/media/dot-media/programs/safety-programs/documents/ca- mutcd/rev8/camutcd2014-rev8-all.pdf
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Safety Corridor Data Sources and Definitions
Crash Data
Each Safety Corridor Network was developed using the most recent five (5) years of nonprovisional crash data (2018-2022) from SANDAG’s Traffic Safety Dashboard. SANDAG’s Traffic Safety Dashboard consists of reported crash data from the Statewide Integrated Traffic Records System (SWITRS) that has been reviewed, cleaned, and built upon by SANDAG to ensure accuracy and completeness. For consistency with industry standards, only injury crashes were included in the analysis (i.e., Property Damage Only crashes were excluded).
Disadvantaged Communities
Disadvantaged communities were identified using the California Environmental Protection Agency’s (CalEPA) CalEnviroScreen and the USDOT’s Equitable Transportation Community (ETC) Explorer. CalEnviroScreen is an interactive screening tool that helps identify communities disproportionately burdened by multiple sources of pollution and with population characteristics that make them more sensitive to pollution. The ETC Explorer is an interactive web application that uses 2020 census tracts and data to explore the cumulative burden communities experience as a result of underinvestment in transportation. Using these two tools, a census tract was considered disadvantaged if it met at least one of the following conditions:
1) Designated as Senate Bill (SB) 535 Disadvantaged Community (CalEnviroScreen)2 2) Placed in 65th percentile or higher of census tracts nationally based on overall index score (ETC Explorer)3
Vulnerable Populations by Age
Census tract-level demographic data from the most recent five-year American Community Survey (ACS) estimates (2018-2022) were used to identify vulnerable populations in the city. Consistent with Table 2B-105(CA) of the CA MUTCD and CalEPA’s methodology for designating disadvantaged communities, a vulnerable population was defined as a census tract that ranks in the top 25% of the City’s overall population of seniors and youth. The CA MUTCD defines seniors as individuals age 65 and older and youth as individuals under the age of 15.
Schools
The Schools dataset from SANDAG’s Open Data Portal was used to identify public and private schools in the city.
2 https://calepa.ca.gov/envjustice/ghginvest/
3 https://www.transportation.gov/priorities/equity/justice40/etc-explorer 01/14/2025
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Safety Corridor Methodology
SANDAG’s Safety Corridor methodology uses a proactive approach that involves incorporating crash factors in addition to known location-based risk factors, rather than relying solely on crash history. The methodology also incorporates the Highway Safety Manual (HSM)-recommended Sliding Window method4 that is referenced in the CA MUTCD. The Sliding Window method is a network screening method that uses overlapping roadway segments, or “windows,” to help smooth any errors in crash location reporting. Each local jurisdiction’s roadway network was converted into overlapping, ¼-mile segments. Each segment was then scored based on the severity and density of crashes within 50 feet of it, as well as several other contextual factors. The scoring factors that were applied to all roadway segments to develop a Safety Corridor Network are summarized in the following sections.
Crash Factors
The methodology used involves assigning a weight to certain types of crashes. For this analysis, each crash was assessed based on the following factors: crash severity, mode, and victim age.
Crash Severity
The scoring factor with the greatest influence on Safety Corridor prioritization is crash severity.
Crash severity weights were derived from 2024 Caltrans Local Roadway Safety Manual (LRSM) crash costs by crash severity level. This method is similar to the HSM Equivalent Property Damage Only (EPDO) weighting method,5 except it uses the “Complaint of Pain” severity level as its baseline since Property Damage Only (PDO) crashes were not included.
Cost assumptions included in the 2024 Caltrans LRSM are based on costs from the HSM First Edition, with costs adjusted to 2024 dollars. The HSM uses “comprehensive” or “societal” crash costs to associate crash costs with each crash severity level. Comprehensive costs include both economic costs and monetized pain and suffering costs. Economic costs are monetary costs associated with emergency services deployment, medical services, congestion impacts from a crash, productivity loss due to victim injury, insurance and legal costs, and property damage costs.
Monetized pain and suffering costs are an assumption of the costs associated with lost quality of life (or Quality-Adjusted Life Years), accounting for reductions in life expectancy and quality of life changes as a result of a crash.
4 AASHTO, Highway Safety Manual, 1st Edition (2010), Chapter 4 Network Screening, p. 4-15. 5 The equivalent property damage only (EPDO) method assigns weighting factors related to the societal costs of fatal, injury, and property damage only crashes to crashes by severity to develop an equivalent property damage only score that considers frequency and severity of crashes. https://safety.fhwa.dot.gov/local_rural/training/fhwasa14072/sec4.cfm 01/14/2025
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Table B2 lists the estimated crash costs and weights for each severity level. This methodology uses all injury crashes in the Safety Corridor Network development process (as opposed to KSI crashes only).
Table B2: Crash Weights by Severity
Severity Crash Cost Crash Weight
Fatal and Severe Injury (KSI) $2,860,000* 26
Evident Injury – Other Visible $193,000 2**
Possible Injury – Complaint of Pain $110,000 1
*The fatal and severe injury (KSI) crash cost is an average of the location type costs (signalized intersections, non- signalized intersections, roadway).
**Rounded to the nearest whole number.
Vulnerable Victim Factors
Two (2) additional crash factors, mode and victim age, were also considered to account for discrepancies in crash reporting, specifically for vulnerable road users. As discussed in the Recommendations for California Statewide Guidance on High Injury Networks report,6 because police assessment of injury severity is based on an officer’s primarily visual assessment of a victim at the scene of a crash, victim injuries are commonly underreported. To offset some of those reporting discrepancies and prioritize vulnerable road users, crashes involving a bicyclist or pedestrian and/or a CA MUTCD-defined youth or senior victim were assigned a weight of 3 for a maximum potential vulnerable victim score of 6. The goal of this additional weight was to elevate the score for a crash reported as non-severe (evident injury or possible injury) if the crash involved a vulnerable road user.
Once a crash score had been assigned to each crash, each crash was then associated with a roadway segment(s) using a 50-foot buffer. Crashes within 50 feet of two roadway segments (e.g., at an intersection) were assigned twice, once to each segment. As shown in Table B3, the cumulative crash score for a single crash (taking into account crash severity and vulnerable victims involved) can range from 1 to 32.
Location-Based Risk Factors
In addition to the crash factors described above, three (3) location-based risk factors were evaluated for each roadway segment: disadvantaged communities, vulnerable populations by age, and school proximity. The predictive, contextual nature of these factors can help to identify locations with high risk, rather than just locations with a history of KSI crashes. Segments within a disadvantaged community, a vulnerable population (by age), or a quarter mile of a school were assigned a weight of 3 for a maximum potential risk score of 9. For more information on the
6 https://scag.ca.gov/sites/main/files/file-attachments/cal-guidance-hin-090221.pdf?1633549750 01/14/2025
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underlying data and methodologies used to assess these factors, see Safety Corridor Data Sources and Definitions on page B-2.
Overall Score: Safety Index
Cumulative scores for both crash and location-based risk factors were then summed together to calculate an overall Safety Index for each roadway segment. Based on the scoring for each variable shown in Table B3, the largest emphasis is on KSI crashes, with the other crash and location-based factors adding a nuance to the scoring that provides minor distinctions between the final scores for each segment. This nuance can help to manage the number of corridors that meet the cutoff for the final Safety Corridor Network without exceeding the CA MUTCD threshold of 20%.
Table B3: Safety Corridor Network Scoring
Variable Value Score
Crash Factors
Crash Severity Factor | Applied to Crash
Fatal and Severe Injury (KSI) 0 or 1 26
Evident Injury – Other Visible 0 or 1 2
Possible Injury – Complaint of Pain 0 or 1 1
Vulnerable Victim Factors | Applied to Crash
Mode: involves bicyclist or pedestrian 0 or 1 3
Victim Age: involves victim* age 65+ or under 15
(based on crash victim data from SANDAG) 0 or 1 3
Risk Factors
Location-Based Factors | Applied to Segment
Disadvantaged Community 0 or 1 3
Vulnerable Population: age 65+ or under 15
(based on census tract-level data from ACS) 0 or 1 3
School Proximity (within ¼ mile) 0 or 1 3
*A victim is defined as any person killed or injured as the result of a crash.
Building the Network
Once a Safety Index had been assigned to each roadway segment, the highest scoring segments were identified according to CA MUTCD guidance, which states that Safety Corridors should not constitute more than 20% of the overall roadway network. Vista’s Safety Corridor Network constitutes 19.8% of the overall roadway network and accounts for 98% of KSI crashes. 01/14/2025
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Smoothing the Network
Finally, a “smoothed” network was created by filling gaps and correcting anomalies in the resulting Safety Corridor Network. If a non-Safety Corridor link less than ½ mile existed between two (2) Safety Corridor links, it was added to the final network. Any Safety Corridor links less than 500 feet in length were removed from the final network. 01/14/2025
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Attachment C – Evaluation Results
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B-1
Street From To
Current
Posted
Speed Limit
(mph)
Allowable
Reduction
(mph)
City Staff-
Recommended
Posted Speed
Limit (mph)
AB 43 Justification
Alta Vista Drive Heather Drive (W) Vale Terrace Place 25 5 20 Bike/Ped Generator Alta Vista Drive Vale Terrace Place Sunrise Drive 25 10 15 Rounding Down, Bike/Ped Generator
Alta Vista Drive Cypress Drive Crescent Drive 25 10 15 Rounding Down, Bike/Ped Generator
Alvarado Terrace Palm Drive (N) Palm Drive (S) 20 5 15 Bike/Ped Generator Bobier Drive Westerly City Limit Vista Way (E) 40 5 35 Rounding Down, Safety Corridor, Bike/Ped Generator
Buena Vista Drive Sunset Drive Mar Vista Drive 30 5 25 Rounding Down, Bike/Ped Generator
Business Park Drive Sycamore Avenue San Marcos Boulevard 45 10 35 Bike/Ped Generator Catalina Avenue Foothill Drive Eastern Terminus 25 5 20 Rounding Down, Bike/Ped Generator
Civic Center Drive Vista Way (E) SR-78 35 5 30 Safety Corridor, Bike/Ped Generator
Crest View Road Sunset Drive Vale View Drive 25 5 20 Bike/Ped Generator Emerald Drive Olive Avenue Vista Way (W) 35 5 30 Rounding Down, Safety Corridor, Bike/Ped Generator
Emerald Drive (S) Hacienda Drive City Limit 35 5 30 Safety Corridor, Bike/Ped Generator
Foothill Drive Vista Way (E) Edgehill Road 35 10 25 Rounding Down, Safety Corridor, Bike/Ped Generator
Foothill Drive Edgehill Road Eastern City Limit 35 5 30 Bike/Ped Generator Goodwin Drive Taylor Street Barsby Street 35 5 30 Safety Corridor, Bike/Ped Generator
Hacienda Drive S. Melrose Drive Emerald Drive 40 5/10 351 Rounding Down, Safety Corridor, Bike/Ped Generator
Hacienda Drive Emerald Drive Thunder Drive 40 5 35 Bike/Ped Generator Hacienda Drive Vale View Drive Melrose Drive (S) 30 5/10 251 Rounding Down, Safety Corridor, Bike/Ped Generator
Hibiscus Avenue /
Oleander Avenue Sycamore Avenue Easterly City Limit 35 5/10 301 Rounding Down, Bike/Ped Generator
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Street From To
Current
Posted
Speed Limit
(mph)
Allowable
Reduction
(mph)
City Staff-
Recommended
Posted Speed
Limit (mph)
AB 43 Justification
La Mirada Drive Sycamore Avenue Poinsettia Avenue 40 5 35 Bike/Ped Generator Lado De Loma Drive Guajome Street Phillips Street 25 10 15 Rounding Down, Bike/Ped Generator
Longhorn Drive Melrose Drive (S) Shadowridge Drive 35 10 25 Rounding Down, Bike/Ped Generator
Los Angeles Drive (W) North Drive Santa Fe Avenue (N) 25 5 20 Rounding Down, Bike/Ped Generator
Mar Vista Drive Buena Vista Drive Miramar Drive 35 5 30 Bike/Ped Generator Mar Vista Drive Miramar Drive SR-78 25 5 20 Rounding Down, Bike/Ped Generator
Mar Vista Drive SR-78 Avocado Drive 25 5 20 Safety Corridor, Bike/Ped Generator
Mar Vista Drive Avocado Drive Santa Fe Avenue (S) 35 10 25 Rounding Down, Safety Corridor, Bike/Ped Generator
Melrose Drive (N) North City Limit W. Los Angeles Drive 45 5 40 Safety Corridor, Bike/Ped Generator
Melrose Drive (N) W. Los Angeles Drive W. Vista Way 40 5 35 Rounding Down, Safety Corridor, Bike/Ped Generator
Melrose Drive (S) Hacienda Drive Breeze Hill Road /
Matagual Drive 40 10 351 Rounding Down, Safety
Corridor, Bike/Ped Generator
Melrose Drive (S) Breeze Hill Road /
Matagual Drive Sycamore Avenue 45/50 5/10 401 Rounding Down, Safety Corridor, Bike/Ped Generator
Melrose Drive (S) Sycamore Avenue Southerly City Limit 50 5 45 Bike/Ped Generator Melrose Way Melrose Drive Pomelo Drive 35 10 25 Rounding Down, Bike/Ped Generator
Monte Vista Drive Santa Fe Avenue (S) Easterly City Limit 35 5 30 Rounding Down, Bike/Ped Generator
North Avenue Melrose Drive (N) Westerly City Limit 35 5 30 Rounding Down, Bike/Ped Generator
North Drive Melrose Drive (N) W. Los Angeles Drive 30 5 25 Bike/Ped Generator Olive Avenue Emerald Drive Melrose Drive (N) 35 5 30 Rounding Down, Safety Corridor, Bike/Ped Generator
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Street From To
Current
Posted
Speed Limit
(mph)
Allowable
Reduction
(mph)
City Staff-
Recommended
Posted Speed
Limit (mph)
AB 43 Justification
Palm Drive Vista Village Drive Hillside Terrace 20 5 15 Rounding Down, Bike/Ped Generator
Park Center Drive Business Park Drive Melrose Drive (S) 40 5 35 Bike/Ped Generator Phillips Street Lado De Loma Drive Phillips Circle 25 5 20 Rounding Down, Bike/Ped Generator
Poinsettia Avenue City Limit North of La
Mirada Drive Specialty Drive 45 5 40 Rounding Down, Bike/Ped Generator
Poinsettia Avenue Specialty Drive City Limit West of
Business Park Drive 45 10 35 Rounding Down, Bike/Ped
Generator
Pomelo Drive Hacienda Drive Pomelo Way 35 10 25 Bike/Ped Generator Santa Fe Avenue (N) Northerly City Limit Taylor Street 45 5 40 Bike/Ped Generator Santa Fe Avenue (N) Taylor Street Main Street 35 5 30 Rounding Down, Safety Corridor, Bike/Ped Generator
Santa Fe Avenue (S) Guajome Street Postal Way 35 5 30 Rounding Down, Safety Corridor, Bike/Ped Generator
Santa Fe Avenue (S) Postal Way Southerly City Limit 40 5 35 Safety Corridor, Bike/Ped Generator
Shadowridge Drive Westerly City Limit Melrose Drive (S) 35/40 5/10 30 Bike/Ped Generator Shadowridge Drive Melrose Drive (S) Sycamore Avenue 35/40 5 302 Bike/Ped Generator Sycamore Avenue Melrose Drive (S) Green Oak Road 45 10 40 Rounding Down, Safety Corridor, Bike/Ped Generator
Sycamore Avenue Green Oak Road Easterly City Limit 40 5 35 Safety Corridor, Bike/Ped Generator
Taylor Street N. Santa Fe Avenue E.Vista Way 35 5/10 301 Rounding Down, Bike/Ped Generator
Thibodo Road Sycamore Avenue Mar Vista Drive 40 10 30 Rounding Down, Bike/Ped Generator
Townsite Drive Santa Fe Avenue (N) Vista Way (E) 25 5 20 Safety Corridor, Bike/Ped Generator
University Drive Sycamore Avenue Kaplan College
Driveway 40 5 35 Rounding Down, Bike/Ped
Generator
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Street From To
Current
Posted
Speed Limit
(mph)
Allowable
Reduction
(mph)
City Staff-
Recommended
Posted Speed
Limit (mph)
AB 43 Justification
Vale View Drive Hacienda Drive Hacienda Drive 25 5 20 Rounding Down, Bike/Ped Generator
Valley Drive Monte Vista Drive Northerly City Limit 30 5 25 Bike/Ped Generator Vista Village Drive Hacienda Drive Civic Center Drive 40 10 351 Rounding Down, Safety Corridor, Bike/Ped Generator
Vista Way (E) Northerly City Limit Bobier Drive/Foothill Drive 40 5 35 Rounding Down, Safety
Corridor, Bike/Ped Generator
Vista Way (E) Bobier Drive/Foothill
Drive Civic Center Drive 35 5 30 Safety Corridor, Bike/Ped Generator
Vista Way (W) Thunder Drive Emerald Drive 40 5 35 Safety Corridor, Bike/Ped Generator
Vista Way (W) Emerald Drive Melrose Drive (N) 45 5 40 Safety Corridor, Bike/Ped Generator
Vista Way (W) Melrose Drive (N) Vista Village Drive 40 10 351 Rounding Down, Safety Corridor, Bike/Ped Generator
Warmlands Avenue Vista Way (E) Easterly City Limit 35 5 30 Rounding Down, Bike/Ped Generator
Warmlands Avenue Douglas Drive Foothill Drive 35 5 30 Bike/Ped Generator Broadway (E)3 Santa Fe Avenue Citrus Avenue 256 10 15
Rounding Down, Safety
Corridor, Bike/Ped Generator,
Business Activity District7
Citrus Avenue3 Vista Village Drive Eucalyptus Avenue 25 10 15 Rounding Down, Safety Corridor, Bike/Ped Generator
Eucalyptus Avenue3 Civic Center Drive Santa Fe Avenue (S) 25 5 20 Rounding Down, Bike/Ped Generator
Indiana Avenue (S)3 Main Street Eucalyptus Avenue 256 5 152 Bike/Ped Generator Main Street3 Santa Fe Avenue Citrus Avenue 256 10 15
Safety Corridor, Bike/Ped
Generator, Business Activity
District7
Santa Fe Avenue (S)3 Main Street Guajome Street 25 5 20 Safety Corridor, Bike/Ped Generator
Buena Vista Drive4 Mar Vista Drive Melrose Drive (S) 30 5 30 -- 01/14/2025
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Street From To
Current
Posted
Speed Limit
(mph)
Allowable
Reduction
(mph)
City Staff-
Recommended
Posted Speed
Limit (mph)
AB 43 Justification
Hillside Terrace5 Northern Terminus Stonehurst Court 15 0 15 -- Olive Avenue5 Melrose Drive (N) 1,100 East of Plymouth
Drive 30 0 30 --
Vale Terrace Drive5 Vista Way (E) Foothill Dr 35 0 35 -- 1An additional 5 mph reduction is allowed on all or a portion of this roadway, however, not recommended by City staff due to speed consistency, uniformity, and roadway character considerations.
2For consistency with adjacent streets, City staff recommends a posted speed lower than what's allowable (per the current CA MUTCD) on all or a portion of this roadway. 3This roadway is located within Vista’s downtown area.
4For consistency with the existing posted speed on the portion of this roadway owned by the County, City staff does not recommend a change to the posted speed limit. 5This roadway is not eligible for a posted speed limit reduction per the current CA MUTCD. 6This speed limit is not currently posted.
7This roadway fulfills the CA MUTCD requirements for Business Activity District designation, however, the E&TS process allows for a lower posted speed limit (15 mph instead of 20 mph). Therefore, Business Activity District designation was not used as justification for the proposed speed limit reduction.
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