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HomeMy WebLinkAboutRES CC 2025 4350 2025 0903 RESOLUTION NO. 2025-4350 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF MOORPARK, CALIFORNIA, APPROVING THE JUNE 2025 ENGINEERING AND TRAFFIC SURVEY FOR SPEED LIMITS, ESTABLISHING SPEED LIMITS IN ACCORDANCE WITH SAID SURVEY FOR PORTIONS OF PRINCETON AVENUE AND FLINN AVENUE, AND THE POSTING OF SPEED LIMIT SIGNS ON THOSE TWO ROADWAY SEGMENTS; AND SUPERSEDING THE SURVEY AND SPEED LIMITS ADOPTED BY RESOLUTION NO. 2022- 4132 ONLY WITH RESPECT TO ESTABLISHMENT OF SPEED LIMITS FOR PORTIONS OF PRINCETON AVENUE AND FLINN AVENUE, WHILE MAINTAINING THE SURVEY AND SPEED LIMITS ADOPTED BY RESOLUTION NO. 2022-4132 WITH RESPECT TO ALL OTHER ROADWAY SEGMENTS WHEREAS, in accordance with the requirements of Section 40802 of the California Vehicle Code, engineering and traffic surveys have been conducted on various streets within the City by the City's Consultant Traffic Engineer in accordance with the requirements of the California Vehicle Code, including Section 627 of said Code and the California Department of Transportation Guidelines; and WHEREAS, California Vehicle Code Sections 22357 and 22358 provide the mechanism for local authorities to determine and declare a prima facie speed limit on the basis of an Engineering and Traffic Survey; and WHEREAS, the City Council adopted Resolution No. 2022-4132, rescinding Resolution No. 2013-3249, and approving the April 2022 Engineering and Traffic Survey for speed limits, establishing speed limits in accordance with said Survey, and the posting of speed limit signs on certain roadway segments identified in said Survey; and WHEREAS, the City Engineer determined the need to update and prepare an Engineering and Traffic Survey for certain roadway segments along Flinn Avenue (Spring Road to Zachary Street) and Princeton Avenue (118 Freeway North to 118 Freeway South; 118 Freeway South to Spring Road); and WHEREAS, the City retained Hartzog & Grabill, Inc, a traffic engineering firm, who prepared an engineering and traffic survey entitled "Engineering and Traffic Survey for Speed Limits," dated June 2025, attached here to as Exhibit A and incorporated by this reference, which provide the analysis for the actions set forth in this Resolution; and Resolution No. 2025-4350 Page 2 WHEREAS, the Engineering and Traffic Survey for Speed Limits, dated June 2025 recommends: 1. That the speed limit be posted at 25 mph on the studied portion of Flinn Avenue. 2. That the speed limit remain posted at 40 mph on the studied portions of Princeton Avenue, with a new sign to be posted on the westbound portion between 118 Freeway South to Spring Road; and WHEREAS, the Engineering and Traffic Survey for Speed Limits, dated June 2025, is on file with the City Engineer/Public Works Department; and WHEREAS, the City has determined and declared on the basis of the California Vehicle Code and/or taking into consideration the Engineering and Traffic Survey for Speed Limits, dated June 2025, that the speed limits set forth herein are the most reasonable, safe and appropriate for the orderly movement of traffic on the streets or portions of streets as set forth in this Resolution. NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF MOORPARK DOES HEREBY RESOLVE AS FOLLOWS: SECTION 1. The Recitals above are true and correct and are incorporated into this Resolution by this reference. SECTION 2. Resolution No. 2022-4132 and the established speed limits for certain roadway segments, per the Engineering and Traffic Survey for Speed Limits, dated April 2022, are maintained, remain unchanged, and in full effect, except with respect to the portions of Princeton Avenue and Flinn Avenue studied in the Engineering and Traffic Survey for Speed Limits, dated June 2025, which shall be adopted pursuant to Sections 3 through 6 below. SECTION 3. The Engineering and Traffic Survey for Speed Limits, dated June 2025, prepared by the City's traffic consultant in cooperation with the City Engineer, on file with the City Engineer/Public Works Department, is hereby approved. SECTION 4. The designated speed limits determined per the Engineering and Traffic Survey for Speed Limits, dated June 2025, are determined to be safe and appropriate for the orderly movement of traffic. SECTION 5. The designated speed limits for certain roadway segments; (Flinn Avenue, (Spring Road to Zachary Street) and Princeton Avenue (118 Freeway North to 118 Freeway South; 118 Freeway South to Spring Road) shall be set per the recommended Engineering and Traffic Survey for Speed Limits, dated June 2025. SECTION 6. The City Engineer/Public Works Director is hereby directed to replace and/or post new speed limit signs to reflect the recommendations in the approved Engineering and Traffic Survey for Speed Limits, dated June 2025. Resolution No. 2025-4350 Page 3 SECTION 7. This Resolution is exempt from the California Environmental Quality Act (CEQA) as it does not constitute a project, as defined by Section 15378 of the State CEQA Guidelines. Furthermore, the establishment of a speed limit and posting of signs on portions of roadways covered by this Resolution is not subject to CEQA because it can be seen with certainty that there is no possibility that the establishing the speed limit would have a significant effect on the environment per State CEQA Guidelines Section 15061(b)(3). SECTION 8. The City Clerk shall certify to the adoption of this Resolution and shall cause a certified resolution to be filed in the book of original resolutions. PASSED AND ADOPTED this 3rd day of September, 2025. Chris R. Enegr , Mayor Q �9ti ATTEST: o��I� Z Pi Ky Sp gler, Clerk aN Fel 0. lwelv,,,4 IA r or; t�V ,, 9,, i v O.4rEo -J Exhibit A — Engineering and Traffic Survey for Speed Limits, June 2025 Resolution No. 2025-4350 Page 4 EXHIBIT A ENGINEERING AND TRAFFIC SURVEY FOR SPEED LIMITS CITY OF MOORPARK JUNE 2025 PREPARED FOR: CITY OF MOORPARK 799 MOORPARK AVENUE MOORPARK, CALIFORNIA 93021 PREPARED BY: HARTZOG & CRABILL,INC. TRAFFIC ENGINEERS 17821 E. 17TH STREET,SUITE 245 TUSTIN,CA 92780 (714)731-9455 Resolution No. 2025-4350 Page 5 TABLE OF CONTENTS PAGE Table of Contents i Traffic Engineer's Certification ii Introduction 1 Basic Speed Law 2 Prima Facie Speed Limits 2 Residence District 2 Establishment of Speed Zones 3 Data Collection Procedures 3 Speed Zoning Methodology 3 Speed Zone Survey 4 Local Street Exemptions 5 Other Considerations 5 Radar Collection Time-Frames 5 Analysis Factors 5 Field Review 6 Accident History 7 Results and Recommendations 7 Locations of"No Speed Limit Changes" 7 Support Explanations for"No Speed Limit Changes" 8 Locations of"Establish New Speed Limit Postings" 8 Support Explanations for"Establish New Speed Limit Postings" 8 Summary of Recommendations 9 Appendix A - For Each Street Segment in the Survey Data Survey Sheet Radar Speed Distribution Sheet Appendix B—Certification Radar Gun Certification Technician Certification Resolution No. 2025-4350 Page 6 CERTIFICATION I, Scott Ma, do hereby certify that this Engineering and Traffic Survey for the City of Moorpark was performed under my supervision and is accurate and complete. I certify that I am both experienced in performing surveys of this type and duly registered in the State of California as a professional Traffic Engineer. O? FESS/ONE � T %�yy 3ie � t d TR2519 Scott Ma EXP (1/312/il RTE#2519 sTgT IC �T FOFCALTRAFF�F� File:Moorpark Radar Report 2025.doc ii Resolution No. 2025-4350 Page 7 CITY OF MOORPARK ENGINEERING AND TRAFFIC SURVEY FOR SPEED LIMITS Introduction In accordance with procedures established by the State of California, this Engineering and Traffic Survey has been developed for the City of Moorpark as the basis for the establishment and enforcement of speed limits for selected streets within the City. The work provided herein was authorized by the City and was performed by the engineering consulting firm of Hartzog & Crabill, Inc. The goal of the review was two-fold. The first was to review new roadway segments to determine if speed limit postings should be recommended. The second involved a determination as to whether changes in pre-existing conditions have occurred where older speed limits should be modified. The requirement to perform Engineering and Traffic Surveys for speed limits is based on the California Vehicle Code (CVC). CVC Section 40802 states that at least once every seven (7), or fourteen (14) years, States and local agencies should re-evaluate non-statutory speed limits on segments of their roadways. Engineering and Traffic Surveys must be performed with the use of radar or other approved electronic devices if the use of radar is to be employed to enforce speed limits. If such a survey is not performed within seven (7) years, or fourteen (14) years as stated previously of the date of the preceding survey, then the new data and its use will constitute a "speed trap" (see page 2). Hence, evidence using such would not be admissible in court. From the Vehicle Code,a"speed trap" is either of the following: (a) A particular section of a highway measured as to distance and with boundaries marked, designated, or otherwise determined in order that the speed of a vehicle may be calculated by securing the time it takes the vehicle to travel the known distance. (b) A particular section of a highway with a prima facie speed limit provided by this code or by local ordinance under sub-paragraph (A) of paragraph (2) of subdivision (a) of Section 22352, or established pursuant to Section 22354, 22357, 22358, or 22358.3 if that prima facie speed limit is not justified by an engineering and traffic survey conducted within five years prior to the date of the alleged violation, and where enforcement involves the use of radar or other electronic devices that measures the speed of moving objects. This paragraph does not apply to a local street, road, or school zone. The definition of a Traffic and Engineering Survey is contained in Section 627 of the Vehicle Code and is as follows: Engineering and Traffic survey, as used in this code, means a survey of highway and traffic conditions in accordance with methods determined by the California Department of Transportation (Caltrans) for use by State and local authorities. An engineering and traffic survey shall include, among other requirements deemed necessary by the department, consideration of the following: (a) Prevailing speeds as determined by traffic engineering measurements. (b) Accident records. (c) Highway,traffic and roadside conditions not readily apparent to the driver. 1 Resolution No. 2025-4350 Page 8 The California Vehicle code has set certain regulations regarding the posting and enforcement of speed zones. These regulations generally reflect the viewpoint that speed zoning should be based on traffic conditions and natural driver behavior and not because of an arbitrary response to a traffic event or occurrence. Therefore, it is important to have a general understanding of the "Basic Speed Law", "Prima Facie Speed Limits" and"Intermediate Speed Zones". Basic Speed Law(CVC 22350) All fifty states base their speed regulations on the Basic Speed Law. In California, CVC 22350 defines the basic speed law as: "No Person shall drive a vehicle upon a highway at a speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and the surface and width of the highway, and in no event at a speed which endangers the safety of persons or property." This law recognizes that driving conditions vary widely from time-to-time and place-to-place and, therefore, no set of fixed driving rules will adequately serve all conditions. The motorist will constantly adjust their driving behavior to fit the conditions encountered and must learn to do this with a minimum of assistance from the police. The Basic Speed Law is founded on the belief that a majority of motorists are able to modify their driving behavior properly, as long as they are aware of the conditions around them. Prima Facie Speed Limits (CVC 22352) All other speed limits are prima facie limits which, "on the face of it", are reasonable and prudent under normal conditions. The opportunity given to the driver to exceed a prima facie speed limit when it is safe to do so recognizes the fact that any posted speed limit cannot adequately reflect the many different conditions of traffic, weather, visibility, etc., that may be found on the same highway at different times. Certain prima facie limits are automatically established by law (CVC 22352), including a 15 mph limit in alleys, blind intersections, blind railroad crossing, and the 25 mph limit in business and residence districts. There is also a part time 25 mph limit in school zones when children are present on the route to or from school. Business and residence districts are defined in the Vehicle Code as specific areas meeting a specified minimum density of roadside development. CVC Sections 235 and 515 define these regulations. A count of houses or active businesses facing on a highway must be made to determine whether or not a valid business or residence district exists. The law does not require posting these prima facie limits that are readily apparent. Residence District(CVC 515) A "residence district" is that portion of a highway and the property contiguous thereto, other than a business district, (a) upon one side of which highway, within a distance of a quarter of a mile, the contiguous property fronting thereon is occupied by 13 or more separate dwelling houses or business structures, or (b) upon both sides of which highway, collectively, within a distance of a quarter of a mile,the contiguous property fronting thereon is occupied by 16 or more separate dwelling houses or 2 Resolution No. 2025-4350 Page 9 business structures. A residence district may be longer than one-quarter of a mile if the above ratio of separate dwelling houses or business structures to the length of the highway exists. Establishment of Speed Zones The reason that speed limit areas and their required postings are done is to guard reasonable drivers from the unreasonable behavior of reckless,unreliable, or otherwise dangerous drivers. As with other similar laws, the limits identified are based on the consensus of the majority of those who drive the highway as to what speed is reasonable and safe. It is this type of information that is reflected in the analysis section of this report. Namely, posted speed limits are a reflection of that speed which most people deem to be safe as opposed to a minority of drivers who do not drive in a reasonable manner. Speed zones are also established to advise of road conditions or hazards that may not be readily apparent to a reasonable driver. For that reason, a field review of related road/traffic variables is conducted which considers the analytical data and accident history of a particular roadway segment to determine a safe and reasonable speed limit. Data Collection Procedures Speed evaluation data was collected at 3 different roadway segments on 2 different roadways in the City of Moorpark. These areas and the number of segments on each are described as follows: 1. Flinn Avenue(1) 2. Princeton Avenue(2) As described in various traffic engineering documents - including information provided by the State of California,the individual locations on which radar data collection procedures used involve considerations for the following: a. Stop sign or traffic signal locations; b. Visibility issues; c. Traffic flow at intersections, cross-traffic, major driveways, crosswalks, railroad crossings and unusual turning movements; d. The influence of other traffic factors on the speed of cars: such as on street parking, roadway features, adjacent land uses, and lighting. Speed Zoning Methodology The California Manual on Uniform Traffic Control Devices, (CA MUTCD) specifies a "short method" of determining speed limits on City and County through Highways, Arterial and Collector Roads Procedures. Introduction- This short method of speed zoning is based on the premise that the reasonable speed limit is one that conforms to the actual behavior of the majority of motorists, and that by measuring motorist speeds; one will be able to select a speed limit that is both reasonable and effective. Other factors that need to be considered include but are not limited to: the most recent 3 Resolution No. 2025-4350 Page 10 two-year collision record, roadway design speed, safe stopping sight distance, super-elevation, shoulder conditions, profile conditions, intersection spacing and offsets, commercial driveway characteristics,pedestrian traffic in the roadway without sidewalks. Speed Zone Survey - Only one person is required for the fieldwork. Speeds can be read directly from a radar speed meter. - A section of road should be selected with representative operating speeds. If speeds vary on a given road, additional surveys should be conducted. In this case, it may be necessary to establish additional speed zones with different speed limits. - Speed measurements should be taken during off-peak hours on weekdays. The weather should be fair with no unusual conditions prevailing. It is important that the surveyor and his equipment be so inconspicuous as not to affect traffic speeds. For this reason, an unmarked car is recommended, with the radar speed meter located as inconspicuously as possible. It should be placed so as to be able to survey traffic in both directions, and should not make an angle greater than 15 degrees with the roadway center line. - It is desirable to have a minimum sample of 100 automobiles in each survey. This may result in excessive survey periods for low-volume roads. Under these conditions, the survey should be conducted for a minimum of two hours, but in no case should the sample for any survey contain less than 50 automobiles. - The MUTCD with California Supplement states that speed limits are established at or near the 85th percentile speed, which is defined as that speed at or below which 85 percent of the traffic is moving. This speed can be selected directly from the data sheet. However, roadway conditions not readily apparent to the motorist or other roadway conditions that may impact sight distance may result in a further reduction of 5 mph in the recommended speed limit. - As a check on the validity of the proposed speed limit, an analysis should be made of the two- year accident record for the section of roadway under consideration. If this record shows an abnormally high percentage of accidents normally associated with excessive speeds, the proposed speed limit should be further reduced. This is a judgement situation, and will not usually be a factor, - Short speed zones of less than half a mile should be avoided, except in transition areas. - Speed zone changes should be coordinated with changes in roadway conditions or roadway development. - Speed zoning should be coordinated between adjacent jurisdictions. 4 Resolution No. 2025-4350 Page 11 Local Street Exemptions(CVC 40802) Many streets are designated as "Local" streets per CVC 40802. These streets are exempt from the radar study. Therefore, the speed limit for these streets does not require an Engineering and Traffic Survey. The code is as follows: "For the purpose of this section, local streets and roads shall be defined by the latest functional usage and federal aid system maps as submitted to the Federal Highway Administration. When these maps have not been submitted, the following definition shall be used: A local street or road primarily provides access to abutting residential property and shall meet the following three conditions: 1. Roadway width of not more than 40 feet. 2.Not more than one half mile of uninterrupted length. 3.Not more than one traffic lane in each direction. Other Considerations Every street should be inspected for unusual traffic, roadway and roadside conditions not readily apparent to a motorist. A check should be made of the adequacy of traffic control devices, roadway alignment, width, surface conditions, accident history and any unique traffic hazards that may exist. Any of these conditions may warrant the selection of a speed lower than the 85th percentile speed for speed zoning. Radar Collection Time-Frames The hours of radar operation were restricted to off-peak periods for heavily traveled streets and to uncongested peak periods on lightly traveled streets. All surveys were conducted in fair weather. The radar unit was mounted at the top of the front dash of an unmarked vehicle with the meter- reading unit sustained inside the vehicle. The radar unit's calibration was checked periodically using a tuning fork. The radar operator and assistant recorded the speed meter readings for each location on Radar Speed Survey Field Sheets included in the appendix of this report. A representative sampling of at least 100 vehicles were surveyed. Analysis Factors Several factors were used as input to our recommendations for speed limits. These include the 85th Percentile,the 10 MPH Pace and others. These are described in detail below. 1. The CRITICAL SPEED, or the 85th percentile, is defined as that speed at or below which 85 percent of the traffic is moving. From experience, traffic engineers have found that this is one of the most reliable factors in determining appropriate speed limits. Hence, the accepted practice, and one that has been used in this case is to set the speed limit at or near the critical speed. This recognizes that other factors could be present where the above may not be appropriate. When this procedure is used,it not only conforms to that required by 5 Resolution No. 2025-4350 Page 12 the State but it also provides a strong base for law enforcement personnel to properly enforce speed limits. 2. The 10 MPH PACE is that continuous 10 mph incremental range of speeds in which the largest number of recorded vehicles is contained. It is a measure of the dispersion of speeds within the sample surveyed. For this element, the accepted practice to the greatest extent possible is to try and keep the recommended speed limit within the 10 mph pace after considering the critical speed and any factors requiring a speed lower than the critical speed. 3. The MEDIAN (MIDDLE) SPEED, or 50th percentile speed, represents the mid-point value within the range of recorded speeds for a particular roadway location. In other words, 50% of the vehicles travel faster than, and 50% travel slower than the median speeds. This value is another measure of the central tendency of the vehicle speed distribution. 4. The 15th PERCENTILE SPEED is that speed at or below which 15% of the vehicles are traveling. This value is important in determining the minimum allowable speed limit, given that the vehicles traveling below this speed tend to obstruct the flow of traffic, thereby increasing the accident potential. 5. MODAL SPEED: The modal speed is the speed, which occurs most frequently in the distribution. It serves as another useful measure in verifying the correct recommendation for speed limits. 6. STANDARD DEVIATION: This is a mathematical element, which relates to measures of dispersion of data. It is used to assist in describing the center of speed distribution information around the arithmetic mean or the time mean speed. It also is used in the overall review of recommended speed limits and serves to verify the level of confidence of data used in making recommendations. 7. The MEAN (AVERAGE) is the sum of the speeds of the samples divided by the number of samples. The numerical values of the above factors are derived from the speed distribution curves calculated for each survey location. These distribution curves represent a method of graphic analysis that compares the cumulative percentage of vehicles to the speed at which the vehicles are traveling. Field Review In addition to the availability of the above statistical data, a significant aspect of speed limit recommendations is based on the field review. Its importance is that existing conditions may warrant a lower speed than is actually indicated by the application of survey data. Examples of the field data collected for the purposes of analyzing related roadway characteristics as they pertain to the determination of appropriate speed limits are listed below: 1. Segment length, width and alignment 2. Level of pedestrian activity 3. Traffic flow characteristics 6 Resolution No. 2025-4350 Page 13 4. Vertical and/or horizontal a curves. 5. Driver sight distance constraints. 6. Adjacent residential/commercial/industrial etc. zoning. 7. Number of lanes and other channelization/striping factors 8. Frequency of intersections, driveways and on street parking; 9. Location of stop signs, traffic signals, and other regulatory traffic control devices; 10. Roadway conditions,bumps and dips; 11. Obstructions to pedestrian visibility; 12. Land use and proximity of schools; 13. Uniformity and continuity with existing speed zones to/with adjacent jurisdictions; 14. Any other unusual conditions not readily apparent to the driver. The results of the field review of related road/traffic variables are summarized on the Engineering and Traffic Survey forms found in the Appendix of this report. Accident History The Engineering and Traffic Survey forms summarize the available two-year accident information for the subject streets. The accident information includes the total number of accidents within each street segment and of those accidents, the number that are speed-related. This information was obtained from the California Statewide Integrated Traffic Records System (SWITRS) for the City of Moorpark. The annual accident rate figures represent the number of speed-related accidents divided by two years of accident records. The evaluation of accidents is useful as a check on the accuracy of recommended or existing speed limits. Should this review show a high percentage of accidents associated with excessive speeds, then consideration based on professional traffic engineering judgement should be directed toward reducing the posted or recommended speed limit. Results and Recommendations The following Summaries: No Speed Limit Changes, New Speed Limit Postings, Conflicting Speed Postings, Residence District, Speed Limit Increases, Speed Limit Reductions and Summary of Recommendations, present the results of the radar survey for the selected 3 locations. As shown, the Summary of Recommendations chart presents the necessary analysis elements that in addition to the field review of a registered traffic engineer led to the recommendations indicated. Locations of"No Speed Limit Chances" The Summary indicates that 2 of the 3 segments studied are recommended for no speed limit changes. The reason centers mostly on the fact that the newly measured values of the 85th percentile and the 10 MPH pace are still within the parameters of the existing speed limits. Additional factors such as reduced sight distance, higher collision rates and keeping continuity with the speeds of neighboring segments form the basis in some instances of our recommendation. Therefore, the current postings should remain as is and listed as follows. 7 Resolution No. 2025-4350 Page 14 Princeton Avenue SR-118 Fwy Overpass(N)to SR-118 Fwy Overpass(S) Remain posted at 40 mph SR-118 Fwy Overpass(S)to Spring Rd Remain posted at 40 mph,post WB Support Explanations of"No Speed Limit Changes" At one location, only one direction of travel is posted and is listed for no change in the speed limit. Hence,the other direction should be posted. This segment is noted as"post",as well as the segments recommended for"No Change"is listed below: Princeton Avenue State Route 118(SR-118)Freeway Overpass(S)to Spring Road Princeton Avenue has one and two lanes per direction. A 40 mph speed limit is posted only for the eastbound direction. Field notes state that there are two lanes near Spring Road, on-street parking near Spring Road,painted bike lanes,and moderate to sweeping"s"curves with areas of limited sight distance. The speed data revealed an 85th percentile of 44.9 mph and a 10 mph pace range of 37 to 46 mph. It is recommended that the existing 40 mph be maintained and a 40 mph speed sign be installed for the westbound direction near SR-118 freeway overpass. Locations of"Establish New Speed Limit Postings" Currently, one location is un-posted within the survey segment length. It is noted that for this case, the recommendation to post is necessary to enhance the enforcement of the recommended speed limit. Based on the speed data the segment listed below are recommended to post/install such speed limit signs for both directions and is identified in the Summary of Recommendations. Flinn Avenue Spring Road to Zachary Street Post a 25 mph Speed Limit Support Explanations for " Establish New Speed Limit Postings" Flinn Avenue Spring Road to Zachary Street This section of Flinn Avenue is a two lane roadway. The adjacent land uses are Police-CHP station, industrial and business complexes. Field notes state that the roadway has a slight horizontal curve east of Spring Road, no posted speed limit posted within the segment, and no roadway striping. The speed study resulted with an 85th percentile speed of 28.3 mph and a 10 mph pace range of 20 to 29 mph. It is recommended that a 25 mph speed limit be established and posted for this segment. 8 Resolution No. 2025-4350 Page 15 2025 SUMMARY OF RECOMMENDATIONS PERCENT EXISTING RECOMMENDED 85TH 10 MPH OF SPEED SPEED PERCENTILE AVERAGE PACE VEHICLES STREET LOCATION LIMIT LIMIT SPEED SPEED RANGE IN PACE JUSTIFICATION/COMMENTS FLINN AVENUE SPRING RD TO ZACHARY ST NP 25 28.3 23.9 20-29 77.9 ESTABLISH&POST-85TH PERCENTILE PRINCETON AVENUE SR-118 FWY OVERPASS(N)TO SR-118 FWY OVERPASS(S) 40 40 42.5 38.7 35-44 82.0 NO CHANGE-85TH PERCENTILE SR-118 FWY OVERPASS(S)TO SPRING RD 40 EB 40 44.9 39.8 37-46 76.4 NO CHANGE-85TH PERCENTILE/POST WB NP=NOT POSTED WB=WESTBOUND,EB=EASTBOUND 9 Resolution No. 2025-4350 Page 16 APPENDIX A Resolution No. 2025-4350 Page 17 ENGINEERING AND TRAFFIC SURVEY CITY OF MOORPARK HCIFLINN AVENUE SPRING ROAD TO ZACHARY STREET DATE: 2/28/2025 SURVEY BY: C. BUENDIA TIME: 12:30 PM - 1:30 PM CHECKED BY: SCOTT MA PREVAILING SPEED DATA LOCATION OF SURVEY EAST OF SPRING DATE OF SURVEY 2/28/2025 85th PERCENTILE 28.3 MPH 10 MPH PACE 20-29 MPH PERCENT IN PACE 77.9% POSTED SPEED LIMIT NOT POSTED COLLISION HISTORY NO.OF MONTHS OBSERVED 24 SPEED-RELATED COLLISIONS 0 TOTAL COLLISIONS 1 ANNUAL ACCIDENT RATE 0.00 ACCIDENTS PER YEAR(SPEED RELATED ONLY) ACC./MILLION VEH.MILES 0.00 ACCIDENTS PER MVM(SPEED RELATED ONLY) TRAFFIC FACTORS AVERAGE DAILY TRAFFIC 2,700 LANE CONFIGURATION 1 LANE PER DIRECTION TRAFFIC CONTROLS SIGNAL-SPRING CROSSWALKS AT SPRING PEDESTRIAN/BICYCLES FEW/NO TRUCK TRAFFIC NO ON-STREET PARKING HEAVY OTHER NO PARKING(10pm-5am) ROADWAY FACTORS LENGTH OF SEGMENT(MILES) 0.18 VERTICAL CURVE NONE HORIZONTAL CURVE SLIGHT"S"CURVE(at Spring Rd) LATERAL VISIBILITY GOOD to FAIR ROAD CONDITIONS GOOD SIDEWALKS/DRIVEWAYS YES/YES STREET LIGHTING YES OTHER NO STRIPING ADJACENT LAND USE POLICE/CHP STATION/INDUSTRIAL/BUSINESS RECOMMENDED SPEED LIMIT 25 MPH SPEED LIMIT CHANGE ESTABLISH&POST JUSTIFICATION: This section of Flinn Avenue is a two lane roadway. The adjacent land uses are Police-CHP station, industrial and business complexes. Field notes state that the roadway has a slight horizontal curve east of Spring Road no roadway striping, and no posted speed limit posted within the segment. The speed study resulted with an 85th percentile speed of 28.3 mph and a 10 mph pace range of 20 to 29 mph. It is recommended that a 25 mph speed limit be established and posted for this segment. File: Flinn 2025-01 Resolution No. 2025-4350 Page 18 RADAR SPEED DISTRIBUTION SHEET CITY OF MOORPARK HCT FLINN AVENUE SPRING ROAD TO ZACHARY STREET l DATE: 2/28/2025 SURVEY BY: C. BUENDIA TIME: 12:30 PM - 1:30 PM CHECKED BY: SCOTT MA CUMMULATIVE PERCENT SPEED 20 40 60 80 100 70 X 100.0% 69 X 100.0% 68 X 100.0% 67 x 100.0% 66 x 100.0% 65 X 100.0% 64 X 100.0% 63 x 100.0% 62 x 100.0% 61 x 100.0% 60 X 100.0% 59 X 100.0% 58 X 100.0% 57 X 100.0% 56 X 100.0% 55 X 100.0% 54 X 100.0% 53 X 100.0% 52 X 100.0% 51 x 100.0% 50 x 100.0% 49 X 100.0% 48 X 100.0% 47 X 100.0% 46 X 100.0% 45 x 100.0% 44 X 100.0% 43 x 100.0% 42 X 100.0% 41 X 100.0% 40 X 100.0% 39 X 100.0% 38 X 100.0% 37 x 100.0% 36 X 100.0% 35 X 100.0% 34 x 100.0% 33 x 98.2% 32 x 96.5% 31 x 93.8% 30 X 92.0% 29 X 88.5% }PACE 28 X 83.2% }PACE ---85PCT 27 X 77.9% }PACE 26 X 71.7% }PACE 25 x 63.7% }PACE 24 X 50.4% }PACE 23 X 42.5% }PACE ---MEAN 22 X 31.9% }PACE 21 x 23.0% }PACE 20 X 15.9% }PACE 19 x 10.6% ---15PCT 18 X 8.8% 17 X 4.4% 16 X 2.7% 15 X 2.7% UPPER LIMIT 10 MPH PACE: 29 MPH LOWER LIMIT 10 MPH PACE: 20 MPH 85th PERCENTILE SPEED: 28.3 MPH PERCENT OVER PACE: 11.5 % MEDIAN SPEED: 23.9 MPH PERCENT IN PACE: 77.9 % 15th PERCENTILE SPEED: 19.8 MPH PERCENT UNDER PACE: 10.6 % File:Flinn 2025-01 Resolution No. 2025-4350 Page 19 RADAR SPEED DISTRIBUTION SHEET HCI CITY OF MOORPARK FLINN AVENUE SPRING ROAD TO ZACHARY STREET DATE: 2/28/2025 SURVEY BY: C. BUENDIA TIME: 12:30 PM - 1:30 PM CHECKED BY: SCOTT MA NUMBER OF VEHICLES CUM. SPEED 5 10 15 20 25 VEH. PCT. PCT. 70 100.0% 100.0% 100.0% 100.0% 100.0% 65 100.0% 100.0% 100.0% 100.0% 100.0% 60 100.0% 100.0% 100.0% 100.0% 100.0% 55 100.0% 100.0% 100.0% 100.0% 100.0% 50 100.0% 100.0% • 100.0% 100.0% 100.0% 45 100.0% 100.0% 100.0% 100.0% 100.0% 40 100.0% 100.0% 100.0% 100.0% 100.0% 35 100.0% X X 2 1.8% 100.0% X X 2 1.8% 98.2% X X X 3 2.7% 96.5% X X 2 1.8% 93.8% 30 X X X X - 4 3.5% 92.0% X X X X X X 6 5.3% 88.5% X X X X X X 6 5.3% 83.2% X X X X X' X X 7 6.2% 77.9% X X X X X X X X X 9 8.0% 71.7% 25 X X X 'X XXXX XXXX 15 13.3% 63.7% X X X X X XXX 9 8.0% 50.4% XXXX XXXX X X 12 10.6% 42.5% X X X X X XXX 10 8.8% 31.9% X X X X X X X 8 7.1% 23.0% 20 X X X X X 6 5.3% 15.9% X X 2 1.8% 10.6% X X X X 5 4.4% 8.8% X X 2 1.8% 4.4% 0 0.0% 2.7% 15 X X X 3 2.7% 2.7% TOTAL VEHICL 113 UPPER LIMIT 10 MPH PACE: 29 MPH LOWER LIMIT 10 MPH PACE: 20 MPH 85th PERCENTILE SPEED: 28.3 MPH PERCENT OVER PACE: 11.5 % MEDIAN SPEED: 23.9 MPH PERCENT IN PACE: 77.9 % 15th PERCENTILE SPEED: 19.8 MPH PERCENT UNDER PACE: 10.6 % File: Flinn 2025-01 Resolution No. 2025-4350 Page 20 ENGINEERING AND TRAFFIC SURVEY CITY OF MOORPARK HCI PRINCETON AVENUE SR-118 Fwy Overpass (N)TO SR-118 Fwy Overpass(S) DATE: 2/28/2025 SURVEY BY: C. BUENDIA TIME: 11:15 AM - 11:35 AM CHECKED BY: SCOTT MA PREVAILING SPEED DATA LOCATION OF SURVEY NORTH OF CONDOR(S) DATE OF SURVEY 2/28/2025 85th PERCENTILE 42.5 MPH 10 MPH PACE 35-44 MPH PERCENT IN PACE 82.0% POSTED SPEED LIMIT 40 MPH 30+35 MPH(Advisory at Curves) 'ACCIDENT HISTORY NO.OF MONTHS OBSERVED 24 SPEED-RELATED ACCIDENTS 6 TOTAL ACCIDENTS 11 ANNUAL ACCIDENT RATE 3.00 ACCIDENTS PER YEAR (SPEED RELATED ONLY) ACC./MILLION VEH.MILES 0.78 ACCIDENTS PER MVM (SPEED RELATED ONLY) TRAFFIC FACTORS AVERAGE DAILY TRAFFIC 15,500 LANE CONFIGURATION 1 and 2 LANES PER DIRECTION (1 Lane btwn Condor(S)to SR-118 Fwy Overpass(S)) TRAFFIC CONTROLS SIGNAL-SR-118 Ramps(N)/CONDOR(N) CROSSWALKS AT CONDOR(N) PEDESTRIAN/BICYCLES FEW/FEW TRUCK TRAFFIC YES(many) ON-STREET PARKING NO STOPPING ANYTIME OTHER BUS STOPS / DESIGNATED-PAINTED BIKE LANES FLASHING SIGNAL WARNING(NB) ROADWAY FACTORS LENGTH OF SEGMENT(MILES) 0.68 VERTICAL CURVE SLIGHT UP/DOWNHILL GRADES HORIZONTAL CURVE MODERATE-SWEEPING"S"CURVES LATERAL VISIBILITY LIMITED SIGHT DISTANCE ROAD CONDITIONS FAIR to POOR SIDEWALKS/DRIVEWAYS PARTIAL/FEW STREET LIGHTING YES OTHER DBL YELLOW CENTERLINE AND RAISED MEDIAN ISLAND PARTIAL NO CURBS AND DIRT SHOULDERS ADJACENT LAND USE BUSINESS/SR-118 FWY OVERPASS/COMMERCIAL RECOMMENDED SPEED LIMIT 40 MPH SPEED LIMIT CHANGE NO CHANGE JUSTIFICATION: The recommended 40 mph speed limit is within 2.5 mph of the 85th percentile speed and meets CVC standards. File. Princeton 2025-02 Resolution No. 2025-4350 Page 21 RADAR SPEED DISTRIBUTION SHEET CITY OF MOORPARK HCI PRINCETON AVENUE SR-118 Fwy Overpass (N) TO SR-118 Fwy Overpass (S) DATE: 2/28/2025 SURVEY BY: C. BUENDIA TIME: 11:15 AM - 11:35 AM CHECKED BY: SCOTT MA CUMMULATIVE PERCENT SPEED 20 40 60 80 100 60 x 100.0% 59 x 100.0% 58 x 100.0% 57 x 100.0% 56 x 100.0% 55 x 100.0% 54 x 100.0% 53 X 100.0% 52 x 100.0% 51 x 100.0% 50 x 100.0% 49 x 100.0% 48 x 100.0% 47 x 99.3% 46 x 97.1% 45 x 95.7% 44 X 92.8% }PACE 43 X 87.8% }PACE 42 x 82.0% }PACE---85PCT 41 X 76.3% }PACE 40 x 66.9% }PACE 39 X 52.5% }PACE 38 X 43.9% }PACE ---MEAN 37 x 36.7% }PACE 36 X 28.1% }PACE 35 x 17.3% }PACE 34 x 10.8% ---15PCT 33 x 8.6% 32 x 5.8% 31 x 2.2% 30 x 2.2% 29 x 0.0% 28 x 0.0% 27 x 0.0% 26 x 0.0% 25 x 0.0% 24 x 0.0% 23 x 0.0% 22 X 0.0% 21 X 0.0% 20 x 0.0% 19 x 0.0% 18 x 0.0% 17 x 0.0% 16 x 0.0% 15 x 0.0% UPPER LIMIT 10 MPH PACE: 44 MPH LOWER LIMIT 10 MPH PACE: 35 MPH 85th PERCENTILE SPEED: 42.5 MPH PERCENT OVER PACE: 7.2 % MEDIAN SPEED: 38.7 MPH PERCENT IN PACE: 82.0 % 15th PERCENTILE SPEED: 34.7 MPH PERCENT UNDER PACE: 10.8 % Princeton 2025-02 Resolution No. 2025-4350 Page 22 RADAR SPEED DISTRIBUTION SHEET HCICITY OF MOORPARK PRINCETON AVENUE SR-118 Fwy Overpass(N)TO SR-118 Fwy Overpass(S) DATE: 2/28/2025 SURVEY BY: C. BUENDIA TIME: 11:15 AM - 11:35 AM CHECKED BY: SCOTT MA NUMBER OF VEHICLES CUM. SPEED 5 10 15 20 25 VEH. PCT. PCT. 60k;, 100.0% 100.0% 100.0% 100.0% 100.0% 55 100.0% 100.0% 100.0% 100.0% 100.0% 50 100.0% 100.0% X 1 0.7% 100.0% X X X 3 2.2% 99.3% X X 2 1.4% 97.1% 45 X X X X 4 2.9% 95.7% X X XXXXX 7 5.0% 92.8% XXXXXXXX 8 5.8% 87.8% X X X X X X X X 8 5.8% 82.0% XXXXXXXXX XXX 13 9.4% 76.3% 40 X X X X X X X X X XXXX XXXX 20 14.4% 66.9% X X X X -X X X X X XX 12 8.6% 52.5% XXXXXXXXX 10 7.2% 43.9% XXXXXXXXX XX 12 8.6% 36.7% XXXXXXXXX '" X X X X 15 10.8% 28.1% 35 X X X X X X X X X 9 6.5% 17.3% X X X 3 2.2% 10.8% XXXX • 4 2.9% 8.6% XXXXX 5 3.6% 5.8% 0 0.0% 2.2% 30 X X X 3 2.2% 2.2%` 0.0% 0.0% 0.0% 0.0% 25 0.0% 0.0% 0.0% 0.0% 0.0% 20 0.0% 0.0% ' 0.0% 0.0% 0.0% 15 0.0% TOTAL VEHICLES 139 UPPER LIMIT 10 MPH PACE: 44 MPH LOWER LIMIT 10 MPH PACE: 35 MPH 85th PERCENTILE SPEED: 42.5 MPH PERCENT OVER PACE: 7.2 % MEDIAN SPEED: 38.7 MPH PERCENT IN PACE: 82.0 % 15th PERCENTILE SPEED: 34.7 MPH PERCENT UNDER PACE: 10.8 % Princeton 2025-02 Resolution No. 2025-4350 Page 23 ENGINEERING AND TRAFFIC SURVEY CITY OF MOORPARK H` I PRINCETON AVENUE SR-118 FWY OVERPASS(S)TO SPRING ROAD (mil DATE: 2/28/2025 SURVEY BY: C. BUENDIA TIME: 10:15 AM - 10:50 AM CHECKED BY: SCOTT MA PREVAILING SPEED DATA LOCATION OF SURVEY MID-BLOCK DATE OF SURVEY 2/28/2025 85th PERCENTILE 44.9 MPH 10 MPH PACE 37-46MPH PERCENT IN PACE 76.4% POSTED SPEED LIMIT 40 MPH(EB) COLLISION HISTORY NO.OF MONTHS OBSERVED 24 SPEED-RELATED COLLISIONS 0 TOTAL COLLISIONS 6 ANNUAL ACCIDENT RATE 0.00 ACCIDENTS PER YEAR(SPEED RELATED ONLY) ACC./MILLION VEH.MILES 0.00 ACCIDENTS PER MVM(SPEED RELATED ONLY) TRAFFIC FACTORS AVERAGE DAILY TRAFFIC 15,500 LANE CONFIGURATION 1-2 LANE PER DIRECTION (2 Lanes near Spring) TRAFFIC CONTROLS SIGNAL-SPRING CROSSWALKS AT SPRING PEDESTRIAN/BICYCLES FEW/YES TRUCK TRAFFIC YES ON-STREET PARKING NO STOPPING ANYTIME OTHER LIGHT PARKING NEAR SPRING RD(southside) PAINTED BIKE LANES ROADWAY FACTORS LENGTH OF SEGMENT(MILES) 0.72 VERTICAL CURVE SLIGHT UP-DOWNHILL GRADES HORIZONTAL CURVE MODERATE to SWEEPING"S"CURVE LATERAL VISIBILITY LIMITED SIGHT DISTANCE ROAD CONDITIONS GOOD SIDEWALKS/DRIVEWAYS PARTIAL/YES STREET LIGHTING YES OTHER 2 WAY LEFT TURN CENTERLANE ADJACENT LAND USE RESIDENTIAL(NF-near Spring)/COMMERCIAL/CONCRETE PLANT/SR-118 FWY overpass RECOMMENDED SPEED LIMIT 40 MPH SPEED LIMIT CHANGE NO CHANGE-POST WESTBOUND JUSTIFICATION: Princeton Avenue has one and two lanes per direction.A 40 mph speed limit is posted only for the eastbound direction. Field notes state that there are two lanes near Spring Road,on-street parking near Spring Road, painted bike lanes,and moderate to sweeping"s"curves with areas of limited sight distance. The speed data revealed an 85th percentile of 44.9 mph and a 10 mph pace range of 37 to 46 mph. It is recommended that the existing 40 mph be maintained and a 40 mph speed sign be installed for the westbound direction near SR-118 freeway overpass. NF=NON-FRONTING File: Princeton 2025-03 Resolution No. 2025-4350 Page 24 RADAR SPEED DISTRIBUTION SHEET CITY OF MOORPARK HCT PRINCETON AVENUE SR-118 FWY OVERPASS (S)TO SPRING ROAD l DATE: 2/28/2025 SURVEY BY: C. BUENDIA TIME: 10:15 AM - 10:50 AM CHECKED BY: SCOTT MA CUMMULATIVE PERCENT SPEED 20 40 60 80 100 70 x 100.0% 69 x 100.0% 68 x 100.0% 67 x 100.0% 66 x 100.0% 65 x 100.0% 64 x 100.0% 63 x 100.0% 62 x 100.0% 61 x 100.0% 60 x 100.0% 59 x 100.0% 58 x 100.0% 57 x 100.0% 56 x 100.0% 55 x 100.0% 54 X 100.0% 53 x 100.0% 52 x 100.0% 51 x 100.0% 50 x 99.4% 49 X 97.5% 48 x 96.9% 47 x 95.0% 46 x 90.7% }PACE 45 x 85.7% }PACE 44 x 78.9% }PACE ---85PCT 43 x 74.5% }PACE 42 x 71.4% }PACE 41 x 63.4% }PACE 40 X 54.0% }PACE 39 x 35.4% }PACE•---MEAN 38 x 28.0% }PACE 37 x 22.4% }PACE 36 x 14.3% ---15PCT 35 x 12.4% 34 x 8.1% 33 x 6.8% 32 x 5.6% 31 x 3.1% 30 x 3.1% 29 x 2.5% 28 x 1.9% 27x 1.9% 26 x 0.6% 25 x 0.6% 24 x 0.0% 23 x 0.0% 22 x 0.0% 21 X 0.0% 20 x 0.0% 19 x 0.0% 18 x 0.0% 17 X 0.0% 16 x 0.0% 15 x 0.0% UPPER LIMIT 10 MPH PACE: 46 MPH LOWER LIMIT 10 MPH PACE: 37 MPH 85th PERCENTILE SPEED: 44.9 MPH PERCENT OVER PACE: 9.3 % MEDIAN SPEED: 39.8 MPH PERCENT IN PACE: 76.4 % 15th PERCENTILE SPEED: 36.1 MPH PERCENT UNDER PACE: 14.3 File.Princeton 2025-03 Resolution No. 2025-4350 Page 25 RADAR SPEED DISTRIBUTION SHEET HCI CITY OF MOORPARK PRINCETON AVENUE SR-118 FWY OVERPASS (S)TO SPRING ROAD DATE: 2/28/2025 SURVEY BY: C. BUENDIA TIME: 10:15 AM - 10:50 AM CHECKED BY: SCOTT MA NUMBER OF VEHICLES CUM. SPEED 5 10 15 20 25 PCT. PCT. 70 MIMIMIMI =MIMIMI =MIMIMI MIMIMIMI 100.0% MIMIMMI MIIMIMIMI MIIMIMIMI MIMIMIMI ttMIMIMIMIMI 100.0% MIMIMIMI =MIMIMI MIMIMIMI =====iiiM 100.0% MIMIMIMI =MIMIMI MiiMIMIMI MIMIMIMI 1111111111MMIMI=111 100.0% MIMIMIMI 100.0% 65 MIMIMIMI MIIMIMIMI =NM= MEMINIMMONMII 100.0% MEMIMIMI MMMM 100.0% MIMIMIMIMIMIMIMII. M111111111111M1 11111111111111M1111 100.0% MIMIMIMI-._,.MMIMIMI MIIMIMIMI MIME= ;MIMIMIMIMI=1111=11 100.0% MIMIMIMI MIIMIMIMI MIIMIMIMI IIIIMMI11111111111=1 100.0% 60 MIMIMIMI I•MIMIMI NIMMIMIMI MMMEN MIMIMIMIMI 100.0% MIMIMIMI MIIMIMIMI MIIMIMIMI MIME= MIMIMIMIMIMIMIMIMII 100.0% MIMIMIMI MIIMIMIMI 100.0% 11•1111111111111111 MMMM MIMIMIMIMIMIMI 100.0% MIMIMIMI ==== 'EMMEN 100.0% 55 MIMIMIMIMIMIIMIMIMI MIIMIMIMI MMMM 'M=MMINI 100.0% MMUIVINIMENIML MEMIMIMI MIMIMIMI MMMMIli 100.0% MEMIMIMIr 100.0% MIMIMIMI IMMIMIMI MIMMMIMI 100.0% MIIMIMIMI MIMIMIMI 0.6% 100.0% 50 NIMIMIMI =MIMIMI ==== MIMIMIMI IIMI 1.9% 99.4% NIMIMIMI MIIMIMIMI MIIMIMIMI NIMMEINI MIMIMIMI 0.6% 97.5% IMMUNE' I•MIMIMI =MIMIMI M=MM MMMM IMO 1.9% 96.9% IMEI 4.3% 95.0% MIMIMIMI MIIMIMIMI MMMM MMMMI IIIIIIIIIIf I 5.0% 90.7% 45 MIMIMI© ©NIMI© 1MIIII 6.8% 85.7% ©MUMMI MIIMIMIMI ;MIMIMIMI tMI E= MIMI 4.3% 78.9% NIMIMIMI NIMMIMIMI MIMIMIMI ©1110121 74.5% IDIII3MI© MINIMI© M=MM ;MI MI 8.1% 71.4% MIMIMIMI MI©NIMI MINIMI© ���� MIMIMIMI~ ®MI 9.3% 63.4% 40 MINI©© MIMINIMI MINIMUM MINI©© JII IIII3MIMI MIm 18.6% 54.0% MIMIMIMI 35.4% NIMIMIMI MIMINIMI ���� MIMIMIMI MIMIMIMIMIINMI 5.6% 28.0% MINIMUM MINIMUM d MIMIMIMI MIMIMIMI MIMIMIMI ® 8.1% 22.4% MININIMI MIMIMIMI MIMIMIMI 1 9% 14.3% 35 NIMIMIMI' MIMIMIMIMIIMMMM aMIMIMIMI MIMIMIMI 4.3% 12.4% NIMIMIMI =MIMIMIMI=MIMIMIMIMIMIMI I♦MIMIMIMI©MIBMI 8.1% MIMIMIMI MMIMIMI> =MMEI 'MII♦MII♦ I♦MIMIMIMI©MIEIRI 6.8% MININIMI MIIMIMIMI 5.6% MIMIMIMI =MIMIMI MIMIMIMI MIMIMIMI MIMIMIMI m3 0.0%®'. 30 MIMIMIMI MMIMIMI MEMIMIMI MIMIMII♦ MIMIMIMI 'MEM 0.6%MIMI NIMIMIMI �MIMIMI =MIMIMI MIMIMIMI MIMIMIMI 4IMil 0.6%MIMI MIMIMIMI MIMIMIMI =MIMIMI MIMIMIMI MIMIMIMI AME3 0.0% 1.9% MIMIMIMI I•MMM =MIMIMI MIMIMIMI MIMIMIMI ©W 1.9% MIMIMIMI �MIMIMI _ 11=MIMIMI MIl♦I♦M =MIMIMI M 0.0% 0.6% 25 MIMIMIMI MIIMIMIMI "MINIMUM MIMIMIMI MIMIMIMI III 0.6% 0.6% MIMIMIMI I♦MIMIMI MIMIMIMI 0.0% MIMIMIMI MIIMIMIMIMIMIIMIMIMI MIMIMIMI F MIMIMIMI 'N=11 0.0% I♦MIMIMI MIIMIMIMIMIMIIMIMIMI :MIMIMIMI MIMIMIMI 11 0.0% MIMIMIMI 11111MIMIMIMI=MIMIMI MIMIMIMI MIMIMIMI MM 0.0% 20 MIMIMIMI MIIMIMIMIMIMIIMIMIMI MIMIMIMI MINE MIMII 0.0% MIMIMIMI =MIMIMIMIMMIMIMI %MIMIMIMI MIMIMIMI =ME= 0.0% MIMIMIMI MIIMIMIMIMIMIIMIMIMI_;MIMIMIMI MIMIMIMI =MIME 0.0% MIMIMIMI MIMIMIMI I•MIMIMIM11111111 0.0% MIMIMIMI 0.0% 15 MIMIMIM MIIMIMIMIMIMIIMIMIMI MIMIMIMI MIMIMIMIMIMIINIMI 0.0% TOTAL VEHICLE MIm UPPER LIMIT 10 MPH PACE: 46 MPH LOWER LIMIT 10 MPH PACE: 37 MPH 85th PERCENTILE SPEED: 44.9 MPH PERCENT OVER PACE: 9.3 % MEDIAN SPEED: 39.8 MPH PERCENT IN PACE: 76.4 % 15th PERCENTILE SPEED: 36.1 MPH PERCENT UNDER PACE: 14.3 % File: Princeton 2025-03 Resolution No. 2025-4350 Page 26 APPENDIX B Resolution No. 2025-4350 Page 27 Radar Certification - i Certificate of Completion and Competency DOPPLER RADAR OPERATION Name at i Btrendi a • tuc Dcpartmcnt Transportation has successfully completed a course of instruction in the operation of Moving Car and Stationary Doppler Radar and is G deemed competent to utilize th pale Dopplor ar to de- termine the velocity of moto es. 7/23/91 Q'at� inalr for irkUlE4P313-41 31 fS East Ninth Strout' Owonsboro,KY42301 , 5ubstdlarios of MPO,Inc. (502)605.6200 • 9310 „.a elesolution No. 2025-4350 age 28 PVP COMMUNICATIONS TRAFFIC RADAR CERTIFICATION ',Vac,.nnov Sun,•r;J.,ralxwmcr.; 2310 W 205'St TESTED TO NHTSA SPECIFICATIONS/IACP CRITICAL PERFORMANCE STANDARDS Torrance CA 90501 (NHTSA)National Highway and Traffic Safety Administration 310-212-5432 (IACP)International Association of Chiefs of Police Date: 6/27/2023 Device Model:MPH Industries K-15 TYPE:❑III N IV Directional:❑YES N NO MOVING RADAR:❑YES N NO TUNING FORK CALIBRATION(NHTSAParagraphs 2.4/5.4) Counting Unit SN: I 12145 Antenna-1SN: N/A Antenna-2SN: N/A Low Speed Fork SN: 5359 Last Cal Date: N/A [ Freq(Hz): 2521 Speed(mph): 35 Measured: 2540 High Speed Fork SN: 15751 Last Cal Date: N/A Freq(Hz): 4682 Speed(mph): 65 Measured: 4727 N PASS❑FAIL❑N/A RADAR DEVICE TUNING FORK TESTS(NHTSAParagraphs 2.5/5.5) Low Fork High Fork Stationary Mode Fork Speed(mph) 35 65 Disp.Speed(mph) 35 65 Moving Mode TARGET SPEED Expected(mph) N/A Opposite Direction (HIGH FORK—LOW FORK) Displayed(mph) N/A TARGET SPEED Expected(mph) N/A Moving Mode (HIGH FORK+LOW FORK) Displayed(mph) N/A Same Direction TARGET SPEED Expected(mph) N/A (HIGH FORK-LOW FORK) Displayed(mph) N/A N PASS❑FAIL TRANSMISSION FREQUENCY STABILITY(NHTSAParagraphs 2.6.1/5.6.1) Std Supply Voltage(V) 13.6V Antenna 1 Freq{GHz) 241568 Antenna 2 Freq(GHz) N/A Std Supply Voltage—20%(V) 10.8V Antenna 1 Freq(GHz) 241502 Antenna 2 Freq(GHz) N/A Std Supply Voltage+20%(V) 16.3V Antenna 1 Freq(GHz) 241532 Antenna 2 Freq(GHz) N/A ®PASS❑FAIL POWER DENSITY(NHTSAParagraphs 2.6.5/5.6.5) Mfg Spec(max mW/cm) <5 I Antenna 1 Power(mW/cm) 0.5 Antenna 2 Power(mW/cm) N/A N PASS❑FAIL Low Voltage(NHTSAParagraphs 2.8/5.8) Mfg Spec(V) <10.8V LVA Activates(V) 4.28 LVA De-Activates(V) 7.23 N PASS❑FAIL DOPPLER AUDIO(NHTSAParagraphs 2.9.1/5.9.1) Audio Tone Correlates with Received Doppler Signal N PASS 0 FAIL Functioning Audio Volume Adjustment Control N PASS❑FAIL INTERNAL CIRCUIT(NHTSAParagraphs 2.12.4/5.12.4)SPEC:TARGET-32 OR PASS N PASS ❑FAIL DIRECTIONAL(NHTSAParagraphs 2.12.6.5/5.12.6.5) Selects Only Target Moving Towards Radar:N YES 0 NO N PASS ❑FAIL Selects Only Target Moving Away From Radar:N YES ❑NO LOW AND HIGH SPEED DISPLAY TEST(NHTSAParagraphs 2.12.7/2.12.8/5.12.7/5.12.8) Stationary Mode Target Channel(mph) Low Speed Spec 20 Low Speed Display 20 High Speed Spec 200 High Speed Display 200 Low Speed Spec 20 Low Speed Display 20 Moving Mode Target Channel(mph) High Speed Spec 200 High Speed Display 200 Moving Mode Patrol Channel(mph) Low Speed Spec 20 Low Speed Display N/A High Speed Spec 80 High Speed Display N/A N PASS El FAIL RFI TEST(NHTSAParagraphs 2.13/5.13)N PASS ❑FAIL Laboratory Comments: NHTSA/IACP CERTIFICATIONThis Lidar device meets or exceeds the minimal operational standards of the National Traffic Highway Safety Administration.California Vehicle Code Section 40802 N PASS 0 FAIL Certified By: n M Date: 0/27/20231 Ank\non\f S\`VA Inventory 0 Fork Cert ❑Manual❑2na Antenna❑Remote 0 Battery N Carrying Case N Forks 0 1 0 2 N 3 0 Other(PLEASE LIST): Resolution No. 2025-4350 Page 29 STATE OF CALIFORNIA ) COUNTY OF VENTURA ) ss. CITY OF MOORPARK ) CERTIFICATION I, Ky Spangler, City Clerk of the City of Moorpark, California, do hereby certify under penalty of perjury that the foregoing Resolution No. 2025-4350 was adopted by the City Council of the City of Moorpark at a regular meeting held on the 3rd day of September, 2025, and that the same was adopted by the following vote: AYES: Councilmembers Barrett, Castro, Delgado, Means and Mayor Enegren NOES: None ABSENT: None ABSTAIN: None WITNESS my hand and the official seal of said City this 4th day of September, 2025. VlerikJG+ Ky S , Cit lerk (seal) ( RTh P� itiL .®3