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Oxnard staff explain speed hump program; residents press for local fixes and timeline
Summary
City traffic engineering staff described eligibility, data collection and design steps for the speed hump program and answered resident questions about timing, materials and alternatives such as striping and roundabouts.
City of Oxnard traffic engineering staff outlined the city’s speed hump program and fielded neighborhood questions about eligibility, timing and alternatives.
Jose Rivera and Miguel (last name given as Miguel Guillen in materials) of the City of Oxnard Traffic Engineering Division told INCO members the program began in October and that this is its third year. Rivera said a resident must submit an application for an uninterrupted street segment of at least 1,000 linear feet (no stop‑control intersections within that length). Staff then install traffic data collectors, review the speed distribution and look for one of two criteria to be met: the 80th percentile speed on the segment must be 32 mph or higher, or the segment must have two speed‑related collisions in the prior 12 months.
"If those criteria are met, then we go into design and collect resident signatures," Rivera said. The design package is distributed to residents for signature; 67% of the properties along the segment must support installation for the city to install speed humps. Rivera said the humps are rubberized and bolted to pavement; crews install them without full street closures and staff estimated the product lasts more than 10 years.
Residents asked how long the overall process takes and what the physical installation requires. Rivera said a typical study takes about two months from start to finish, though procurement and scheduling may add time; initial pilot locations took up to 18 months because the program was new. He said physical installation is rapid because the humps are made of recycled rubber and are bolted to the road—no asphalt milling or extended closures are required.
Neighbors asked about alternatives where speed humps do not qualify. Rivera said the city uses striping and "optical narrowing" or traffic‑calming striping, and will consider other tools such as road diets. A resident requested study of a specific intersection for signal changes (arrows); staff said the signal operations team is already reviewing that location.
Several chairs reported prior applications: staff said two of four submitted streets in one neighborhood were approved and encouraged chairs to email staff to request reevaluation. Rivera and Miguel left business cards and application forms with neighborhood chairs.
