HomeMy WebLinkAbout1986-10-06; Traffic Safety Commission; ; Intersection of Alga and Corintia, Alga and El Fuerte, and El Fuerte and CorintiaCIT-Y Of CARLSBAD
~R.AffIC SAFETY COMMISSION
COMMISSION REPORT OF: October 6, 1986 ITEM NO,D-1
(This item was continued from the September 8, -
1986 Traffic Safety Commission Meeting.)
LOCATION: Intersection of Alga Road and Corintia Street.
INITIATED BY: Frederic
School
BACKGROUND:
Wise, Principal, La Co.sta Meadows
This item was discussed at the Traffic Safety Commission
meeting of September 8, 1986, It was continued until the
October Commission meeting to enable staff to obtain new
traffic and pedestrian counts since the new elementary school
opened on September 8, 1986,
DATA:
Updated traffic counts were obtained for Corintia Street at
the Alga Road intersection (attached). The traffic volumes
changed very little from the previous count, Minimum vehic-
ular volume at this intersection does not meet warrants.
Other traffic signal warrants are not met (warrants are
attached),
A pedestrian count was taken on September 18, 1986 in the
afternoon from 1 :55 P.M. to 3:00 P.M. at the intersection of
Alga Road and El Fuerte Street and at Alga Road and Corintia
Street. A total of 63 pedestrians crossed Alga Road north-
bound at El Fuerte Street, 19 of which were bicyclists. Five
(5) pedestrians crossed southbound. At Corintia and Alga, a
total of 21 pedestrians crossed Alga Road, 16 of -which were
northbound.
On the morning of September 19, 1986 from 7:25 A.M. to 8:00
A,M. a pedestrian count was taken at both intersections. At
Alga Road and El Fuerte Street, a total of 42 pedestrians
crossed Alga Road, 25 of which-were bicyclists. At Alga Road
and Corintia Street, a total of two (2) pedestrians crossed
Alga Road.
TRAFFIC SAFETY COMMISSION
COMMISSION REPORT OF: October 6, 1986
Continued
RECOMMENDATION:
ITEM NO. D-1
Traffic signal ·warrants are not met, therefore the Traffic
Safety Coordinating Committee recommends that the request for
a traffic signal at the intersection of Corintia Street and
Alga Road be denied.
NECESSARY COUNCIL ACTION:
City Council approval of a traffic signal will be necessary
if it is recommended for installation.
TRAFFIC COUNT Dn.A SHEET
TS# __ _
Street(s)
Count Date%~ to<:t-/4,-(i;,/4
Location: On C>za::ff74
Time Period ,ne -r-~
0000-0100 ""3-
0100-0200 0
0200-0300 D
0300-0400 ?
0400-0500 0
0500-0600 ~
0600-0700 LI-L\-
0700-0800 1-z:..-z..._.
0800-0900 ---;, ,,
0900-1000 &"\
1000-1100 ":=,(...
1100-1200 '?7
1200-1300 3~
1300-1400 44
1400-1500 c+~
1500-1600 d?Z,
1600-1700 ~e,
1700~1800 49
1800-1900 "3~
1900-2000 2.~ '
2000-2100 'Z..O
2100-2200 10
2200-2300 1-Z-
2300-2400 ~
TOTAL(S) 4-?4 "3~7
PEAK HOUR(S)
PEAK FLOW(.S)
Data Reiduction by ~?
(btwn/at) A/p,w
Day/Direction
•
BG=o-1.:
Date q!./~-e30
(and) 5......., , ·a:, y
I
Special conditions or remarks: ___________________ _
ADT --
TRAFFIC COUNT D. SHEET
TS# __ _
Street(s).
Count Da.te 'o/..ffe:~to ~ /t,-et,.
Location: On. C,,,,a14.,,.,,..,--4
Time Period ~,1/8 ~
0000-0100 3
0100-0200 0
0200-0300 '-
0300-0400 l
0400-0500 "3,.
0500-0600 \ "2-
0600-0700 ~,
0700-0800 \S\
0800-0900 \ \0
0900-1000 71P
1000-1100 7?J
1100-1200 I t.:rz_
1200-1300 ll77
1300-1400 ~-:;
1400-1500 105
1500-1600 @/
1600-1700 (p?
1700-1800 ? t.j.
1800-1900 ~3
1900-2000 42-I
2000-2100 Z.\
2100-2200 z-z..
2200-2300 14
2300-2400 10
TOTAL(S) 73\ 517
PEAK H0UR(S)
PEAK FL0W(S)
Data Reduction by M;?"? Date 9 Jf!J -er:
(btwn/at) A L-,,4 (and)~ ,.,,,,__,~>'-<t?f>z 4
Day/Direction
i
I
'
Special conditions or remarks: ___________________ _
A-'D1
TRAFFIC COUNT DA"---" SHEET
TS# __ _
Street(s)
Count Dateq_}!z-£% to 1-lv-$?
Location: On,_LA=,.!.,,.:,e.;.,,'4c.__ ___ _
Time Period ~ ~e,
0000-0100 -Z..7
0100-0200 10
0200-0300 s
0300-0400 +
0400-0500 "3
0500-0600 4
0600-0700 (,,.
0700-0800 G-\-7
0800-0900 l-Z..\
0900-1000 l "Z-t,
1000-1100 l -Z.."'?
1100-1200 \ -z --z._
1200-1300 1-Z.7
1300-1400 I "3 t,.
1400-1500 I 7"3
1500-1600 z_ It,.
1600-1700 270
1700-1800 3~C>
1800-1900 31Z-
1900-2000 \?7 ' 2000-2100 lbO\
2100-2200 103
2200-2300 {,,t3
2300-2400 37
T0TAL(S) -z:,017~ c;,~o
PEAK H0UR(S)
PEAK FL0W(S)
Data Reduction by M;1:z
(btwn/at) ~,t,77,£ ,
Day/Direction
Date Of-)@-f¼::-,
(and) C-4~,1;
Special conditions or remarks=------'----------------
~--z:., b,,£3&,
TRAFFIC COUNT D::-.. .. SHEET
TS# __ _
Street(s)
Count Date~k<11b,J.o :S/2~/~
Location: On /Jl;rA
Data Reduction by H-'}'2 Date ~c:c.,.
1
~
(btwn/at) (!0 e,hYZ?d (and) "';7.d,vzy ~et.
Day/Direction
Ti me Period .W/45 m /413
0000-0100 10
0100-0200 z..
0200-0300 7
0300-0400 (p
0400-0500 10
0500-0600 00
0600-0700 173
0700-0800 z--;,
0800-0900 ·7 ~
0900-1000 l&3
1000-1100 ~
1100-1200 /4Z..
1200-1300 JZ.C\'
1300-1400 170
1400-1500 1 l:7 Z-
1500-1600 I (pz_
1600-1700 /6'(p
1700-1800 I7~
1800-1900 ) '5 z_
1900-2000 f34 '
2000-2100 qg
2100-2200 r:i?O
2200-2300 Z-7
2300-2400 17
TOTAL(S) l,uz4 C/0&:>
PEAK HOUR(S)
PEAK FLOW(S)
Special conditions or remarks=-----------------:----
Aer: === z;s 3c:::>
Traffic Manual TRAFFIC SIGNALS AND LIGHTING 9-1
12-1979
CHAPTER 9
TRAFFIC SIGNALS AND LIGHTING
Traffic Signals-Basic Information and Warrants 9-01
9--01.1 Introduction
Traffic signals are electrically powered traffic con-
trol devices which alternately direct traffic to stop
and proceed at highway and street intersections.
Their purpose is the orderly assignment of right of
way to the various traffic movements.
When justified and properly designed, a traffic sig-
nal installation may achieve one or more of the fol-
lowing:
1. Reduce the frequency of certain types of acci-
dents; especially the right-angle type;
2. Effect orderly traffic movement;
3. By proper coordination, the continuous flow of
a. platoon of traffic at a definite speed along a
given route;
4. Allow other vehicles and pedestrians to cross a
heavy traffic stream; and
5. Control traffic more economically than by man-
ual methods.
Unjustifi_ed, ill-<iesigned, improperly--0perated, or
poorly mamtamed traffic signals may cause:
1. Increased accident frequency,
2. Excessive delay,
3. Disregard of signal indications, and
4. Circuitous travel by alternate routes.
Contrary to common belief, traffic signals do not
always increase safety and reduce delay. Experience
shows that the number of right-angle collisions may
decrease after the installation of signals, but the num-
ber of rear-end collisions will increase in many in-
stances. The installation of signals may increase over-
all delay and reduce intersection capacity.
Consequently, it is of the utmost importance that the
consideration of a signal installation and the selection
of equipment be preceded by a thorough study of
traffic and roadway conditions made by an engineer
expe_rienced and trained in this field. Equally impor-
tant 1s the need for checking the efficiency of a traffic
signal in operation. This determines the degree to
which the type of installation and the timing pro-
gram meets the requirements of traffic.
Ml .2 Warrants
The warrants for the installati.on of traffic signals
are based on those stated in the Manual on Uniform
Traffic Control Devices. These warrants apply to
both pre-timed and traffic-actuated traffic signals.
When the 85-percentile speed of major street traf-
fic exceeds 40 miles per hour, or when the intersec-
tion lies within the built-up area of an isolated com-
munity having a population less than 10,000, the
location is considered rural. All other areas are con-
sidered urban. Since the installation of traffic signals
may increase certain types of collisions, the decision
to install signals should not be based solely upon war-
rants. Consideration should also be given to such fac-
tors as delay, congestion, approach conditions, driver
confusion and additional evidence of need for right
of way assignment above that which could be pro-
vided by stop signs.
The installation of traffic signals should be consid-
ered if one or more of the warrants listed below are
met:
Warrant 1-Minimum Vehicular Volume.
Warrant 2 -Interruption of Continuous Traffic.
Warrant 3 -Minimum Pedestrian Volume.
Warrant 4 -School Crossings.
Warrant 5 -Progressive Movement.
Warrant 6 -Accident Experience.
Warrant 7 -Systems.
Warrant 8 -Combination of Warrants.
9--01.3 Warrant 1 -Minimum Vehicular Volume
The minimum vehicular volume warrant is intend-
ed for application where the volume of intersecting
traffic is the principal reason for consideration of sig-
nal installation. The warrant is satisfied when for
each of any 8 hours· of an average day the traffic
volumes given in the table below exist on the major
street and on the higher-volume minor street ap-
proach to the intersection.
Number of lanes for
moving traffic on
each approach
Vehicles per
hour on major
street (total
of both
approaches)
Vehicles per
hour on higher-
volume minor-
street approach
(one direction
only)
(Minimum Requirements)
Major Stree1 Minor Street ~ Rural Urban . Rural
1-------1-------500 j50 150 105
2 or more --1-------600 420 150 105
2 or more --2 or more .... 600 420 200 140
1-------2 or more --500 350 200 140
_j
9-2
12-1979
TRAFFIC SIGNALS AND LIGHTING Traffic Manual
The major street and the minor street volumes are
for the same 8 hours. During those 8 hours the direc-
tion of higher volume on the minor street may be on
one approach during some hours and on the opposite
approach during other hours.
Left tum movements from the major street may
be included with minor street volumes if a separate
signal phase is to be provided for the left tum move-
ment. The left tum volume in the highest direction
may be added to the minor street volume on the
highest approach and the major street volume should
be reduced by this amount.
9-41.4 Warrant 2 -Interruption of Continuous Traffic
The interruption of continuous traffic warrant ap-
plies to operating conditions where the traffic vol-
ume on a major street is so heavy that traffic on a
minor intersecting street suffers excessive delay or
hazard in entering or crossing the major street. The
warrant is satisfied when for each of any 8 hours of
an average day the traffic volumes given in the table
below exist on the major street and on the higher-
volume minor street approach to the intersection,
and the signal installation will not seriously ,disrupt
progressive .traffic flow.
Number of lanes for
moving traffic on
each approach
Vehicles per
hour on major
street <total
of both
1,1,pproaches)
Vehicles per
hciur on higher-
volume minor•
street approach (one direction
only)
(Minimum Requirements)
Major Street Minor Street ~ fu!!:!} Urban~
1-------l-------2ormorc--1--···-·
2 or more.... 2 or more-•
1 .............. 2ormore-•
750
900
900
750
525 75 630 75
630 100 525 100
53
53
70
70
The major street and minor street volumes are for
the same 8 hours. During those 8 hours the direction
of higher volume on the minor street may be on one
approach during some hours and on the opposite
approach during other hours.
Left turn movements from the major street may
be included with minor street volumes if a separate
signal phase is to be provided for left tum move-
ment. The left tum volume in the lµghest direction
may be added to the minor street volume on the
highest approach and the major street volume should
be reduced by this amount.
9-41.5 Wanant 3-Minimum Ped .. trlan Volume
The minimum pedestrian volume warrant is satis-
fied when for each of any 8 hours of an average day
the following traffic volumes exist: . ' 1. On the major street 600-Urban, 420-Rural or
more vehicles per hour enter the intersection
(total of both approaches): or 1,000-Urban, 700
-Rural or more vehicles per hour ( total of both
approaches) enter the intersection on the ma-
jor street where there is a raised median island
four feet or more in width; and
2. During the same 8 hours as in paragraph I.,
there are 150-Urban, 105-Rural or more pede-
strians per hour on the highest volume cross-
walk crossing the major street.
A signal installed under this warrant at an isolated
intersection should be of .the traffic-actuated type
with push buttons for pedestrians crossing the main
street. If such a signal is installed at an intersection
within a signal system, it should be equipped and
operated to provide proper coordination.
Signals installed according to this warrant .shall be
equipped with pedestrian indications conforming to
requirements set forth in other sections of this Man-
ual.
Signals may be installed at nonintersection loca-
tions (Mid-block) provided the requirements of this
warrant are met, and provided that the related cross-
walk is not closer than 150 feet to another established
crosswalk. Curbside parking should be prohibited for
a minimum of 100 feet in advance of and 20 feet
beyond the crosswalk. Phasing, coordination and in• .
stallation must conform to standards set forth in this
Manual. Special attention should be given to the sig-
nal head placement and the signs and markings used
at nonintersection locations to be sure drivers are
aware of this special application.
9-41.6 Wanant 4-School Cro11ln111
See Chapter 10.
M1.7 Wanant 5 -Progre11lve Movement
The progressive movement warrant is satisfied
when one of the following is true:
1. On a one-way street .or on a street which pre-
ponderantly has unidirectional traffic signifi-
cance, adjacent signals are so far apart that the
necessary degree of platooning and speed con-
trol of vehicles would otherwise be lost or,
2. On a two-way street, where adjacent signals do
not provide the necessary degree of platooning
and speed control and the proposed and adja-
cent signals could constitute a progressive signal
system.
The installation of a signal according to this war-
rant should be based on the 85-percentile speed un•
less an engineering study indicates that another
speed is more desirable.
The installation of a signal according to this war-
Traffic Manual TRAFFIC SIGNALS AND LIGHTING 9-:
12-197
rant should not be-considered where the resultant
signal spacing would be l,ess than 1,000 feet.
9-41.1 Warrant 6-Accident Experience
The accident-experience warrant is satisfied
when:
l. Adequate trial of less restrictive remedies with
satisfactory observance and enforcement has
failed to reduce the accident frequency; and
2. Five or more reported accidents of types sus-
ceptible of correction by traffic signal control
have occurred within a 12-month period, each
accident involving personal ,injury or property
damage to an apparent extent of $200 or more;
and
3. There exists a volume of vehicular and pedes-
trian traffic not less than 80 percent of the re-
quirements specified in the minimum vehicular
-volume warrant, the interruption of continu-
ous traffic warrant, or the minimum pedestrian
-volume warrant; and •
4. The signal installation will not seriously disrupt
progressive traffic flow.
9-41.9 Warrant 7 -Sy1tem1 Warrant
A traffic signal installation at some intersections
may be warranted to encourage concentration and
organization of traffic flow networks. The systems
warrant is applicable when the common intersection
of two or more major routes has a total existing, or
immediately projected, entering volume of at least
800 vehicles during the peak hour of a typical week-
day, or each of any five hours of a Saturday and101
Sunday.
A major route as used in the above warrant has om
or more of the following characteristics:
l. It is part of the street or highway system tha
serves as the principal· network for through traf
fie flow;
2. It connects areas of principal traffic generation
3. It includes rural or suburban highways outsid,
of, entering or traversing a city;
4. It has surface street freeway or expresswa:
ramp terminals;
5. It appears as a major route on an official pla,
such as a major street plan in an urban are:
traffic and transportation study.
Ml.10 Warrant 8 -Combination of Warrant•
In exceptional cases, signals occasionally may b,
justified where n~ single warrant is satisfi.ed bu
where any two of Warrants 1, 2 and 3 are satisfied t,
the extent of 80 percent or more of the stated numer
ical values for each of any 8 hours of an average day
9-41.11 Periodic Traffic Signal Studle1
To maintain the desirable operation of existin1
traffic signals it is necessary to periodically conduc
engineering ;tudies to ensure that the desired opera
tion is realized. In particular, engineering studie
should determine whether the installation continue
to be justified and that the signal timing in use meet
the current traffic requirements.
STATE OF CALIFORNIA
DUSINESS AND TRANSPORTATION AGENCY
DEPARTMENT OF TRANSPORTATION
SCHOOL
AREA
PEDESTRIAN
SAFETY
1979
EDMUND G. DROWN JR.
Governor
ALAN ~TEIN
Secretary -Business snd Transportation Agency
ADRIANA GIANTURCO
Director of Transportation
C. E. FOP.DES
Chief Engineer
CONTENTS
Index No.
Map of State of California Showing Highway Districts ____________ Inside Cover
Basic Information ___________________________________ 10-01
Speed Control_ ____________________________________ 10-02
School Safety Advisory Committees ________________________ l0°03
Signs and Markings __________________________________ 10-04
Flashing Yellow Beacons ______________________________ l0-05
School Area Traffic Signals ____________________________ l0-06
School Safety Patrol_ ________________________________ 10-07
Adult Crossing Guard ________________________________ l0-08
Pedestrian Separation Structures _________________________ 10-09
Pedestrian Walkways ________________________________ ..10-10
School Area Parking and Loading Controls ___________________ l0-11
Typical School Sign Installations _________________________ Figure 10-1
School Located Adjacent to a Partially Controlled Intersection
in an Area With Speed Limit Greater than 25 MPH ______________ Figure 10-2
School Located in 25 MPH Business or Residential
Area With Many School Crossings _________________________ Figure 10-3
School Adjacent to Highway at Mid-Block Location
Where Flashing Yellow Beacons are Warranted ________________ Figure 10-4
Typical Installations for Flashing Yellow Beacons
and Overhead Sc.hool Signs _____________________________ Figure 10:5
This manual may be purchased from the State of California, Department
of Transportation, 6002 Folsom Blvd., Sacramento, California 95819.
Traffic Manual SCHOOL AREA PEDESTRIAN SAFETY 10-1
B-1979
10-1979
CHAPTER 10
SCHOOL AREA PEDESTRIAN SAFETY
Basic Information 10-01
10--01.1 General
The safety of students enroute to and from school
is the joint responsibility of parents, school adminis-
trators, other public officials and the general public.
Signs, markings and other control measures to safe-
guard the students should conform to uniform stand-
ards so that they are instinctively recognized by all
motorists.
The purpose of this chapter is to bring together for
easy reference the basic laws and regulations con-
cerning the protection of students, and to point out
responsibilities of people and organizations in pro-
moting school pedestrian safety. It sets forth basic
principles and prescribes standards for school cross-
ings on all streets and highways in California.
Persons and organizations using this manual may
want additional information on specific locations. If
the crossing is on a State highway, inquiry should be
made at the nearest Caltrans District Office. For
crossings on city streets or county roads, appropriate
local authorities should be contacted.
As used in this chapter,
1. "School Crosswalks" refers to all marked cross-
walks along the "Suggested Route to School."
2. "School Zone" includes all streets and highways
contiguous to the school grounds when
"SCHOOL" warning signs (W65) are in place.
3. The terms "School Pedestrians" and "Students"
are used interchangeably and may include stu-
dent bicyclists for the purpose of determining
appropriate crossing protection measures.
4. SHALL -A mandatory condition. Where cer-
tain requirements in the design and application
of a device are described with the "shall" stipu-
lation, it is mandatory when an installation is
made that these requirements be met.
5. SHOULD -An advisory condition. Where the
word "should" is used it is considered to be ad-
visable usage, recommended but not manda-
tory.
6. MAY -A permissi>ve condition. No require-
ments for design or application is intended.
Speed Control 10-02
10--02.1 Legal Authority
Speed limits in the vicinity of schools are estab-
lished by Sections 22350 (Basic Speed Law), 22352
(b) and 22358.4 of the California Vehicle Code, para-
phrased as follows:
22350 Basic Speed Law. 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.
22352 Prima Facie Speed Limits (b) twenty-
five miles per hour (2) when passing a school
building or the grounds thereof, contiguous to a
highway and posted with a standard "SCHOOL"
warning sign (W65 as used in Installations A and
C), while children are going to or leaving such
school during opening or closing hours or during
the noon recess period. Such prima facie limit shall
also apply when passing any school grounds which
are not separated from the highway by a fence,
gate or other physical barrier while the grounds
are in use by children and the highway is posted in
the above manner.
22358.4 Decrease of Local Limits Near School
Whenever a local authority determines upon the
basis of an Engineering and Traffice Survey that
the prima facie speed limit of 25 miles per hour
established by Section 22352 (b) (2) above is more
than is reasonable or safe, the local authority may
by ordinance or resolution determine and declare
a prima facie speed limit of20 or 15 miles per hour,
whichever is justified as the appropriate speed lim-
it by such survey. No such ordinance or resolution
shall be effective until appropriate signs giving no-
tice thereof are erected upon the highway nor, in
the case of a State Highway, until such ordinance
or resolution is approved by the Department of
Transportation and such signs are erected upon
the highway.
22358.5 Downward Speed Zoning. It is the in-
tent of the Legislature that physical conditions
such as width, curvature, grade and surface condi-
tions, or any other condition readily apparent to a
driver, in the absence of other factors would not
require special downward speed zoning, as the ba-
sic rule of Section 22350 is sufficient regulation as
to such conditions.
10-2 SCHOOL AREA PEDESTRIAN SAFETY Traffic Manual
10~1979
School Safety Advisory Committees 10--03
10-03.1 Policy
There is a need in each school district to establish
an organization concerned with the safety of stu-
dents enroute to and from school. Through such an
organization the school district can be responsibly
involved in processing requests for traffic safety con-
trols and for safety programs, and through its action
can coordinate activities within and between the
community and public agencies.
In order to provide a responsible administrative
structure for school area protection, each school dis-
trict is encouraged to ( 1) assign student safety re-
sponsibilities to a competent staff member and/or
(2) organize a school safety advisory committee to
serve the needs of each public and/or private school.
Each staff member and/or safety advisory commit-
tee may serve one or more schools, depending upon
the size of the district, geographical locations of
schools, the number of governmental jurisdictions
involved and the scope or number of student-traffic
related problems.
When the advisory committee structure is used,
the committee should be composed of governmental
and school district authorities who have the responsi-
bility and authority to intiate and provide programs
and projects.
Representatives from the city and;or county
superintendent of schools office should be the official
members. Advisors should include representatives of
the local area Safety Council, city and/or county
traffic engineers, police authorities and Parent-
Teachers Association, plus others. as needed.
10-03.2 Staff and Committee Responsibility
The duties of staff members and/or each commit-
tee should be to guitle and coordinate all activities
connected with the school traffic safety program,
such as:
1. Establish traffic safety policies and procedures.
2. Review and approve the various phases of the
school student traffic safety program.
3. Review and process requests and complaints.
4. Recommend priorities for proposed improve-
ment projects.
5. Promote good public relations.
6. Notify immediately the responsible agencies of
urgent school-pedestrian-traffic related safety
problems.
7. County Superintendent of Schools' office should
cootdinate all safety committees actions in es-
tablishing and promoting uniform practices for
school pedestrian safety throughout the county.
10-03.3 School Re1ponslblllty
The principal or designated staff person of every
school through twelfth grade should:
1. Develop cooperatively with local officials a
"Suggested Route to School" plan showing all
streets, school location and the routes to be used
by students enroute to and from school. The
plan should be designed to provide a maximum
of safety for students by taking advantage of
existing traffic controls. Students should be re-
quired to walk somewhat longer distances when
necessary in order to use existing crossing con-
trols.
2. Instruct the students on the use and purpose of
the "Suggested Route to School" plan.
3. Make periodic field reviews of the plan to en-
sure that the "Suggested Route to School" is
being used. Special attention should be given to
unsafe activities of the students. Recommenda-
tions for alteration or addition of parking, bus
loading and traffic controls, and removal of ob-
structions along the route should be referred
promptly to the responsible government
agency.
4. Review the "Suggested Route to School" plan
annually for any necessary revisions or addi-
tions.
Problems about school pedestrian safety on the ap-
proaches to the school, raised by parents and others,
shall be referred to the local principal for review and
transmission to the appropriate staff person or to the
school safety advisory committee. The school district
shall contact the local public agency directly in those
cases where financial participation by the school dis-
trict is required.
10-03.4 Governmental Traffic Agency Responsibility
Responsible traffic authorities shall investigate all
locations along the "Suggested Route to School"
where substantial school pedestrian-vehicle conflicts
may occur and recommend appropriate traffic con-
trol measures. Inherent in this analytical process are
two fundamental assumptions developed from suc-
cessful past experience:
1. The maximum delay to students at an uncon-
trolled crossing should be no greater than
would be experienced if a traffic control signal
were in operation at the location.
2. An adequate crossing gap in approaching traffic
should occur randomly at an average rate of at
least once each minute during the school cross-
ing periods. •
Traffic Manual SCHOOL AREA PEDESTRIAN SAFETY 10-3
The delay to school pedestrians may be considered
excessive when the num'Eier of adequate gaps in traf-
fic during the period students are using a crossing is
less than the number of minutes in that same time
period. When adequate gaps occur less frequently
than an average of one per minute, some form of
school pedestrian safety measure is needed.
Information developed from field studies will de-
termine the safety measures that are justified at the
crossing. Types of school pedestrian safety measures
include:
1. Warning signs and markings.
2. Variable speed limits.
3. Intersection stop signs.
4 .. Flashing yellow beacons.
5-1983
5. Traffic control signals.
6. Remove visibility obstructions.
7. School safety patrol.
8. Adult crossing guard.
9. Pedestrian separation structures.
10. Pedestrian walkways along the roadway.
11. Pedestrian walkways separated from the
roadway.
12. Parking controls and curb-use zones.
13. Bus transportation.
Some warrants to be used as guidelines for their
application are discussed throughout this chapter.
Signs and Markings 10-04
10--04.1 Sign• -General
Only permanent-type uniform traffic signs ap-
proved by the Department of Transportation (eve
21400-01) shall be used on public highways. Portable
signs ( except hand-held units for adult crossing
guards and school safety patrols) are not permitted
within the roadway. School area traffic signs need
not be reflectorized unless there is considerable
nighttime student use of the school buildings.
However, school area signs on State highways should
be reflectorized. If reflectorization is necessary, the
entire assembly shall be reflectorized uniformly. Any
of the Installation A, B, or e sign assemblies may be
fabricated as a single unit.
Typical school area signs are shown in Figure
10-1.
10--04.2 Sign Placement
Typical school area signing, both standard and op-
tional, are illustrated on Figures 10-2 through 10-5.
STANDARD School Zone Signing defines the be-
ginning of the school zone on all streets contiguous
to schools se~g kindergarten through 12th grades.
It should usually be posted at the school boundary,
but may be posted up to 500 feet in advance, depend-
ing on prevailing approach speeds and visibility.
However, school zone signing is not required if there
are no school pedestrians using the highway and the
school grounds are separated from the highway by a
fence, gate or other physical barrier_ (eve 22352).
Installation A (W63 and W65) is for use onlv on
,streets having a 25 mph speed limlit.
Installation C (W65 and R2, plus R72) is for use
on streets· havmg speed limits
other than 25 mph, but may also
be used instead of Installation A
in any sc!>ool zone.
OPTIONAL School Signing_ may be used where
warranted by prevailing conditions:
Installation B (W66 and W66A) is for use at
marked school -crosswalks on the
"Suggested Route to School." It
shall not be used where the cross-
ing is controlled by stop signs, traf-
fic signals, or yield signs. It should
usually be posted at the crosswalk,
but may be posted up to 50 feet in
advance.
Installation D (W64) "School Bus Stop 400 Feet"
is for use in accordance with the
provisions of eve 22504 ( c) where
there is not a clear view of the bus
stop from a distance of 200 feet in
each direction. The distance
shown on the sign may be adjusted
to fit conditions.
W63 is for use in advance of remote
school crosswalks outside of the
school zone.
The section of highway following a school zone
should be posted if the prima facia speed limit is
different from that in the school zone.
10-4 SCHOOL AREA PEDESTRIAN SAFETY Traffic Manual
5-1983
10--04.3 Pavement Markings _
Crosswalks
School crosswalks are for use along the "Suggested
Route to School.'" They should only be marked where
warranted by student-vehicular traffic conflicts or
where students could not otherwise recognize the
proper place to cross. They may be used near schools
of all grade levels.
As a minimum, crosswalks shall consist of two par-
allel 12-inch wide strips completely across the road-
way. Normally these stripes should be at least six feet
apart. Diagonal or longitudinal lines may be added
between the stripes for increased emphasis.
In accordance with the provisions of CVC 21368,
marked crosswalks shall be yellow when contiguous
to the school grounds and may be yellow if within
2800 feet of the school grounds, if there are no inter-
vening marked crosswalks other than those contigu-
ous to the schooLgrounds. Other marked crosswalks·
shall be white.
Limit Lines
School crosswalk limit lines may be used in ad-
vance of school crosswalks.
School crosswalk limit lines shall be white (CVC
377) and a minimum of 12 inches in width. When
used, the school crosswalk limit line should normally
be located four feet in advance of the school cross-
walk, but may be farther in advance where School
Safety Patrols or adult crossing guards are operating.
Legends
SLOW SCHOOL XING legends are for use in ac-
cordance with the provisions of CVC 21368 in ad-
vance of all yellow school crosswalks. They shall not
be used where the crossing is controlled by stop
signs, traffic signals, or yield signs. They shall be yel-
low and should be located in each approach lane,
with the word XING at least 100 feet in advance of
the school crosswalk.
SCHOOLXINGlegends and crosswalks at remote
locations outside of the school zone are optional and
shall be white (CVC 21368).
SCHOOL legends are for optional use with sign
Installations A or C, except at locations where SLOW
SCHOOL XING legends are required. When used,
they shall be yellow and should be located in each
approach lane adjacent to the sign.
Flashing Yellow Beacons 10--05
10-05. l General
Flashing yellow beacons may be installed to sup-
plement standard school signing and markings for
the purpose of providing advance warning during
specified times of operation when school crossing
problems exist.
If school authorities are to operate the flashing yel-
low beacon, an interagency agreement should be ex-
ecuted to assure designation of a responsible adult to
operate the beacon controls, to provide accessibility
for necessary equipment maintenance and to fulfill
legal liability requirements.
10-05.2 Warrants
A flashing yellow beacon may be warranted when
all of the following conditions are fulfilled:
1. The uncontrolled school crossing is on the "Sug-
gested Route to School'"; and
2. At least 40 school pedestrians use the crossing
during each of any two hours of a normal school
day; and
3. The crossing is at least 600 feet from the nearest
alternate crossing controlled by traffic signals,
stop signs or adult crossing guards; and
4. The vehicular volume through the crossing ex-
ceeds 200 vehicles per hour in urban areas or
140 vehicles per hour in rural areas during the
same hours the students are going to and from
school for any purpose; and
5. The critical approach speed exceeds 35 mph or
the approach visibility is less than the stopping
distance.
School Area Traffic Signals 10-06
l 0--06. l General
A traffic signal can effectively assign intersection
right-of-way and promote the safe, orderly move-
ment of both pedestrians and vehicles. Contrary to
popular belief, however, signal control does not al-
ways increase safety and reduce delay. Unwarranted,
ill-advised signal controls lead to intentional viola-
tion, increased hazard, unnecessary delay and traffic
diversion to less desirable alternate routes.
10--06.2 Warrants
When it is necessary to extend or create adequate
Traffic Manual SCHOOL AREA PEDESTRIAN SAFETY 10-5
crossing gaps in the flow of traffic on the "Suggested
Route to School" and no other controlled crossing is
located within 600 feet, School Area Traffic Signals
should be considered when either of the following
warrants are fulfilled:
1. Urban Conditions-500 vehicles and 100 school
pedestrians for each of any two hours daily
while students are crossing to or from school; or
500 vehicles for each of any two hours daily
while students are crossing to or from school
and a total of 500 school pedestrians during the
entire day.
2. Rural Conditions-(10 percent of Urban
volumes) -350 vehicles and 70 school pedestri-
ans for each of any two hours daily while stu-
dents are crossing to or from school; or
350 vehicles for each of any two hours daily
while students are crossing to or from school
and minimum total of 350 school pedestrians
during the entire day.
When critical approach speed exceeds 40 mph or
the approach visibility is less than the required stop-
ping sight distance, rural warrants should be applied.
10~1979
The design of School Area Traffic Signals at school
crossings shall conform to Chapter 9 of the State Traf-
fic Manual and include the following considerations:
1. The signals shall be designed for full-time oper-
ation.
2. Pedestrian WALK-DONT WALK indications
shall be installed at all marked crosswalks at
signalized intersections along the "Suggested
Route. to School."
3. Non-intersection school pedestrian crosswalk
locations may be signalized when justified by
unusual circumstances, such as restricted visi-
bility.
4. If an intersection is signalized under this war-
rant for school pedestrians, the entire intersec-
tion shall be signalized.
5. Exclusive pedestrian phases should be provided
when there is substantial conflict between turn-
ing vehicles and school pedestrians.
6. School Area Traffic Signals shall be traffic ac-
tuated.
School Safety Patrol 10-07
10--07. l General
School Safety Patrols (CAC Title 5, Article 3 Sec.
570-576) have a definite role in aiding school pede-
strians at crossings near elementary schools. This
measure is a supplemental technique rather than a
traffic control device as defined in Section 440 of the
California Vehicle Code.
10--07.2 Warrants
A School Safety Patrol may be established at loca-
tions where an existing traffic control device, police-
man or adult crossing guard is in operation, or where
there are adequate crossing gaps in vehicular flow at
an uncontrolled crossing, and it is desirable to use
School Safety Patrols to guide the school pedestrians.
School Safety Patrols should be established only by
agreement between the governing board of the
school district and local traffic law enforcement
agencies.
A School Safety Patrol should be considered when
all of the following conditions are fulfilled:
1. 20 or more school pedestrians crossing in each of
any two hours daily enroute to or from school;
and
2. Critical approach speed does not exceed 35
mph; and
3. No more than two traveled lanes in each direc-
tion; and
4. At least one adequate crossing gap in traffic per
minute during an average ;;..minute period dur-
ing the peak school pedestrian hour.
10--07.3 Adequate Crossing Gap
An adequate crossing gap is defined as the number
of seconds required for a student to observe the traf-
fic situation while in a safe location at one side of a
roadway and then to cross the roadway to a point of
safety on the opposite side. The actual walking time
to cross (T = roadway width in feet divided by 3.5
feet per second) must be added to the perception
and reaction time (usually 3 seconds) and a clear-
ance interval of 2 seconds between rows of pedestri-
ans in the platoon/group.
G = :!I+ 3 + 2(N-l)
a 3.5
Where W is the roadway width in feet;
N is the number of rows of pedestrians in
a platoon/ group;
2 is the time in seconds between rows of
pedestrians entering.
10-6
B-1979
SCHOOL AREA PEDESTRIAN SAFETY Traffic Manual
As noted in Section 10-4!3.4, an adequate crossing
gap in approaching traffic should occur randomly at
an average rate of at least once each ntlnute during
the school crossing periods.
10--07.4 Special Conditions
A School Safety Patrol shall not be assigned where
inadequate stopping sight distance prevails, unless
flashing yellow beacons are installed for operation
during School Crossing hours.
Adult Crossing Guard 10-08
10--08.1 General
Adult Crossing Guards are a supplemental tech-
nique and not a traffic control device. They may be
assigned (CVC 2815) at designated school crossings,
to assist elementary school pedestrians at specified
hours when going to or from school. The following
suggested policy for their assignment applies only to
crossings serving elementary school pedestrians on
the "Suggested Route to School."
An Adult Crossing Guard should be considered
when:
1. Special problems exist which make it necessary
to assist elementary school pedestrians in cross-
ing the street, such as at an unusually complicat-
ed intersection with frequent turning move-
ments and high vehicular speeds; or
2. A change in the school crossing location is immi-
nent but prevailing conditions require school
crossing supervision for a limited time and it is
infeasible to install another form of control for
a temporary period.
10--08.2 Warrants for Adult Crossing Guards
Adult Crossing Guards normally are assigned
where official supervision of elementary school
pedestrians is desirable while they cross a public
highway on the "Suggested Route to School", and at
least 40 elementary school pedestrians for each of
any two hours daily use the crossing while going to
or from school. Adult crossing guards may be war-
ranted under the following conditions:
1. At uncontrolled crossings where there is no al-
temate controlled crossing within 600 feet; and
a. In urban areas where the vehicular traffic
volume exceeds 350 in each of any two daily
hours during which 40 or more school pede-
strians cross while going to or from school; or
b. In rural areas where the vehicular traffic vol-
ume exceeds 300 in each of any two daily
hours during which 30 or more school pede-
strians cross while going to or from school.
Whenever the critical approach speed ex-
ceeds 40 mph, the warrants for rural areas
should be applied.
2. At stop sign controlled crossings:
a. Where the vehicular traffic volume on undi-
vided high ways of four or more lanes exceeds
500 per hour during any period when the
school pedestrians are going to or from
school.
3. At traffic signal--<!ontrolled crossings:
a. Where the number of vehicular turning
movements through the school crosswalk ex-
ceeds 300 per hour while school pedestrians
are going to or from school.
b. Where there are circumstances not nor-
mally present at a signalized intersection,
such as crosswalks more than 80 feet long
with no intermediate refuge, or an abnor-
mally high proportion of large commercial
vehicles.
Pedestrian Separation Structures 10-09
10--09.1 General
Pedestrian Separation Structures elintlnate vehic-
ular-pedestrian conflicts but are necessarily limited
to selected locations where the safety benefits clearly
balance the public investment. Separation structures
are supplemental techniques for providing school
pedestrian safety and. are not traffic control devices.
10--09.2 Warrants
Pedestrian Separation Structures should be consid-
ered where the following conditions are fulfilled.
1. The prevailing conditions that require a school
pedestrian crossing must be sufficiently perma-
nent to justify the separation structure; and
2. The location must be on the "Suggested Route
to School" at an uncontrolled intersection or
midblock location along a freeway, expressway
or major arterial street where the width, traffic
speed and volume make it undesirable for pede-
strians to cross; and •
Traffic Manual SCHOOL AREA PEDESTRIAN SAFETY 10--7
3. Revision of the "Suggested Route to School" or
the attendance boundaries to eliminate the con-
flict is infeasible; and
4. Physi!'al conditions make a separation structure
feasible from an engineering standpoint, in-
cluding pedestrian channelization to ensure us-
age of the structure; and
10~1979
5. Adjacent controlled school pedestrian crossings
are more than 600 feet from the proposed struc-
ture and would require total out--0f--<lirection
walking distance of at least 1200 feet; and
6. Bus transportation, traffic signals, adult crossing
guards or other means of resolving the school
pedestrian-vehicular conflicts are impractical.
1G-10.1 General
Pedestrian Walkways 10--10
School"; and
School pedestrian safety problems are not limited
to crossing locations and may occur where physical
condidtions require students to walk in or along rural
or suburban roadways.
Where students walk on the roadway, a shoulder
width of six feet is desirable along both sides so that
they may walk facing oncoming traffic. Where a pe-
destrian walkway is provided, and is at least four feet
wide and physically separated from the travelway, it
may be limited to one side of the roadway.
This measure is a supplemental technique, not a
traffic control device.
lG-10.2 Warrants
A Pedestrian Walkway should be considered when
all of the following conditions are fulfilled:
1. The highway lies on the "Suggested Route to
2. Existing road shoulders. outside the traveled
way are less than five to six feet wide; and
3. More than 20 school pedestrians use the route
while walking to or from school and vehicular
traffic exceeds 100 per hour during those peri-
ods of the day; and
4. The governing board of the school district offi-
cially requests the pedestrian walkway im-•
provements; and
5. Revision of the "Suggested Route to School" or
the attendance boundaries to eliminate the con-
di!Jon is impractical.
School Area Parking & Loading Controls 10--11
lG-11.1 General
School sites may require traffic signs and curb
markings to control vehicle parking and loading. In
all such cases, the traffic investigation should include
direct consultation with the school staff.
lG-11.2 Application1
The following types of signs and curb zone mark-
ings may be applicable:
1. Time Limit Parking of two hours or less on
school days.
2. Parking prohibition during specified times/®
days along school frontage or school approaches
for adequate visibility of walkways, gates, en-
trances, crossings and unfenced grounds; or for
adequate passenger, bus and commercial load-
ing; or for unrestricted walkway access on a
school approach.
a. "No Stopping", "No Parking" or "No Stop-
ping-Buses Excepted" during specified
times or days.
b. Temporary parking prohibitions or restric-
tions for special events to minimize congest-
ion and delay during periods of extra heavy
traffic demand.
3. Street Closures are authorized (CVC 21102) by
local ordinance or resolution on streets crossing
or dividing school grounds when necessary for
the protection of persons attending school.
4. Curb Markings -Whenever local authorities
enact local parking regulations and indicate
them by the use of paint upon curbs, the follow-
ing colors only shall be used:
a. Red-indicates no stopping, standing or
parking, except that a bus may stop in a red
zone marked or signposted as a bus loading
zone.
b. Yellow-indicates stopping only for loading
or unloading passengers or freight for time
limit specified.
c. White-indicates stopping only for loading_
Traffic Manual SCHOOL AREA PEDESTRIAN SAFETY 10-13
---------------------------5-19113
Figure u,.s
TYPICAL INSTALLATIONS FOR
FLASHING YELLOW BEACONS AND OVERHEAD SCHOOL SIGNS
□
SPEED
LIMlt R2
25
• "':'.;.. R72
-W65
,,,.ISCH""oo-q
SPEED
. LIMlt □
25
'"' \R2 Clltl.NI•
_......, \R72
Rahing Bucons
W83
WBS 111'1111NAL
Xlt6
wee
W88A
(Omit W65 when outside the school zone).
POST MOUNTING MAST ARM MOUNTING
85 80047