HomeMy WebLinkAbout1988-12-05; Traffic Safety Commission; ; Request to install a traffic signal/sign at Carlsbad Boulevard - Intersections of Manzano Drive, Cerezo Drive, Cannon Road as soon as possibleCITY OF CARLSBAD
TRAFFIC SAFETY COMMISSION
COMMISSION REPORT OF: December 5, 1988 ITEM NO.__M_
LOCATION: Carl sbad Boulevard -Intersections of Manzano Drive and Cerezo Drive
INITIATED BY: Bailey Noble, 5470 Los Robles Drive, Carlsbad, California 92008
REQUESTED ACTION: Install a traffic signal at the Carlsbad Boulevard/Cannon Road
intersection as soon as possible, install a traffic signal at
the Carlsbad Boulevard/Manzano Drive intersection, and install
a STOP sign at the Carlsbad Boulevard/Cerezo Drive
intersection, including painted crosswalk and appropriate
pedestrian crossing signs .
BACKGROUND:
DATA:
Mr. Noble's letter of August 31 , 1988 was received by staff on September
9, 1988 . The requests that Mr. Noble has initiated requires that proper
traffic engineering studies be conducted. Subsequent to Mr. Noble's letter
the City Council directed staff to conduct the appropriate traffic studies
and provi de recommendations for discussion at the Traffic Safety
Commiss ion .
Traffic Engineering Division staff has completed the necessary traffic
studies t o properly evaluate the request by Mr . Noble. Results of the
study are provided in the attached report titled "Carlsbad Boulevard
Traffic St udy -Palomar Airport Road to Cannon Road." The traffic signal
at the Ca nnon Road/Carlsbad Boulevard intersection is under design and is scheduled to be installed in the Spring of 1989 .
RECOMMENDATION :
Conclus ion s and recommendations are contained in the attached report . The
Traffic Sa fety Coordinating Committee recommends:
1. Deny the request for a traffic signal at Manzano Drive due to
signal warrants not being met.
2. Deny the request for STOP signs on Carlsbad Boulevard at Cerezo
Drive due to STOP sign warrants not being met.
TRAFFIC SAFETY COMMISSION
COMMISSION REPORT OF: December 5, 1988 ITEM NO. 6A
(Continued)
3. Do not stripe crosswalks on Carlsbad Boulevard at uncontro 11 ed
intersections.
4. Widen Manzano Drive to meet City Standards.
5. Close Manzano Ori ve at Carlsbad Boulevard until such time that
Palomar Airport Road is realigned at Carlsbad Boulevard. At
that time reconsider opening the intersection .
6. Install a minimum of three street lights on Carlsbad Boulevard
south of Manzano Drive .
7. Enforcement of the prima facie speed limit by the Carlsbad
Police Department should be continued with attent i on given to
motorists that violate the pedestrian right-of-way.
8. Incorporate a study for widening Carlsbad Boulevard to four
lanes from a point north of Tierra Del Oro to south of Manzano
Drive in future design studies being contemplated or in a
separate design study report .
9. Install a continuous two -way left turn lane from Cannon Road
to Cerezo Drive when the Cannon Road/Carlsbad Boulevard traffic
signal is installed.
10. Install additional signing and striping on the northbound
Carlsbad Boulevard ramp and at the Carlsbad Boulevard/PAR gore
point.
11. Pending studies should consider a suitable location for the
State Parks and Recreation maintenance facility and no direct
access to Carlsbad Boulevard should be permitted from the
proposed site until the study is completed.
NECESSARY CITY COUNCIL ACTION:
Closure of Manzano Drive will require adoption of a resolution by the City
Council .
5470 Los Robles Drive
Carlsbad, CA 92008
P .. ugus t 31 , 198 8
Robert T. Johnson, Jr.
Principal Civil Engineer
2075 Las Palmas Drive
Carlsbad, CA 92009-4859
The intersection of Carlsbad Boulevard, Palomar Airport Road , and
Manzano Drive is an extremely hazardou s area in Carlsbad . It is
dangerous for vehicles and pedestrians alike and has been for many
years. Repeated requests for improved safety have been brushed
aside by the city staff and the Traffic Safety Commission .
The death of David Roemer at this intersection being the last of
at least seven who have lost their lives between Cannon Drive and
Paiomar Airport Road . Of these seven , three pedestrians and two
motorist have been killed within the Palomar Airport Road , Carlsbad
Boulevard, and Manzano Drive junction within the last 12 years .
The following action must be taken to improve vehicular and pedes-
trian traffic:
1. The traffic signal for Cannon Drive and Carlsbad Boulevard
approved in the 1987-88 C. I. P. must not be delayed.
2. A traffic signal , with appropriate warning signals and
lights, must be installed at Manzano Drive and Carlsbad
Boulevard. The risks of future deaths precludes the city
in delaying action pending the realignment of Palomar
Airport Road at its western termnius.
3. A stop sign must be installed at the intersection of
Cerritos and Carlsbad Boulevard with a painted crosswalk
and appropriate pedestrian crossing warning signs. We
must have safe access to the NCTD bus stop for southern
bound busses.
The city places great significance on the "North Beach Planning
Traffic Study" dated April 1987. The information contained within
this study was sufficient to recorr2end an additional traffic signal at
Chestnut Street and Carlsbad Boulevard. Your attention is directed to
appendices C-8, C-9, C-10, and C-11. Analysis of these charts will
Bailey Noble
Page 2
August 31, 1988
will show the perponderence of north/south bound traffic above
Aqua Heionda Lagoon exits south of the lagoon and creates the
same safety hazards in a residential area.
During the past five years I have appeared before numerous committees
and commissions and all have rejected my requests. Further, not a
single suggestion or recommendation was offered to me as a possible
solution.
Since my last appearance before the Traffic Safety Commission
(Nov-87) two deaths have occurred and between Cannon Drive and
Palomar Airport Road, 30 accidents have occurred since 1 January 1988.
If the action requested results in more "fender-benders", so be it.
It is more humane to replace fenders than to suffer loss of life.
Respectfully,
b ,,;,e,11 rv-¥-tl
Bailey Noble
Ph 438-4685
CARLSBAD BOULEVARD TRAFFIC REPORT
PALOMAR AIRPORT ROAD ,
TO
CANNON ROAD
NOVEMBER 1988
CITY OF CARLSBAD
ENGINEERING DEPARTMENT
•. T RAFFIC ENGINEERING DIVISION
Introduction
Study Area .
Study Methodology
Existing Conditions
Traffic Characteristics
Corridor Evaluation ..
Proposed Short-Term Projects
Potential Long -Term Projects
Short-Term Mitigation Measures
Long-Range Improvements
Recommendations ....
Location Map
Condition Diagram
TABLE OF CONTENTS
LIST OF FIGURES
Page
1
1
1
1
4
7
8
9
9
10
10
2
3
APPENDIX A -Memorandums from Police, Fire and Utilities and Maintenance Departments
APPENDIX B -Traffic Volumes
APPENDIX C -Collision Diagrams
APPENDIX D -Speed Surveys
APPENDIX E -Turning Movement Counts
APPENDIX F -Intersection Delay Studies
APPENDIX G -Pedestrian Gap Studies
APPENDIX H -Traffic Signal Warrants
APPENDIX I -STOP Sign Warrants
INTRODUCTION
CARLSBAD BOULEVARD TRAFFIC STUDY
PALOMAR AIRPORT ROAD TO CANNON ROAD
The "Carlsbad Boulevard Traffic Study -Palomar Airport Road to Cannon Road" was initiated by the City Council in response to concerns from citizens living in the Terramar area regarding existing and future traffic impacts on Carlsbad
Boulevard. Staff was directed to analyze circulation issues on Carlsbad
Boulevard from Palomar Airport Road northerly to Cannon Road. The objectives of the study included: 1) evaluate the need for additional traffic controls at the Manzano Drive and Cerezo Drive intersections; 2) identify deficiencies within the specified study corridor and 3) determine necessary improvements to mitigate identified deficiencies and provide recommendations.
STUDY AREA
Carlsbad Boulevard, also known as old Highway 101, is a coastal route designated on the City of Carlsbad Circulation Element as a major arterial. The roadway lies west of and parallel to Interstate Highway 5 and extends from the southerly city limits near La Costa Avenue to the northerly city limit near State Street.
Focus of this report is the segment of Carlsbad Boulevard from Palomar Airport
Road (PAR) northerly to Cannon Road as depicted on Figure 1. Detailed consideration has been given to the intersections of Manzano Drive and Cerezo Drive, as these two intersections were specifically requested by the Terramar Homeowner's Association to be studied for possible additional traffic control devices.
STUDY METHODOLOGY
The study methodology employed consisted of documenting existing traffic
conditions and volumes durin~ daily, peak and off-peak hours. Research of
co 11 is ion records for the t 1 me period 1985 through November 17, 1988 was
conducted. Other factors and studies considered in the traffic analysis included
data collected regarding pedestrian volumes, speed surveys, turning movement counts, pedestrian gap studies, delay studies, sight distance, roadway geometrics, street lighting and the Terramar subdivision circulation issues. Criteria contained in the CALTRANS Traffic Manual was utilized in the analysis of traffic signal warrants and STOP sign warrants. Improvements to the corridor were identified and recommendations provided that includes the short-term period and long-term solutions based upon currently programmed transportation planning studies and design activities.
EXISTING CONDITIONS
From Palomar Airport Road northerly to Cannon Road, Carlsbad Boulevard is a two
lane roadway with a striped bike lane on each side. Several roads intersect
Carlsbad Boulevard and are indicated on the Condition Diagram, Figure 2. The
diagram also depicts existing traffic control devices. Each traffic lane varies
between 16 and 21 feet in width. Bike lanes have been striped between five and
seven in width. South of Manzano Drive two northbound traffic lanes are provided
in the weaving/merging area. Between Palomar Airport Road and Cannon Road there
is currently a 100 foot right of way for Carlsbad Boulevard.
1
'LOCATION MAt-'
Pacific
Ocean
PROJECT NAME
CARLSBAD BL VD TRAFFIC REPORT
PROJECT AREA
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N
NO SCALE
Fl GURE
1
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240'
t=-
a:...... ► o;: 35 MPH SIGN
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NOTE: ALL CENTERLINE STRIPING HAS
REFLECTIVE RAISED PAVEMENT MARKERS
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CARLSBAD ..
BUS STOP
SKIP YELLOW
35 MPH SIGN
◄
BOULEVARD
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PALOMAR AIRPORT\D.
CARLSBAD BLVD.
NB "FREE RIGHT"
DOUBLE YELLOW
DOUBLE YELLOW / YELLOW SKIP
640' 960'
331 o·
CARLSBAD BLVD.
PALOMAR AIRPORT RD. TO CANNON RD.
CONDITION DIAGRAM
NOV. 1988
305' .. , 350
At the Carlsbad Boulevard/PAR intersection, located south of Manzano Drive, one lane is provided for vehicles turning easterly onto Palomar Airport Road and the other for veh icl es continuing southerly on Carlsbad Boulevard.
Within the traffi c study corridor there are 37 dwelling units that have driveway access to Carl sb ad Boulevard. Of this total, 27 dwellings are located on the easterly side of the road. At this time, there are eight vacant lots that have
the potential for construction of a single family dwelling and would have access
to Carlsbad Boulevard . One dwelling is currently under construction. No
sidewalks hav e been constructed along the frontage of the houses on Carlsbad Boulevard.
Street lights have been installed on the easterly side of Carlsbad Boulevard from Manzano Drive to Cannon Road and on the westerly side from Shore Drive to Cannon
Road. The pr ima facie speed limit is 35 miles per hour on this portion of
Carlsbad Boule va rd. Bus stops are located on both sides of the street at Cerezo Drive. North Co unty Transit District has scheduled busses every one-half hour between 6:25 A.M. and 10 :55 P.M. in a northbound direction and between 5:20 A.M. and 9:20 P.M. in a southbound direction. Each of the minor streets i ntersecting
Carlsbad Boul evard in the study corridor are controlled with STOP signs .
TRAFFIC CHARACTERISTICS
Traffic stud ies were conducted and data collected in the months of October and
November 1988 . As a coastal route, Carlsbad Boulevard has a mixed fleet of
vehicles util izi ng the corridor that includes passenger vehicles, trucks, busses
and bicycles . Traffic volumes obtained on Carlsbad Boulevard at various
locations in the corridor during 1988 are summarized on Table 1.
TABLE 1 TRAFFIC VOLUMES ON CARLSBAD BOULEVARD
LOCATION DATE VOLUMES {24 HOUR A.D.T .)
At Cannon Road Friday, Nov. 4, 1988 19,523
At Cannon Road Saturday, Nov. 5, 1988 16,250
At Cannon Road Sunday, Nov. 6, 1988 17,328
At Cannon Road Monday, Nov. 7, 1988 14,478
South of Manzano Drive Friday, October 21, 1988 15,506
South of Manzano Drive Saturday, October 22, 1988 15,126
South of Manzan o Drive Sunday, October 23, 1988 15,983
At Manzano Dr ive Tuesday, October 18, 1988 14,387
At Manzano Dr ive Wednesday, October 19, 1988 14,489
At Cerezo Dri ve Wednesday, October 12, 1988 12,213
At Cannon Roa d Wednesday, July 27, 1988 18,150
At Cerezo Dri ve Tuesday, April 26, 1988 13,226
4
The posted speed limit on Carlsbad Boulevard in the study corridor is 35 miles per hour. Speed limit signs has been placed at Manzano Drive for northbound vehicles and at Shore Drive for southbound vehicles. Speed surveys conducted
to determine the critical speed and pace speed are summarized on Table 2.
TABLE 2 SPEED DATA
CRITICAL PACE LOCATION DATE SPEED SPEED % IN PACE
Carlsbad Boulevard Saturday, at PAR October 29, 1988 44 34-44 68
Carlsbad Boulevard Saturday,
at Manzano Drive October 29, 1988 42 34-44 79
Carlsbad Boulevard Saturday, at Cerezo Drive October 29, 1988 42 34-44 79
Carlsbad Boulevard Thursday, at Manzano Drive October 13, 1988 42 34-44 77
Carlsbad Boulevard Wednesday at Cerezo Drive October 12, 1988 42 36-46 88
For each reported co 11 is ion in the City of Carlsbad the Po 1 ice Department completes a collision report. These reports are used as an indispensable source of data to evaluate the success or deficiencies of traffic control devices and
existing roadway ~eometrics at specific locations. Evaluation of the collision
reports assists in the decision process to determine if additional traffic
control devices are required or if changes are necessary. These reports orient engineering and enforcement programs in the direction where they will be most effective and are used in the collision prevention program.
Collisions that have occurred on Carlsbad Boulevard from PAR to Cannon Road since
1985, both midblock and at intersections, are summarized on Tables 3 and 4.
Collision diagrams have been prepared and are provided in the Appendix.
TABLE 3 INTERSECTION COLLISIONS
1985 TIME OF DAY
LOCATION NUMBER *P.D.O. INJURY A.M. P.M.
PAR/Blvd. Gore Point 0 0 0 0 0 Manzano Drive 1 1 0 1 0 Cerezo Drive 1 1 0 1 0
Shore Drive ~Southl 0 0 0 0 0
Shore Drive North 0 0 0 0 0
Cannon Road 0 0 0 0 0
5
TABLE 3 INTERSECTION COLLISIONS (Continued}
LOCATION
PAR/Blvd. Gor e Point Manzano Drive Cerezo Drive Shore Drive (South) Shore Drive (Nor th)
Cannon Road
LOCATION
PAR/Blvd . Gore Point Manzano Drive
Cerezo Drive Shore Drive (Sou th) Shore Drive (Nor th) Cannon Road
LOCATION
PAR/Blvd. Go re Point Manzano Drive Cerezo Drive Shore Drive (So uth)
Shore Drive (Nor th) Cannon Road
NUMBER
1
0
0
0
0
0
NUMBER
1
0
1
0
0
5
1986
*P.D.O.
1987
1
0
0
0
0
0
*P.D.O.
1
0
1
0
0
2
1988 (Jan 1 -Nov. 17}
NUMBER
1
0
2
1
0
0
*P.D.O.
1
0
0
0
0
0
INJURY
0
0
0
0
0
0
INJURY
0
0
0
0
0
3
INJURY
0
0
2
1
0
0
*Note: P.D.O . = Property Damage Only
YEAR
1985
1986
1987
1988 (Jan 1 -No v. 17)
+ Includes one fatality
TABLE 4 MIDBLOCK COLLISIONS
NUMBER
2
2
6
11
P.D.O
1
1
3
6
6
INJURY
1
1
3
+5
TIME OF DAY A.M . P.M.
1
0
0
0
0
0
0
0
0
0
0
0
TIME OF DAY A.M. P.M.
0
0
1
0
0
3
1
0
0
0
0
2
TIME OF DAY A.M. P.M.
1
0
2
1
0
0
0
0
0
0
0
0
TIME OF DAY A.M. P.M.
1
0
5
8
1
2
1
3
Intersection delay studies were conducted on Carlsbad Boulevard at the intersections of Manzano Drive and Cerezo Drive. These studies were conducted
at various peak hours of the day and on different days of the week. Data sheets
are provided in the Appendix, however, the average delay during peak hour conditions for the low number of vehicles attempting to turn from the s1de street into a gap in traffic on Carlsbad Boulevard was found to range between 16 and 28 seconds.
Pedestrian gap studies were conducted on Carlsbad Boulevard at the intersections
of Manzano Drive, Cerezo Drive and Shore Drive (south) to determine if there
existed adequate gaps in traffic for a pedestrian to cross the roadway without conflict from approaching vehicles. Utilizing a pedestrian walking speed of 4 feet per second and conducting the study at various peak hours, the number of ~aps 1n traffic on Carlsbad Boulevard in each 5 minute period was calculated and 1s provided in the Appendix. The average number of gaps in each 5 minute period
in the peak hour at Manzano Drive was 5, at Cerezo Drive the average number was 8
and at Shore Drive (south) there were an average of 10 gaps in traffic for each
5 minute period in the peak hour.
CORRIDOR EVALUATION
As stated previously, the existing circulation system that serves the corridor under study is generally depicted on Figure 2. Although designated as a major arterial on the Circulation Element, Carlsbad Boulevard at this location has not
been constructed to the major arterial standard of four traffic lanes divided by a raised median. Traffic volumes on this two-lane, undivided roadway continue to increase and are exceeding the generally accepted design capacity of 10,000
vehicles per day at Level of Service "C" for a two-lane, undivided road.
However, due to the straight alignment, wide lanes and limited side friction the
road functions , in general, without significant congestion occurring.
Intersection collision data for the 3-year period prior to and including 1988 has been previously provided. Of the seven side streets that intersect Carlsbad
Boulevard in the study corridor [Palomar Airport Road, Carlsbad Boulevard
northbound ramp , Manzano Drive, Cerezo Drive, Shore Drive {south), Shore Drive (north) and Cannon Road], there has been a reported collis1on at only three of the intersections during 1988. The Palomar Airport Road/Carlsbad Boulevard and Shore Drive (south) intersection each experienced one collision and at Cerezo Drive two col1isions occurred. The intersection collision rate expressed as the
rate per mi 11 ion entering vehicles for 1988 was found to be O. 25 and O. 50,
respectively, which is a very low rate for each intersection where a collision
occurred. These accidents were a result of driver error due to inattention,
excessive speed or improper turning and would not generally be expected to be
corrected by additional traffic control devices.
An analysis of midblock traffic collisions on Carlsbad Boulevard in the study corridor indicates a rate somewhat higher for 1988 than what would be expected on a two lane urban roadway. The midblock collision rate per million vehicle
mil es in the study corridor is 3. 79 as compared to the average in CAL TRANS District 11 of 2.39 for a similar roadway. Excessive speed, inattention and improper turn ing were the most frequent causes of the collisions and were generally demonstrated to occur in a northbound direction.
When considering a location for potential installation of a traffic signal, it is City policy to use the traffic signal warrants contained in the CALTRANS traffic manual . Traffic studies are conducted to collect the necessary data to be used in the warrant evaluation.
7
The intersection of Manzano Drive/Carlsbad Boulevard was evaluated for
qualification of a traffic signal. No traffic collisions have been reported at
this location since June 1985. Vehicular and pedestrian volumes are very low. Within the study corridor, the 42 mile per hour critical speed speed limit would
cause this area to be considered as a rural area for purposes of evaluating
traffic signal warrants.
An analysis of CALTRANS signal warrants indicates that none of the eleven (11) traffic signal warrants are met at the Manzano Drive/Carlsbad Boulevard
intersection. In accordance with the City of Carlsbad Traffic Signal Evaluation
Policy, only in t ersection locations that meet warrants for traffic signals are placed on the Traffic Signal Qualification List for consideration of future installation . A traffic signal cannot be recolllllended for this location.
Additional STO P signs on Carlsbad Boulevard at the Cerezo Drive intersection was
one of the citizen requests. Currently, this three-leg intersection is
controlled by a STOP sign placed on Cerezo Drive. To evaluate the request to
establish a three-way STOP at this location, CALTRANS warrants for multi-way STOP signs were evaluated. Due to low vehicular and pedestrian volumes and the low number of reported traffic collisions that would not be expected to be corrected by a STOP sign , it was found that warrants for a three-way STOP are not met and
additional STOP signs cannot be recommended.
It can be observed from the traffic volume counts for the minor streets of Cerezo Drive and Manzano Drive at their intersection with Carlsbad Boulevard, provided in the Append ix, that approach volumes are low. However, approach volumes on each minor street are generally equally distributed from a traffic circulation
standpoint (261 vs 216, respectively). Due to the close intersection spacing
of Manzano Drive to the northbound Carlsbad Boulevard ramp and Palomar Airport Road intersect ion, indicated on Figure 2, a weaving area is created at the Manzano Drive i ntersection. This weaving area and merging area, combined with the intersection turning movements, can and does result in some traffic conflicts, although no collisions have been reported at the intersection for more than three ye ars. The closure of Manzano Drive at Carlsbad Baul evard would eliminate some of the conflicts that occurs due to existing roadway geometrics .
Closure of the Manzano Drive intersection at Carlsbad Boulevard would result in the daily trips on Manzano Drive to utilize Cerezo Drive for access. Under a "worst case" scenario it is expected that the 53 dwelling units south of Cerezo Drive and eas t of Carlsbad Boulevard would generate an additional 530 trips on Cerezo Drive between Carlsbad Boulevard and Los Robles Drive . However, it is
estimated that 159 trips currently utilize this route, therefore the net increase
on Cerezo Drive is estimate at 371 trips, a relatively low additional amount. The theoretical design capacity of Cerezo Drive is 1200 vehicles. Closure of Manzano Drive by constructing a barricade at Carlsbad Boulevard would not result in this capaci ty being exceeded.
PROPOSED SHORT-TERM PROJECTS
At this time a traffic signal is being designed for the Cannon Road/Carlsbad Boulevard intersection. It is anticipated that the signal will be operational during the Sp r ing of 1989. Included with the signal design will be striping changes on Carl sbad Boulevard by the addition of a painted median from Cannon Road to Shore Dr ive (north}. This median will provide proper lane alignment for vehicles in a northbound direction with the left turn and through traffic lane
for southbound vehicles at Cannon Road .
8
A continuous two-way left turn lane is recommended from Shore Drive (north} southerly to Cerezo Drive. This lane would provide storage for left turning vehicles at both Shore Drive intersections, Cerezo Drive and the dwellings located on both sides of Carlsbad Boulevard north of Cerezo Drive.
The previously discussed weaving area at the Manzano Drive intersection precludes
extending the two-way left turn lane southerly from Cerezo Drive to Manzano
Drive. Inadequate merging distance is currently available at this location for the two northbound lanes. Closure of Manzano Drive does not provide the merging lane distance that necessary.
POTENTIAL LONG-TERM PROJECTS
Several long-term projects that have been identified are currently bein~ studied or implemented and are in various stages of completion. These potential long-
range projects have been determined by the City of Carlsbad as methods to resolve
circulation and land use issues along the Carlsbad Boulevard corridor from
Manzano Drive southerly to La Costa Avenue. Private development land owners and
the State of California Parks and Recreation Department are working with City staff to provide for optimum design and planning of the corridor.
Included among these projects and issues to be resolved is: 1} the proposed State
of California Parks and Recreation Maintenance Facility adjacent to the southerly side of Manzano Drive; 2} the "straightening" of Palomar Airport Road westerly of Avenida Encinas to create a "T" intersection with Carlsbad Boulevard and 3} a circulation and land use study of the Carlsbad Boulevard corridor from Manzano Drive to La Costa Avenue to analyze parking, road alignment and 1 and use
characteristics.
These projects are in various stages of completion with some final decisions expected next year. Completion of construction could vary from 6 months to several years in the future, depending upon the spec if i c project and the
decisions reached.
SHORT-TERM MITIGATION MEASURES
Citizen concerns for additional traffic control measures in the study corridor have resulted in various potential improvements to be suggested at a previous Traffic Safety Commission meeting. A discussion of these improvements follows:
Street Lights: Street lights are located on Carlsbad Boulevard north of Manzano
Ori ve, however, none have been i nsta 11 ed south of the intersection. It is recommended that a minimum of three street lights be installed south of Manzano Drive on Carlsbad Boulevard to illuminate the intersections of the northbound Carlsbad Boulevard ramp and Palomar Airport Road with Carlsbad Boulevard. Design
and installation costs of the street lights is estimated at $10,000.
Additional signing and striping: Additional signs and striping will be installed
on the northbound Carlsbad Boulevard ramp and at the Carlsbad Boulevard{PAR gore point. These additional traffic control devices will provide better de ineation
of the roadway and the regulatory and warning messages that the motor vehicle operator is expected to obey.
Pedestrian controlled traffic signal: Pedestrian volumes are low at both the Manzano Drive and Cerezo Drive intersection. It was observed that pedestrian crossings occur at numerous locations on Carlsbad Boulevard. Pedestrian signals
are generally installed at specific locations of high pedestrian generators, such
as a downtown commercial business district or in other business or recreational
areas where pedestrians are concentrated at one crossing location. These types of conditions or concentrated crossing areas do not exist in the study corridor.
9
Pedestrian overcrossing: Pedestrian volumes and crossing locations significantly
affect the locat ion of a pedestrian overcrossin~ or bridge. These bridges are
ineffective if t here is not a method to control or "force" pedestrians to use
the facility. With pedestrian crossings of Carlsbad Boulevard occurring in many locations, proper placement of the bridge would be an issue. Other factors that make this a less effective measure are visual aesthetics, height clearances required and construction costs.
Construct add itional sidewalks : At this time there are no plans to construct sidewalks on Carl sbad Boulevard within the study corridor. A sidewalk assessment district could be established by the property owners to construct such a facility and should be considered.
Cont i nued pol ice enforcement: The City of Carlsbad Police Department is engaged
in an ongoing spe ed enforcement effort on Carlsbad Boulevard. It is recommended that violations of the speed limit and pedestrian right-of-way continue to be enforced vigorou sly.
LONG -RANGE IMPROVEMENTS
Realignment of Palomar Airport Road to create a "T" intersection with Carlsbad Boulevard is tentatively expected to be constructed within several years. Associated with the construction will be the realignment of Carlsbad Boulevard at this new i ntersection to eliminate the existing ramp geometrics underneath Palomar Airport Road . It is recommended that this work be completed as quickly
as is feasible . Intersection spacing from Palomar Airport Road to Manzano Drive would be improved as a result of the project. If Manzano Drive is closed at this
time , considerat ion of opening the Manzano Drive/Carlsbad Boulevard intersection
could be re-eval uated at the time the new PAR/Carlsbad Boulevard intersection
is built. Land use issues to be resolved in the future will impact any decision
on opening Ma nza no Drive.
Designation of Carlsbad Boulevard as a major arterial indicates that the corridor will ultimately have constructed a four -lane, divided roadway. Traffic volumes
continue to in crease within the study corridor. SANDAG projections for year 2010
traffic volumes in this location is 28,700 vehicles. It is recommended that a
design study report be initiated to evaluate merits of the construction of
Carlsbad Boul evard to the full four lane major arterial standard. The time frame for expanding Carlsbad Boulevard to four lanes would be predicated upon the conclusions of t he design study report and decisions of the City Counc il .
RECOMMENDATIO NS
An analysis of all traffic data including reported collisions, roadway
geometrics, sigh t distance, and vehicular and pedestrian volumes does not support
the need for add itional traffic control devices at the Manzano Drive and Cerezo Drive intersections. Warrants for a traffic signal or all-way STOP are not met and these traffi c control devices are not recommended.
It is recommend ed that Manzano Drive be closed at Carlsbad Boulevard by the
construction of a barricade across Manzano Drive. Police and fire response time
will not be significantly compromised (see memorandums in Appendix). Intersection spacing of roads located south of Manzano Drive and the weaving area at this location would justify the closure. A decision to remove the barricade could be con sidered in the future after Palomar Airport Road is realigned and a new Carlsbad Boulevard/PAR intersection constructed .
Because of pendin~ studies, it is recommended that no direct access to Carlsbad
Boulevard be permitted for the State of California maintenance facility from the
site prior to a resolution of the major circulation and land use issues in the
area. It is further recommended that this study include the analysis of the proper location for the maintenance facility.
At this time, Manzano Drive is constructed to one-half the width of a standard City residential street. Regardless of the status of the proposed intersection
closure, it is recommended that Manzano Drive be widened to full City standards.
Alignment studies for straightening Palomar Airport Road and constructing a "T" intersection with Carlsbad Boulevard have been initiated by property owners
affected by the proposed construction. New intersection geometrics will be part
of the design. It is recommended that widening Carlsbad Boulevard from Cerezo
Drive southerly to Manzano Drive be part of the design such that a continuous two-way left turn lane can be provided.
Recommended for immediate implementation are:
1.
2.
3.
4.
A minimum of three street lights between Manzano Drive and Palomar Airport Road.
Additional signing and striping south of Manzano Drive on the northbound Carlsbad Boulevard ramp and at the Carlsbad Boulevard/PAR gore point.
Installation of the Cannon Road/Carlsbad Boulevard traffic signal with striping of a continuous two-way left turn lane from Cannon Road to Cerezo Drive.
Continued and constant police enforcement on Carlsbad Boulevard.
11
APPENDIX A
MEMORANDUMS FROM POLICE, FIRE AND UTILITIES AND
MAINTENANCE DEPARTMENTS
October 3, 1988
TO: PRINCIPAL CIVIL ENGINEER -TRAFFIC ENGINEERING DIVISION
FROM: Police Chief
MANZANO DRIVE /CARLSBAD BOULEVARD INTERSECTION
The temporary barricading of Manzano Drive a t Carlsbad Boulevard
would cause some minor delays in our response times to the 5500
blocks of El Arbol and Los Robles. These delays would not,
however, significantly affect our ability to provide adequate
service to the area.
Closing the entrance to Manzano Drive in our opinion will have
little effect on the number of accidents occurring in that area
of Carlsbad Boulevard .
The long-term solution lies in the redesign of the roadway and
inte7~tion in that area. I would also suggest review by the
fire department before y final decision is made.
j
Ri~
\
db
CARLSBAD FIRE DEPARTMENT
2560 ORION HAY
CARLSBAD, CA 92008
(619} 931-2141
DATE: November 15, 1988
TO: Bob Johnson, Principal Civil Engineer -Traffic
FROM: BRIAN UATSOH, BATTALION CHIEF
EHERGEHCY SERVICES
SUBJECT: MANZANO DR/CARLSBAD BLVD
[JOV 1 'I ~--J
We have reviewed the impact that the temporary closure of Manzano
Dr. at Carlsbad Blvd. would have on our ability to provide
emergency fire and medical services to the residents in the area
and have concluded that there wil l not be a significant negative
impact on our ability to provide those services. We could expect a
delay of up to one minute for the closest engine and something
less than that for the closest paramedic unit. The overall
response time to the area will still be within the five minute
standard for the city.
I must point out that if the closure of this intersection were to
spur on the closure of the next closest one or two intersections
of Carlsbad Blvd. and residential streets that there would be a
significant increase in response t ime into the area. This would
not be acceptable to the fire dept.
November 14, 1988
TO: BOB JOHNSON, TRAFFIC ENGINEER
FROM: Utilities & Maintenance Director
UPDATE ON ADDITIONAL STREET LIGHTING FOR CARLSBAD BOULEVARD -MANZANO DRIVE TO
PALOMAR AIRPORT ROAD
Staff met with SDG&E Planner, Lois Higgens, and was given the service point
(power source) locations in the general area available for a street lighting
system. (See attached map).
Cost of design and installation would need to be accrued through the City's
general fund as the existing street lighting assessment district budget contains
only funds for operation and maintenance of existing street lighting systems.
In considering construction costs for the project, the following estimates are
suggested:
City street light pole with 200 watt high pressure luminaire installed=
$1275.00 per light
Duct and wire installed= $4.65 per lineal foot
If there are any further questions, please contact Virginia McCoy at x4112.
RWA:VMC:mew
Attachments
NDERSON
UGV 1 0
IZC)\JCJLT
A\/A\LA'Bl.E..
\2D /Z-4l:J
'\JQL"T
A"'JA\LABL~
-
........ r.:.:.::··· .. --···"· ..... ··-· ... ··-····· .. ···· ·-· .... ·-
, •• ;:::. ::>O'
APPENDIX B
TRAFFIC VOLUMES
TRAFFIC COUNT DATA SHEET
TS# __ _
Street(s)
Count Date NOV, ~,I ff to NtJ//, ~' 1 l'tf Data Reduction by ,TW'.£ Date l(t?I/, 2? l,f p
Location: On Cti'?.LJ8 1z/J 8 L //,fl (btwn/at) ~AM.l,;ZA/ /ZI), (and) ,(.~)/pliE' £Yi. N .
Day/Direction
Time Period r/1118 -S,1/Nd S 4'/4-L? /11½8
0000-0100 2_ t./ ff cs 2?
0100-0200 J (; 3 '1 1/7 Iii
0200-0300 }J 2{; 3 7 /2
0300-0400 /2 JI/ tJ )3
0400-0500 /2 /3 i'I JI/
0500-0600 3 9 3 rP Sr? 1/(J
0600-0700 2tJ/ ft? //3 /7f
' 0700-0800 2.S.3 2tJO 22C 2 ~
0800-0900 3 1/o 2.JJ/ 3S2 3 tJ!
0900-1000 3Ct 31/! St?_'? 3 /2.
1000-1100 /j(} 7 L/1/3 6 2? 3(;-7
1100-1200 f/ Ir: S73 69,? 3 C?
1200-1300 S 3J S?tJ 7 '11 1/72.
1300-1400 SI/ SCcf 6SS-3rfj)
1400-1500 S/f S2.C i:b'I/ 1//7
1500-1600 Sf.~ '112 S.=?3 I/CA'
1600-1700 t::-7 G' !/ tltJ I/ (?I/ S?S
I 1700-1800 S26' 2C! 300 // ?:'L/
1800-1900 3 ~2 2..tJG' J t::o 2/2
1900-2000 23/ !CJ> 12.t:: /31 '
2000-2100 I JYs I y 2. I /J C 91
2100-2200 /7 '/ l3S //3 ?C
2200-2300 /t:'P /3/l /S Cf = 2300-2400 12; IJ ;;-'II 31'
TOTAL(S) f:7/3 S fJIS-t:'/2 9 5 3 17
I
PEAK HOUR(S)
PEAK FLOW(S)
Special conditions or remarks : ________________ _
TRAFFIC COUNT DATA SHEET TS# ---
Street(s)
Count Date A//211, ~ lff to N,,Z/J, ? 1£1' Data Reduction by 1lWc£ Date Af,j~, 2? IJJf:
Location: On eA~/:?(J() 8Lt.?1,(btwn/at) C,:1NA!t7;1/ /?./?, (and) T/p'llc,;9 ,t)EL (.;l'(O s,---,
Day/Di rection
Time Period F/sg s1/s11 S¼R ~I?
0000-0100 ~ /IS /2.t; Sc
0100-0200 31 72. JJcJ 3~
0200-0300 2 7 f l 1/S 29
0300-0400 f /7 /J) II
0400-0500 2.o IS 2/ If
0500-0600 )tJ/ j(} 1/'S 7tl
' 0600-0700 S2C 207 /3(} 1/fc
0700-0800 /S6 320 2?/ Cf<.5-
0800-0900 7fC l/3rf 3 6'7 S?f
0900-1000 f3C G'/7 Sf_S s22
1000-1100 7f2 7fc /3Y Go2
1100-1200 f2.3 t/~2 f'7S 72C
1200-1300 9Ci 96'3 /tJSG ,PtJ/
1300-1400 )02i2_ I <12 2. l/lS JJ/S
1400-1500 ftJ; ti f<5 J/fS /SJ
1500-1600 /2?/ 77,.S /t} 7f_ 7tfS
1600-1700 99L/ 791/ j_t? fr G'S/ . ' ' I S2j 1700-1800 f/2 'I fJ {;S_e_
1800-1900 1//2 301/ ':j/J 3/cf
1900-2000 37C 3or; 2flc Jfc I
2000-2100 3?~ 317 /RI /70
2100-2200 37/ 2 fcf /S3 /7,1
2200-2300 3 73 3 tJf 12c //J>
2300-2400 2'/2 2tJ9 51 (;'{:
TOTAL(S) 12t10 /v,33S L (}/Sf1 9/C/ , , .
PEAK H0UR (S)
PEAK FL0W (S)
Special conditions or remarks: ________________ _
TS# __ _
TRAFFIC COUNT DATA SHEET
\$
vA-Y\2 BA-D Blvp .'.I:: SO 1/o tv\A-t,L9Ab1<2 J::;?R.
Street(s)
I
Count Date0c:.,::2.0 toOc..r; z.4'68 Data Reduction by 1'"--_J? Date Nov,':'). SB J ,
Location: On l'./p,-y\:";:>:e:,AQ :BlvO. (btwn/at) M.A.N-9ANQ Th _(and} PA . R.
Day/Direction
Time Period T~ ½e. SA..=::::-<, s~ M..o
NF'!:> NB NC3 ~r-z,
0000 -0100 4-9 \ "3 z. 1&3 33
0100-0200 3(c, && Cj I 2&
0200-0300 22.. 60 ?3 17
0300 -0400 IZ-zc::i I~ IS
0400-0500 17 IS lS 17
0500 -0600 34 3Z, 31 34
0600-0700 \67 B3 S4 \0Z.
0700-0800 26(,,, zzo 177 2'33
0800-0900 30\ 373 3oS 2-C'\&
0900-1000 37) 522 4l0 3'10
1000-1100 soz 4L1'1 500 4\0
1100-1200 &'-\--3 &?3 {bl q ?3B
1200-1300 G.64 utpz &Z-7 &lS
1300-1400 &S~ 7\~ 803 {Q\10
1400-1500 722 {pf33 7'l3 702
1500-1600 &0\5 '7(p'3 uCfS 613 330
1600-1700 Bo-5 6c:>7 7l? 7~0
1700 -1800 71S ,BIZ. &qo \3~
1800-1900 410 534-4-70 l09'?
1900 -2000 Z35 333 307 45g I
2000 -2100 zz4 z,qg zq3 ·242
2100-2200 \.:::::\. l, 2-4? 2-\~ 13(,,,
2200-2300 l'~? 22-7 2-os to4
2300-2400 1\Z l&S 2-e>Z CP4
TOTAL(S) 3567 ~774 05(p7 Ci,7(p4 44?:o
PEAK HOUR(S)
PEAK FLOW(S)
Special conditions or remarks : __________________ _
TRAFFI C COUNT DATA SHEET
TS# __ _
• \ v A,. v \0 F';,.b-0 B \vo ~ so ¾ MA-N-,?ANo ~.
Street(s)
Count DateOe-1-Z.0 to 0?rZ4,68Data Reduction by ['v\_J<;:=> Date Nov '9, Pz3
Location: 00AY½:e>A-o13\vo. (btwn/at)MA~NO Th.(and) -p A -R .
Day/Direction
Time Period ,~µ. ~e ~e, ~ -s,e, ~ ?t? ~B
0000-0100 4Z. B4 60 "3';:,
0100-0200 2..4 i::; c:; 4-Z. \<=q
0200-0300 l'S 3L+ 36 \::,
0300-0400 l & 32-zc., B
0400-0500 zo 14 \ s ,c;
0500-0600 SB L-\-""3 32-"52
0600-0700 276' C'l9 Sl 2 7t;,,
0700-0800 39'5 \<==\~ \4-3 ~~~
0800-0900 3&>0 270 Z-Z. \ 3'~.3
0900-1000 Z.'9Z. 34<::. 44-'9 z_e,cry
1000-1100 3S4 4L!-7 S90 32-&:>
1100-1200 q-z. C. Sl5 4-(.,, 0 330
1200-1300 q<q? 'SZ? q-e,o 4<:.+~
1300-1400 q=i4 ~s i:;37 .:'.-}-3~
1400-1500 '-+ l.+-~ S&°I ??9 441
1500-1600 4(,.,,0\ 5&7 sos 540 z3S
1600-1700 Lf-zo 516 '507 SOB
1700-1800 4Z.c) 4SO 4&9 c+-c:::=tZ
1800-1900 Z&4 3SZ. 370 374
1900-2000
I Z.Z-0 Z-78 z.:se zoro
2000-2100 164-246 204 ·l&S
2100-2200 \t,,4 Z4S zzz ~6
2200-2300 \l'::;, 234 170 -:?c.\-
2300-2400 SI \ \ 7 l ZZ.. 3'9
TOTAL(S) 230) (p73z_ C,-05°\ uz.\'1 -36>27
PEAK H0UR(S)
PEAK FL0W(S)
Specia l conditions or remarks: ___________________ _
TRAFFIC COUNT DATA SHEET
TS# ---
C(?unt Oateo<,--r:; 17 to Oc:::--r.Zc.;88 Data Reduction bytv\_J s Date Nov. =\188
Location: On VA:V \,zBA.p 'B )vo. ( btwn/a t) tv\.o..N~2 W. and) PA--"R.
Day/Direction
Time Period YY\~O N?.> -,-;~ Ne, ~?-> ~
0000-0100 sz 4-\ se,
0100-0200 2-3 Z-6 4-0
0200-0300 2.0 \'2, -=sS
030 0-0400 & s \ \
0400-0500 I z_ I l \0
0500-0600 3S Z-4 ZC1
0600-0700 \60 1&4 \06
0700 -0800 3Gx+ ZB'S 3D4
0800-0900 367 3M 406
0900-1000 4L\4 4-3? 37?
1000-1100 '52-7 51'1 q-37_
1100-1200 G,12 &6S &II '57S
1200 -1300 72..1 716 &4-S 557
1300-1400 740 743 72~ G,35
1400-1500 &9'? u,46 71'?
1500-1600 ~?&> &78 7'?3
1600-1700 ~s; Seo 930
1700-1800 637 &B3 £3C;€J
1800-1900 Lt-?? 4ZB 4~0
1900-2000 230 zs-s Z lj-7 I
2000-2100 \7Z. zoz 194
2100-2200 \~ 2 \C:, l<:::::JS
2200-2300 104 lj;,0 147
2300-2400 S8 7Z-6B
TOTAL(S) &2Ci4 g-z_,g7 &443 3<P6q
PEAK HOUR(S)
PEAK FLOW(S)
Special conditions or remarks : ________ _
TRAFFI C COUNT DATA SHEET
TS# __ _
Count Da teOe--r: \ 1 to Oc.--,-: ZL1 BP,, Data Reduction by tv\ _J "'::> Date N oy. 9, 1 6g
Location: Onu~v\""?W,.D ::B\VD (btwn/at)\'::I\AN-:,?A..NO Th. ( andJ&:c Y4,yo :t='.F,.
Day /Direction
Time Period VV\~ ~e 1/~ ~-e, --~ "::>e>
0000-0100 3'9 33 4-G:,
0100-0200 1-Z. 2Z.. 30
0200-0300 l~ C'\ ,c:;
0300-0400 \0 I ""3 1-Z
04 00-0500 I ,q 14 17
0500-0600 ss so ss
0600-0700 ZCP4 272 2-7\
0700-0800 417 l{-l~ 416
0800 -0900 3&S 374 374
0900-1000 347 3\'7 Z.74
1000-1100 370 ::332 3\0
1100-1200 4\(.... '4Z...4 3&:o 362
1200-1300 '5\L-\ 52--~ 4S4 4z.g
1300-1400 06,,\ q&e> soz 3Z3
1400-1500 c.+62--4~ ~0
1500-1600 '-l-62-q.72 c:::+eto
1600-1 700 46(3, 472-~63
1700-1800 L\-cPC-j q..zo c..t-36
1800-1900 31v zct4 3-33
1900-2000 zo-5 l7? \O\~
I
2000-2100 14\ l c:;4 l&3
2100-2200 \-Z.S, \c.+-0 \34
2200 -2300 &S C!Ci ~7
2300-2400 S\ 4~ &4
TOTAL(S) q..z75 ulOO &0%
PEAK HOUR(S)
PEAK FLOW(S)
Special conditions or remarks: ___________________ _
TRAF FI C CO UNT DATA SH EET
TS# __ _
l'-'\A.N-::?A.ND Th. :J= 100' 1/o &Arx:::½e,AQ BYD.
Street(s)
C_ount DateO e---r. \ 7 to Oc.-"1'." ze?&e,Data Reduction by l'l\.-10 Date Nov ::J
1
'B B
Location: On t:::'\AN:9Ab\O:-I;k. (btwn/at>'.'.d,.vW,p 13)....,-qand) Lee,, -=Ro e.L.6':;::, ~
Day/Direction
Time Period VY\~ ~ ~ ~
0000-0100 0 0 \
0100-0200 D D I
0200-0300 0 0 0
0300-0400 0 I I
0400-0500 ' 0 0
0500-0600 3 -I z
0600-0700 13 \4 10
0700-0800 7 \~ IS
0800-0900 17 14 6
0900-1000 lZ & s
1000-1100 I I (p 13
1100-1200 / I& 7 IZ
1200-1300 \ L\-10 I l {p
1300-1400 I l 2-1 14 13
1400-1500 \& 4 I -:::,
1500-1600 10 14 17
1600-1700 I ct zq 11
1700-1800 ,s 17 1-Z..
1800-1900 \; {p 1'7
1900-2000 I I (p 10 I
2000-2100 0 l3 7
2100-2200 14 s 5
2200-2300 3 s 4
2300-2400 0 z 4
TOT AL(S) 1st. 216 10\3 90
PEAK HOUR(S)
PEAK FLOW(S)
Special conditions or remarks : __________________ _
'
TRAFFIC COUNT DATA SHEET
TS# ---
'S/ ?A.v\.t--zp,A,p :B\vp ~ \Q? m Gev690 ~.
Street(s)
Count Date.C),::;::r:: I\ toOc.T. 13,'eB,Data Reduction by \\I\.J,S Date tJov-9, 1
~
Location: On?Av\"'?JaA..-:0 BlvQ (btwn/att:A?vd;?G::r;:k:-(and) M .. Al::,,1<9ANO J::k.
Day/Direction
Time Period '~e, ~B ~
0000-0100 3c:::> 3z._
0100-0200 I& 24 .
0200-0300 l I )&
0300-0400 7 7
0400-0500 l I \Z
0500-0600 35 "3~
0600-0700 I-z..S \"33
0700-0800 zz~ zoo
0800-0900 zc:i5 270
0900-1000 3 \ \ Z60
1000-1100 35,c) 3CS6
1100-1200 4c.O 4&S
1200-1300 qq-7 CSo3
1300-1400 44\ L.\-43
1400-1500 L\-\? c.\--S3
1500-1600 Sz.b -5-'St'.'.)
1600-1700 CP3S &Z.Z:
1700-1800 S43 &z.4
1800-1900 3SB> 332'.'
1900-2000 1'37 \.:::::=:t I
I
2000-2100 IZ.3 \L\-Z
2100-2200 \'33 \SO
2200-2300 l \:? c:=t \
2300-2400 ~7 54
TOTAL(S) 4--73& (o04--7 /DIS
PEAK H0UR(S)
PEAK FL0W(S) -
Special cond1t1ons or remarks : ____________________ _
TRAFFIC COUNT DATA SHEET
TS# __ _
~y\~ Blvo~\00
1% ~<2..ve-;:zo ~-
street<s>
I \
Count Datev-r:: \ \ tot2::-r: \?,~ Data Reduction by fV\.J0 Date ~V: c::'11\ BB
Location: OnvAY\"?~V °6\vi?(btwn/at) Ux:~Tu (and) ,5±:b;;;?v<?__.,T;:R.
Day/Direction
Time Period ~ ~F? ~ ~~ -S'B
0000-0100 Z.3 26
0100-0200 \4 Z--=:::,
0200-0300 17 Z.I
0300-0400 cf;> B
0400-0500 z.o l \
0500-0600 4~ SI
0600-0700 Z""i Z-277
0700-0800 404 413
0800-0900 274 3:=+I
0900-1000 3c+S 3::?5
1000-1100 3ZG,, L.\-33 78
1100-1200 400 ~~
1200-1300 46,vJ 49B
1300-1400 '+&9 L.f-70
1400-1500 446 47Z
1500-1600 50\ S30
1600-1700 4 &B c+~C/
1700-1800 4 &9 444
1800-1900 3Z-4 3l7
1900-2000
I I c...\-5 17S
2000-2100 \'38 lc.+-Z
2100-2200 \37 I 'S::?
2200-2300 76 IO I
2300-2400 5'9 (c,Z,
TOTAL(S) 4-4-S\ &lw!P IS-5&
PEAK H0UR(S)
PEAK FL 0W(S)
Special conditions or remarks : ____________________ _
TRAFFIC CO~NT DA TA SHEET
TS# __ _
\
I J \ Count 0atec?,;;:..r \ toO,::.--r:-13, f3e> Data Reduction by f'/\ 0 Date t:--..lov. 9 .6S
I
Location : Onu,_y~() :-c:33 . ( b twn/ at )/4A,y\:'zH:'-\Q B~ nd ) b?':2 ~ t::,\:, 2 ~
Day/Direction
Time Period ~~ ~ --~ ~ ..
0000-0100 z... D
0100-0200 0 \
0200-0300 \ \
0300-0400 I D
0400-0500 0 l .
0500-0600 u:, G::,
0600-0700 I'? IS
0700-0800 z o l7
0800-0900 \ \ \7
0900-1000 \ {,,:. \ &:>
1000-1100 \ z:_ 7
1100-1200 ,cs 14
1200-1300 Zl Z?
1300 -1400 1'5 IS
1400-1500 z.z l~
1500-1600 ZS 27
1600-1700 z_z_ zz.
1700-1800 I z_ zo
1800-1900 \~ z o
1900-2000 I? 9 I
2000-2100 I \ 7
2100-2200 ,e, C::,
2200 -2300 3 z_
2300 -2400 I I
T0TAL(S) zos Z.6\ 74
PEAK H0UR(S)
PEAK FL0W(S)
Special conditions or remarks : ____________________ _
-A -or::::: Z& !
TRAFFIC COUNT DATA SHEET TS# __ _
C,,,,:p'Zf_ S/J/J/J 8L (I,{), ~ ..50 1 % C,1#@& &J,
Street(s)
Count Date cJkf2? 1f lto Jl/f.Ysf;, 1/I Data Reduction by ,]]<1€ Date ;,;o{/, 2ft l,j!jZ
Location : On <:c&ll.L.S8,9/J 8UIO, (btwn/at) C-&#M:1&1 /2./J. (and) TIEIV?.o DEL c..V?v sr, •
Day/Direction
Time Period ~½A Tf//JV8
0000-0100 71/
0100-0200 21
0200-0300 2t/
0300-0400 JI
0400-0500 Jr;
0500-0600 ss
0600-0700 235
0700-0800 237
0800-0900 3CP
0900-1000 f/ JcJ
1000-1100 l/f9
• l
1100-1200 61/S-
1200-1300 712
1300-1400 €2/
1400-1500 G'Otf
1500-1600 913
1600-1700 !Yf
1700-1800 tso
1800-1900 G':JS
1900-2000 SY'! I
2000-2100 3/2.
2100-2200 22/
2200-2300 /ff/
2300-2400 /t},P
TOTAL(S) 6637 ? f; .51,~
PEAK HOUR(S)
PEAK FLOW(S)
Special conditions or remarks: APT:::= i 2. '/, :i
TRAFFIC COUNT DATA SHEET TS# ---
Street(s)
Count Date Jll ff'.a'? if/to J?-1'/25 1fJJ Data Reduction by iT/,vt;: Date @?', 21/ lj),p
Loca tion: On W,4:s g112 l?LI//J, {btwn/at) CANNt1# di), (and) 11~((/l.,,J 0£1 elf,> .s ,
Day /Di rec ti on
Time Pe riod LA!f<ig lysg
0000-0100 72
0100-0200 2/
0200-0300 2rf
0300 -0400 /7
0400-0500 2/
0500-06 00 7C
0600-0700 3 2J>
0700-0800 Sfd
0800-0900 LJso
0900-1000 '/tJ S
1000-1100 I/S2
1100-1200 S7JJ
1200-1300 Cfc
1300-1400 75/
1400-1500 C S:?
1500-1600 7tJ9
1600-1700 ;t:'o
1700-1800 S C'3
1800-1900 '/f2
1900-2000 l/3JJ I
2000-2100 37,11
2100-2200 2'1?
2200-2 300 /f:3
2300-2400 // jJ
TOTAL(S) .S/>Cr 2 ftf J'
PEAK HOUR(S)
PEAK FLOW(S ) -
Spec ial conditions or remarks : _ _L.c)./.../)'-£.ITL.....:-=---~~....1.~:£J..,f:L-,,,c.7 _________ _
TRAFFIC COUNT DATA SHEET TS# __ _
Street(s)
Count Date4PA'.,2,:~o cl,81., 2?, 1~cf Data Reduction by J'w; Date @ ti'. 2{, I/£.
Location: On <!,,fl/l.L ..f&p /Jf..(/1), (btwn/at) C..E/l.F2t? LJ/t., (and) /\1&,yz.qw ml,
Day/Direction
Time Period T~ ¾8
0000-0100 2f
0100-0200 21/
0200-0300 JI/
0300-0400 JI
0400-0500 /3
0500-0600 2 JJ
0600-0700 /6'2
0700-0800 231/
0800-0900 2-fC
0900-1000 3 ~cf
1000-1100 311/
1100-1200 3 11
1200-1300 l/3t?
1300-1400 f/{;I/ ...,
1400-1500 S31/
1500-1600 Sl/9
1600-1700 G/7
1700-1800 7a2
1800-1900 '/Sf
1900-2000 357 I
2000-2100 J?S
2100-2200 /2 JJ
2200-2300 9o
2300-2400 f f
TOTAL(S) 1//2. 3 2 2S9
PEAK HOUR(S)
PEAK FLOW(S)
Special conditions or remarks : _ __.fj(_J_J!)~T:...._:-:.....-~6...,J_,,3,£.!,~~~==-----------
TS# __ _ TRAFFIC COUNT DATA SHEET
Cc1/2LS8-10 8?(/1}, -: /StJ1 % CE/tE20 /)/2.,
Street(s)
Count Date ,q_p.4 2~/cf,lto~,.o,1. 2 ? 111 Data Reduction by yJv£ Date #?Jt-', 21/ I/cl
Location: On C-rJ/lL .gg1£J BL(/£}, (btwn/at) CE/ZF2o L>/f, (and) Slfa/lt:-DI<, S',
Day/Direction
Time Period Tl½g w¼g
0000-0100 29
0100-0200 22
0200-0300 17
0300-0400 J>
0400-0500 I
0500-0600 71
0600-0700 2J7
0700-0800 L/ I/ jJ
0800-0900 3 SS
0900-1000 31/G'
1000-1100 37c
1100-1200 !Jes
1200-1300 f/92
1300-1400 {;or;
1400-1500 s;r;
1500-1600 SW5
1600-1700 f/f/
1700-1800 1/93
1800-1900 '127
1900-2000 3 6'C I
2000-2100 !ff
2100-2200 /'II'
~
2200-2300 7{;
2300-2400 6tJ
TOTAL(S) 3fl 2 Qf32
PEAK HOUR(S)
PEAK FLOW(S)
Special con di t i ons or remarks : _ _L/}.J..l£2wT~~;:::---'t;ot,~J>g..-;f;~'f-,-----------
APPENDIX C
COLLISION DIAGRAMS
COLLISION DIAGRAM
CITY OF CARLSBAD LOCATION
TRAFFIC ENGINEERING DIVISION
YEAR TOTAL
1968 I
1.qe,7 0
\96~ D
\C\e>':S 0
VEH. MOVING AHEAD
<<<-VEH. BACKING UP
---------► PEDESTRIAN TRAIN
c=> PARKED VEHICLE
□ FIXED OBJECT
0 PROPERTY DAMAGE ONLY ® INJURY ACCIDENT • FATAL ACCIDENT
DRAWN
BY fv\_j 0 PERIOD I _
DATE
NUMBER OF ACCIDENTS BY TYPE
PROP. DAMAGE INJURY FATAL LIGHT DARK
I C> 0 I 0
0 0 0 0 0
0 0 0 0 0
0 0 0 D 0
:E;,\VQ.
LEGEND
-o-HEAD-ON CONST CONSTRUCTION ZONE
• 0 . HEAD-ON SIDESWIPE DPD DRIVER PHYSICAL DEFECT
DV DEFECTIVE VEHICLE
0 OVERTAKING SIDESWIPE ESS EXCEEDING SAFE SPEED • FTC FOLLOWING TOO CLOSE
-o RIGHT ANGLE HBD HAD BEEN DRINKING
f H-R HIT AND RUN · !LC IMPROPER LANE CHANGE
JP IMPROPER PASSI NG
IT IMPROPER TURN
~ OVERTAKING TURN !NATT INATTENTION M/C MOTORf;YCLE
RSS RAN STOP SIGN OR SIGNAL
~ OUT OF CONTROL SFP STOPPED OR SLOWING FOR PEDESTRIAN
VO VISIBILI TY OBSTRUCTED
VRW VIOLATED RIGHT OF WAY
~ .. VEHICLE TURNED OVER ws WRONG SIDE OF STREET
WET
0
L)
0
0
COLLISION DIAGRAM
CITY OF CARLSBAD
TRAFFI C ENGINEERING DIVISION
N.
LOCATION
u,c:::,v \.<;,s.c...o
DRAWN t'A..-10 BY
DATE \\,z.q -e,8
B\vv. Q,, t'-1\ C..V'----170.~ ~-
PERIOD
\ -\ -6S
-,-o
1 l -\'? -68
NUMBER OF ACCIDENTS BY TYPE
YEAR
!C\06
1967
\ '1~l:,
\q60
<<<,---+
---------►
C=>
□
0
® •
TOTAL
0
0
0
I
VEH. MOVING AHEAD
VEH. BACKING UP
PEDESTRIAN TRAIN PARKED VEHICLE
FIXED OBJECT
PROPERTY DAMAGE ONLY INJURY ACC !DENT FATAL ACCIDENT
PROP. DAMAGE INJURY
C> 0
0 0
0 0
I 0
LEGEND
--+o-HEAD-ON +::::::o::=, HEAD-ON SIDESWIPE
O , OVERTAKING SIDESWIPE
-a RIGHT ANGLE
r
-o OVERTAKING TURN --
~ OUT OF CONTROL
VEHICLE TURNED OVER
FATAL
0
0
0
0
CONST
DPD
DV ESS FTC HBO H-R
!LC
IP IT !NATT M/C RSS SFP VO VRW ws
LIGHT
0
0
0
I
CONSTRUCTION ZONE DRIVER PHYSICAL DEFECT DEFECTIVE VEHICLE EXCEEDING SAFE SPEED
FOLLOWING TOO CLOSE
HAD BEEN DRINKING HIT AND RUN IMPROPER LANE CHANGE IMPROPER PASS ING
IMPROPER TURN INATTENTION MOTORCYCLE
RAN STOP SIGN OR SIGNAL
DARK
0
0
0
o .
STOPPED OR SLOWING FOR PEDESTRIAN
VISIBILITY OBSTRUCTED VIOLATED RIGHT OF WAY WRONG SIDE OF STREET
\JET
0
0
0
0
COLLISION DIAGRAM
CITY OF CARLSBAD
TRAFFIC ENGINEERING DIVISION
AJ.
-r.
5.
Kl
LOCATION
C..,.c::,,..v\
DRAWN
BY
DATE \ \ -Z'o/ -6
NUMBER OF ACCIDENTS BY TYPE
PERIOD
I -I -65
I\ -17 -6 6
YEAR TOTAL PROP . DAMAGE INJURY FATAL LIGHT DARK \/ET
1-C\B z.. 0 z_ 0 -z.._ 0 0
IC\97 I 0 0 I 0 0
196(&, 0 0 0 0 0 0 0
/c:::>t6'S I 0 0 0 0
~ ~ ~ ~ ~ ~
Ill I : ~ t il
\U 1
>
f1J
LEGEND
VEH. MOVING AHEAD -o-HEAD-ON CONST CONSTRUCTION ZONE
<<<-VEH. BACKING UP ' 0 ' HEAD-ON SIDESWIPE DPD DRIVER PHYSICAL DEFECT
---------► PEDESTRIAN DV DEFECTIVE VE HIC LE TRAIN 0 OVERTAKING SIDESWIPE ESS EXCEEDING SAFE SPEED
L=--> PARKED VEHICLE ' FTC FOLLOWING TOO CLOSE
-a RIGHT ANGLE HBO HAD BEEN DRINKING
□ FIXED OBJECT f H-R HIT AND RUN
!LC IMPROPER LANE CHANGE
0 PROPERTY DAMAGE ONLY IP IMPROPER PASSING ~ INJURY ACCIDENT IT IMPROPER TURN • FATAL ACCIDENT --0 OVERTAKING TURN !NATT INATTENTION --M/C MOTORCYCLE RSS RAN STOP SIGN OR SIGNAL
~ OUT OF CONTROL SFP STOPPED OR SLOWING FOR PEDESTRIAN
VO VISIBILITY OBSTRUCTED
VRW VIOLATED RIGHT OF 1/AY
c5 --VEHICLE TURNED OVER ws WRONG SIDE OF STREET
COLLISION DIAGRAM
CITY OF CARLSBAD
TRAFFIC ENGINEERING DIVISION
N .
LOCATION
DATE
NUMBER OF ACCIDENTS BY TYPE
YEAR TOTAL PROP. DAMAGE INJURY FATAL LIGHT DARK
\C\6S I 0 I 0 I 0
\~87 0 0 0 0 0 0
\9U 0 0 0 0 0 0
\~::, 0 0 0 0 (J 0
LEGEND
VEH . MOVING AIIEAD --+o-HEAD -ON CONST CONSIR UC TION ZONE
<<<-VEH. BACKING UP • 0 . IIEAD-ON SIDESWIPE oro DRIVER PHYSICAL DEFECT
---------► PEDESTRIAN DV DEFECTIVE VEHICLE
TRAIN 0 OVERTAKING SIDESWIPE ESS EXCEEDING SAFE SPEED
> PARKED VEHICLE • FIC FOLLOWING TOO CLOSE
-a RIGHT ANGLE 1100 111'10 BEEN ORINKING
D FIXED OBJECT f H-R HIT AND RUN
· I LC IMPROPER LANE CHANGE 0 PROPERTY OAHAGE ON LY IP IMPROPER PASSING ® INJURY ACCIDENT IT IHPROPER TURN • FATAL ACCIDENT 'Y OVERTAKING TURN !NATT INATTENI ION
H/C HOTDRr.:YCL E
RSS RAN STOP SIGN OR SI GNAL
../\../'1-OUT OF CONTROL SF P STOPPED OR SLOWING FOR PEDESTRIAN
VO VISIBILITY OBSIRUCTED
VRW VIOLATED RIGIIT OF WAY
<l ~ VEHICLE TURNED OVER ws WRONG SIDE OF SIREET
WET
0
0
0
0
COLLISION DIAGRAM
CITY OF CARLSBAD
TRAFFIC ENGINEERING DIVISION
N .
-r:
5.
Iv
LOCATION
DATE
NUMBER OF ACCIDENTS BY TYPE
YEAR TOTAL PROP. DAMAGE INJURY FATAL LIGIH DARK
<<<--+
---------►
>
□
0
® •
S~oyc.-, 12B
(_ No'<',WJ
VEH . MOVING AHEAD -o◄-HEAD-ON
No Re--po!C"\~D
7v 6.. ~ ~ \ (_., c::::, ~ \ \ \ '?\CA--.l
.::,., \l---\,a..'<~~--:,,o~ ·.
LEGEND
CONST CONSTRUCTION ZONE
VEH . BACKING UP ' 0 . HEAD-ON SIDE SIJ I PE DPO DRIVER PIIYSICAL DEFECT
PEDESTRIAN DV DEFECTIVE VEHICLE
TRAIN 0 OVERTAKING SIDESIJIPE ESS EXCEEDING SAFE SPEED
PARKED VEHICLE • FTC FOLLOIJING TOO CLOSE
-o RIGHT ANGLE 1100 l~O BEEN DRINKING
FIXED OBJECT f H-R HIT ANO RUN
. • !LC IMPROPER LANE CHANGE
PROPERTY DAMAGE ONLY IP IMPROPER PASSING
INJURY ACCIDENT IT IMPROPER TURN
F'ATAL ACCIDENT y OVERTAKING TURN !NATT I NA TTEN T ION M/C MOTORCYCLE
RSS RAN STOP SIGN OR SIGNAL
~ OUT OF CONTROL SFP STOPPED OR SLOIJING FOR PEDESTRIAN
VO VI SIBILITY OBSTRUCTED VRIJ VI OLATED RI GII T OF \JAY
()" .. VEHICLE TURNED OVER \JS IJRONG SIDE OF STREET
IJE T
COLLISION DIAGRAM
C ITV OF CARLSBAD
TRAFFIC ENGINEERING DIVISION
N.
.S.
":/
LOCATION
DATE
NUMBER OF ACCIDENTS BY TYPE
\ -BS
To
I\ -1S-Be3
YEAR TOTAL PROP. DAMAGE INJURY FATAL LIGHT DARK WET
A _,..,,,.,:,
c__,,,~ 0 0 0 0 0 0 0
/c::q~ 7 s z._, 3 0 3 -z._ J
~6(0 D 0 0 0 0 0 0
1q6!S 0 0 0 0 0 0 0
-----. -
LEGEND
VEH. MOVING AHEAD -o-HEAD-ON CONST CONSTRUCTION ZONE
<<<-VEH. BACKING UP ' 0 ' HEAD-ON SIDESWIPE DPD DRIVER PHYSICAL DEFECT
---------► PEDESTRIAN DV DEFECTIVE VEHIC LE
TRAIN 0 OVERTAKING SIDESWIPE ESS EXCEEDING SAFE SPEED
c::==> PARKED VEHICLE ' FTC FOLLOWING TOO CLOSE
-o RIGHT ANGLE HBO HAD BEEN DRINKING
□ FIXED OBJECT t H-R HIT AND RUN
!LC IMPROPER LANE CHANGE 0 PROPERTY DAMAGE ONLY IP IMPROPER PASSING ~ INJURY ACCIDENT IT IMPROPER TURN • FATAL ACCIDENT -0 OVERTAKING TURN !NATT INATTENTION -MIC MOTORCYCLE RSS RAN STOP SIGN OR SIGNAL
~ OUT OF CONTROL SFP STOPPED OR SLOWING FOR PEDESTRIAN VO VISIBILITY OBSTRUCTED VRW VIOLATED RIGHT OF WAY
0 --VEHICLE TURNED OVER ws WRONG SIDE OF STREET
COLLISION DIAGRAM
CITY OF CARLSBAD LOCATION C:::-~v\-?""e>..6-D "B ,,,,\/,
TRAFFIC ENGINEERING DIVISION t=='F(o,..,.-.._ ~\~~ A,~~-,-~-P. To tv\A-N-:7.ANo~
DRAWN l't\ _J"'::;:, PERIOD
BY l -\ -es .
-ro
DATE l \-\&-86 \ \-I lP -88
NUMBER OF ACCIDENTS B.Y TYPE
YEAR TOTAL PROP. DAMAGE INJURY FATAL LIGHT DARK WET
l9~ ? 3 0 I "3 0 I
1Cl~7 0 0 0 0 0 0 0
19~ 0 0 0 0 0 0 0
I~% 0 0 0 0 0 0 0
LEGEND
VEH. MOVING AHEAD -o-HEAD-ON CONST CONSTRUCTION ZONE
.<<<-VEH . BACKING UP • 0 . HEAD-ON SIDESWIPE DPD DRIVER PHYSICAL DEFECT
---------► PEDESTRIAN DV DEFECTIVE VEHICLE TRAIN 0 : OVERTAKING SIDESWIPE ESS EXCEEDING SAFE SPEED
r:==> PARKED VEHICLE FTC FOLLOWING TOO CLOSE
-o RIGHT ANGLE HBO HAD BEEN DRINKING
□ FIXED OBJECT t H-R HIT AND RUN
• !LC IMPROPER LANE CHANGE 0 PROPERTY DAMAGE ONLY IP IMPROPER PASSING e INJURY ACCIDENT IT IMPROPER TURN • FATAL ACCIDENT '5' OVERTAKING TURN !NATT INATTENTION M/C MOTORG:YCLE RSS RAN STOP SIGN OR SIGNAL
~ OUT OF CONTROL SFP STOPPED OR SLOWING FOR PEDESTRIAN
VO VISIBILITY OBSTRUCTED
VRW VIOLATED RIGHT OF WAY
er • VEHICLE TURNED OVER ws WRONG SIDE OF STREET
•
COLLISION DIAGRAM
C ITV OF CARLSBAD LOCATION C-,(:::::,.... y \ ~"i:5.6-c:> ""6\'-/9 .
TRAFFIC ENGINEERING DIVISION r=-~""'-1'1\,A.N--?A~V ~-,o &<2-v~~
YEAR TOTAL
IC'\66 L\-
/ c:qe, 7 4-
J '9B{p 0
1966 0
<<<-
---------►
.____---J>
□
0 e •
VEH . MOVING AHEAD VEH. BACKING UP PEDESTRIAN TRAIN PARKED VEHICLE
FIXED OBJECT
PROPERTY DAMAGE ONLY INJURY ACCIDENT FATAL ACCIDENT
DRAWN l'-A..-10 PERIOD
BY I-\ -
-,-c..:>
DATE It-llP -68 I\ -I ee, -
NUMBER OF ACCIDENTS BY TYPE
PROP . DAMAGE INJURY
"3 I
z. 2.
0 0
0 0
i::::,~-IN~ ~0
Cl!-u-% IZ..'-3':>
LEGEND
-o-HEAD-ON
~•HEAD-ON SIDESWIPE
0 : OVERTAKING SIDESWIPE
-o RIGHT ANGLE
t
---~ OVERTAKING TURN
OUT OF CONTROL
VEHICLE TURNED OVER
FATAL
0
0
0
0
CONST
DPD DV ESS
FTC HBD H-R
• ILC IP
IT !NATT M/C RSS SFP
VO VRIJ
\JS
LIGHT
3
4
0
C>
CONSTRUCTION ZONE DRIVER PHYSICAL DEFECT
DEFECTIVE VEHICLE EXCEEDING SAFE SPEED
FOLLOWING TOO CLOSE HAD BEEN DRINKING HIT AND RUN IMPROPER LANE CHANGE
IMPROPER PASSING IMPROPER TURN INATTENTION MOTORCYCLE RAN STOP SIGN OR SIGNAL
DARK
\
0
0
0
STOPPED OR SLOIJING FOR PEDESTRIAN VISIBILITY OBSTRUCTED VIOLATED RIGHT OF \JAY
IJRONG SIDE OF STREET
~-
65
6B
\JET
\
0
0
0
COLLISION DIAGRAM
C ITV OF CARLSBAD LOCATION L-,,,t:::::...-..r'\?~9 B \ '.f\7.
TRAFFIC ENGINEERING DIVISION F'~ C> ""'-?(Lvl!~O ~-,D ~~ l:k . (60~)
~N
DRAWN tv\. -1 '? PERIOD I _ \-BS BY ,o
DATE \ l-\Co-66 I\-l <._p -86
NUMBER OF ACCIDE NTS BY TYPE
YEAR TOTAL
l~~ z_.
1~07 I
\'46(o 0
\°t~ I
<<<-
---------►
VEH . MOVING AHEAD
VEH . BACKING UP PEDESTRIAN TRAIN PARKED VEHICLE
FIXED OBJECT
PROPERTY DAMAGE ONLY INJURY ACCIDENT FATAL ACCIDENT
PROP. DAMAGE INJURY
0 ~
I 0
0 c)
I 0
LEGEND
-+o -HEAD-ON
~, HEAD-ON SIDESWIPE
0 : OVERTAKING SIDESWIPE
-o RIGHT ANGLE
t
___ y OVERTAKING TURN
OUT OF CONTROL
VEHICLE TURNED OVER
FATAL
0
0
0
0
CONST DPD DV ESS
FTC HBD H-R · !LC IP
IT !NATT M/C
RSS SFP VO
VRW ws
LIGHT
z.
I
0
a
CONSTRUCTION ZONE
DRIVER PHYSICAL DEFECT DEFECTIVE VEHICLE EXCEEDING SAFE SPEED FOLLOWING TOO CLOSE HAD BEEN DRINKING
HIT AND RUN IMPROPER LANE CHANGE IMPROPER PASSING IMPROPER TURN
INATTENTION MOTORCYCLE RAN STOP SIGN OR SIGNAL
DARK
0
0
a
I
STOPPED OR SLOWING FOR PEDESTRIAN
VISIBILITY OBSTRUCTED VIOLATED RIGHT OF WAY WRONG SIDE OF STREET
WET
0
0
0
0
COLLISION DIAGRAM
C ITV OF CARLSBAD LOCATION L---A.V\"'?"e:>.0-V ~ \'v'v).
TRAFFIC ENGINEERING DIVISION . ~oVT"\-\J ~o .S No~
-r:
YEAR TOTAL
[~'2,e, z
l~67 0
\C\~b I
\C\e,rS 0
VEH. MOVING AHEAD
<<<--+ VEH . BACK! NG UP
---------► PEDESTRIAN TRAIN
> PARKED VEHICLE
□ FIXED OBJECT
0 PROPERTY DAMAGE ONLY e INJURY ACCIDENT • FATAL ACCIDENT
DRAWN
BY
DATE
PERIOD \ -I -as
NUMBER OF ACCIDENTS BY TYPE
PROP. DAMAGE INJURY FATAL LIGHT DARK WET
I I 0 0 z 0
0 0 0 C) 0 0
0 ! 0 0 \ 0
0 0 0 0 0 0
LEGEND
-o-HEAD-ON CONST CONSTRUCTION ZONE
' 0 . HEAD-ON SIDESWIPE DPD DRIVER PHYSICAL DEFECT
DV DEFECTIVE VEHICLE
0 : OVERTAKING SIDESWIPE ESS EXCEEDING SAFE SPEED
FTC FOLLOWING TOO CLOSE
--+o RIGHT ANGLE HBO HAD BEEN DRINKING
f H-R HIT AND RUN · !LC IMPROPER LANE CHANGE
IP IMPROPER PASSING
IT IMPROPER TURN
'5' OVERTAKING TURN !NATT I NA TTENT ION
M/C MOTORCYCLE RSS RAN STOP SIGN OR SIGNAL
~ OUT OF CONTROL SFP STOPPED OR SLOWING FOR PEDESTRIAN
VO VISIBILITY OBSTRUCTED
VRW VIOLATED RIGHT OF WAY
c,-• VEHICLE TURNED OVER ws WRONG SIDE OF STREET
COLL ISIO N DI AGRAM
C ITV OF CARLSBAD LOC ATION C-.-~v \.~-e.b-\? B lVO.
TRAFFIC ENGINEERING DIVISION ~c,..,.__ .Sw;~C!,.. N~n+-) ""\O c::.-c:li"'-.V'..ov\.
N. l N
DR:~N {v\_j 0 PERIOD I -, _ es
,o
DATE \ \ -\ & , 86 \ \ -I & -08
NUMB ER OF ACCI DENTS BY TYPE
YEAR TOTAL PROP. DAMAGE INJURY FATAL LIGHT DARK WET
1~e,e, 0 0 0 0 C> 0 0
l~'f37 I 0 \ C) 0 \ c)
~~ I I 0 0 0 I 0
l.::q~'5 l a I 0 l 0 0
LEGEND
VEH . MO VING AHEAD -+O+-HEAD-ON CONST CONSTRUCTION ZONE
<<<---+ VEH. BACKING UP ' 0 . HEAD-ON SIDESW IPE DPD DRIVER PHYSICAL DEFECT
---------► PEDESTRIAN DV DEFECTIVE VEHICLE
TRAIN 0 : OVERTAKING SIDESWIPE ESS EXCEEDING SAFE SPEED
C=> PARKED VEHICLE FTC FOLLOWING TOO CLOSE
-o RIGHT ANGLE HBO HAD BEEN DRINKING
□ FIXED OBJECT t H-R HIT AND RUN · !LC IMPROPER LANE CHANGE 0 PROPERTY DAMAGE ONLY IP IMPROPER PASSING ~ INJURY ACCIDENT IT IMPROPER TURN • FATAL ACCIDENT ~ OVERTAKING TURN !NATT INATTENTION
M/C MOTORCYCLE
RSS RAN STOP SIGN OR SIGNAL
~ OUT OF CONTROL SFP STOPPED OR SLD',,IING FOR PEDESTRIAN VO VISIBILITY OBSTRUCTED VRW VIOLATED RIGHT OF WAY
<)'" • VEHICLE TURNED OVER ws WRONG SIDE OF STREET
APPENDIX D
SPEED SURVEYS
SPEED SURVEY
DATE: /0 • /-Z:. -0~ ~>-YI f'M..
T I ME : z:::"° to ,z,,.:-SJ:;>
WEATHER: ~¢A --< -Z k:""'1, n )L
LOCATION ~,f'°AS6.4p P/v P, 4£ ~<V<cf~ p~
O0SERVER/ RECOR DER: ,M?_/ ~ ----------
N73 ti % "i:. II
64 -1-_,_ ----,_ -------62--,-,_ - -60 --,---SU --_,_ -,_ -,_ ------ - -56 --,_ ,_ -------54 -,_ ---I-- -H_,_ -------- - --50 ,_ ---f 48 , ,Y z, ~ ----- - -16.. ' If J -i,, 'f -l 'f u. X )' y V )( rx 2 /0 -/"? 42 / k ) J )( ' ~ IZ-1-
40 ~ I'll ' I ~ ) ,, ,
~ /0 zo ~
X IX 38 ) I]( )(). ',( I)( /3 ;t-t, ~
)6 ) ~ ')( ( )' . q /~ zo -~ 34 ~ I z:,,. -I-- --32 0 0 --9-J!tiA I ,z,,, '-c-< ,_ --. -.. ..--.------- -~-----,_ Yo 26 -I/JO ,_ --I------' ~ ,_ --u_ ,_ ,_ -- - --20 _,_ --,._ - --
l.!l ---,_ ----,_ ------16.. --,_ ,._ -H .. ------ - --------g _ -_,_ ---------- --lO
CllY 'OF
CARLSBAD
..S.L..: y,s_,..,~4
% %tile % II
&::; /~~ ~ 3
~ 9S ~ 3 /0 9/ 4: ~
/15' &-I ~4 l't-~ &3 z:o /0 ~ q.~ 14 z
-;?:.O z;3 ~~ // ? 7 ,z. =3
(') J
/ I
/«.,,,I 7ZO.
TOT AL VEHICLES: /00
CllITICAL SPEED: <;f..z_ tfPII
PACE SPEED : ~ ~ to L/.{p MPH
CAns IN PACE: 66 i
SB
64 ----------,-------62 --- ---1---- - ---- --60 ---1-I---,_ -,--sif - ----------- ----56 -1--------- -- ----54 -,------_,_ --I-----52 - -- ------- -
I---;-50
~ -1-,_ :x (40 -I----/ )( 1§. -1----- -
,_ ---I/ / )', I/ H. "'---,, ,._ ~ 1-~ ~ )I ~" [k )c 1 .x V )( K r)c' 4 2 1-
'X 40 I) Y' I~ x ~ ) ' K ~ 11, MPH -----,_ -~ x < X jif ), )( ) \
,,( ) P\ X 'X X X ') 'X )( )c' 36
I)( 34 ·-)2 ,_ -,._ ----JO -1----------------20 --I-- ------ - ------------ - -- ------~6--
----------- - --'-?!
22 -------- ----1-----20 --------- - -----J B.
------------ -
, __ !§__
------ ---------11
12 ----------- - ---10
SPEED SURVEY
AJ,Y1 .,1nf
DATE: /0-/3 -8'o TIME: 9,·45 to L_C?.'CJO
w E ATII En : c::.-, L-c:> <---' e )L
LOCATION :vAf.4t:JAZ? ~Ive (£, /Ult-pA/lO :r::k.
OBSERVER/ RECORDER: /11_/ 7
NB II % "i:. II
~ -,_ --------
62---,_ - -60 -'----- -58 -,------ -------- -56 ---- --54 -~z._",_ ,_ ---------50 ,_ ,_ - --rx 48 J 7.--4-z:_ -i-- -16 .. i. \''f... ~ l~ ~ /(? 9::> . -,._ -¥ H.. '\ ~ -f ~ « -6 42 '1' X " r //? /Z---1----40 ~ ~ I\ ~
,, ')( 7 /~ /et. "' )8 'fV I )I ( 'jj "i. )( )( X ')( y 'i I 'f 17._~ ~ "' . ]6 ) r\ r) ' . (, IZ ' -34 ) J ' " + /7.. /~
I -- ---d 32 \ 5 ---J!l i~ I I z---z. ,_,_ ,_ _., ------- - -~-. r ---,_ --~-////} //)/) --f-I--: --- -- -~ 1-I--- --22 -,_ ,_ --1-- -
ffi.. -_,_ --,_ ---._ --
)J!_ -------'-,_ ----- -1 fi_ -- -
,_ -H .. ---,_ ----- - -----g. ---,_ -,-,_ ------,_ -10
crrv-oF
CARLSBAD
S,L. =~5""~4
% % t11e % II
'7~ //?/,/
t?-;, t?th ~ ± z_, t77J /Z ~ 7 //; --JZ. -z.z_ //
~1~ '?4 I ~ 7rJ ?~ // /t?)
i::::::; :2 ~
-z; ,z., :Z:: I
#}/) 11?0
TOTAL VEHICLES: LOO
CRITICAL SPEED: Lf~ MPJI
PACE SPEED: ~ 4 to LtL/ MPH -
CAns IN PACE: 77 %
71?
--------_,_ -1-64 --62 -------------·----60 -1----- -------50 --- ---1---- --1----56 _,_ --------------54 -----1-----------52 - --- - ----- -------50 --- --,_ --1---,_ --i--40 -I----- - ----K X ( 1§. ---X )( )( ~ 11 -~ )( y X )( X ~ g _ ---)< )( )(_ 't. X 'I.. ~ J X ' ◄~
40
X ·x X )\. ~ x' X )~ .rx M ]0 ~
MPH
-l)\ X J ) )6 -, __ ----X X X "-)( 34 -X ~ )(' 32 -_ ,_, I'--.._
i¼ )0 -- -- - --- ------20 ---- ------ - -------2§..
------ ------,_ ._ ?!
22 ,_ ----- -----,_ ,_ - -
,_
20 ------ ---- -----'-I 8.. -- -------------!.§_
---------- - ----I!.
12 ------------- --10
SPEED SURVEY
CllY .OF
CARLSBAD
5".4--7". ?'lAi ~
DATE: /c? -Z.9-~..:a_ TIME: Z::4S to 3 •. \0
IVEATIIEn: ~n.vc,/
r "BlvD Go~
LOCATION ~12"/.,;, = E,/VT,7. ,p, BA-R. ( P"T:'7)
OUSERVER/RECORDER: _ __:_/A,{_j~~?a,__ ____ _
1>fvD NB II '%
~ -l-'1u.., ~ % % tile % II
64 -,_ -------- ------62. ------------- - -60 -------------50 -----------------56 ----------------54 //?/;, z. I ---- -------~t t?t'/2 -z_ 1 ------------- --50 f I I 2 <e --z_... I --,-- -------40 ' V 'i
"'
4 6 /C)& 9 4 z_. I ,_ --16-' I~).. I "3 ~ 9a: 9'~ 6 4 ">. ---11 ' I\J I '3 ~ ~ ~ u, 3 ------/¢ 42 ' ' s 10 :2~ ? A ')... I I ,-
40 ./ ' 1, ~ " I\ \0 Z,O 20 (£.4' zo \0 '\ )r .. l b,.
)8 ' '1--i ,1• !'\ "-T T 6 /~ :'%? L/4-/f:, C, ~ " 'I.
f2 =YI ~ 4 ]6 ' ., 'fx. II I 4-,Z,(p ,. .,,. • I
Ji. N I "I-I~ ~ 7 /5'.: Z.u;, t f2 6: 4
""~
.J 'I, -,-------
J2 ( !I ~ w I Z, /0 /0 s \, )G ,_ -·-,_ ,-1-
J!l r,~ z. q ('p ~ ·-,-.., ~ ----28
~
0 0 z-,._ --~ ~ I z. ,_ -,_
~ ,_ --/a? /@ 22 ---,_ -------------
?.Q_ ----,._ ----------
L!l ~ --,_ --------- --
16.. ----,._ ----------
14_ -~ -------------
12 --------------10 ---
BlvD /PAR
TOTAL VEIIICLES: 50 h SD
CRITICAL SPEED: 44 L44 AIPII
)
PACE SPEED: ~4-4?/ to "34-l-lliMPH
CA0S IN PACE: 06 / CO'¢> % 7
"PA..~ ~~
64 -----------_,_ ----62 -------------·----60 ---------------sn ----- ----- -------56 --------------1y s:; ---52 ----- ---------, ~o - ---- ---------1~ -
I 40 ----- -----,.: K
"'
' ~ ,---
't ' ~ 11 ~ Y. X -~ )( X 42 t ,,.,L ll
~~~ X i]\ ~ .x \ (
'I .,.,, i~ ~ .~ -~~ ~; ~
~ -~ I , ]6 1--,_ -,_ ·---[}-, \j :x I( 34
MPH
-N ~ iY. ~14 ~R --~ " )0 ----------------20 ---------------------------------2~
24 ----------- ------22 --------- ------,_
20 ---------------16-
16 ---------------·----------------It
12 ---------------10
SPEED SURVEY
f;?Aq-, 1'"14-'\
DATE: /C?-~e!f-B'Q TIME:Z.'1'7 to z:.: z5'PU1
WEATIIEn: ~v NN.\t_
LOCATION: ?-Ar::l~AIZ 1s7up. & M~uo r:k.
OBSE RVER/RECORDER: N.J0 --~__;;_:;.._. ____ _
N'B ti % 2 fl
64 ----f-----'--I--62. ---- -60 ----- -58 ,--·-------------56 ----- ------54 I---,_ ----1---
~z.. -I----- ---- -50 ----,--I--48 . z:
'I. -----
16-\ -z:._, 4 -----1--li X I ' \ z;:. <e --42 y ' !X 1/. D( X (p i~ 17 ' I • I
'/::I.. ix ~ "\ X "I. 'X 40 i. \ ·;,:, )G Y.. (i)(' ')( \7 34 ;?'1
[';J' 38 Y.., X I')'. XJ)( .. ' ~ \to )Ge ' 36 I 'V., ' rx· ' 'X .,._ (p \, -z_... 11
34 · y ,. ' L\-e, (.-., - - - -)2 ['} ''{' X i'I. y (p 1-Z... 7 " ,_ ,_ ---·-,_ -
J!l. I ( ~ l z:. z:_.. ' ,-. ----------28 r------;-----?.§.. /00 /t?O ----,_ --?J_ -u.. ,_ ------,---
gQ_ ,_ --------I---
UL ------,-,-- ------
16.. ,-I--,_ ------l i_ ---,---------- --12 -·-.._ ------------10
CllY .OF ·
CARLSBAD
S-L-=--35.-\?~
% %tile % fl
--:;?_ /0"'/ Cl-z_.
Gt 'l'0 4? 3
/-t::/4 10 1$ /7 ~~ zz., l l z? 2 1 zq. l"Z-
//,, 4'~ J(.e 8 // ~ LO 5
/4 /S S:: z -7 . 9 "Z'.-1
-z:. Z-z:.. I
./6>/:> &?
TOTAL VEHICLES: _•;_-___ _ /(~0 -
4-'2-CRITICAL SPEED: _ IIPJI 44 ~4 PACE SPEED: 3_t, to ~ MPH
I
CAns IN PACE: 7 :) %
$-e=:-
64 ----------,--1-----62 ------1---- - ------60 ----·---·------
511 ----------------56 -,_ ---- ---- ------54 -I--·-------------52 --- - - - - --- - ----50
~ -,_ -v -40 --,-, ,X X lX 1t ,_ ,-
/ ¥; .x IX ):.. !J Ji .-)(' X X ,)< lj( lX X rJ ~ ,x ,) 42 ,_
IK l6 ~ )( X ) --l )( )( ,,) 'X IX 40
~ -~ ·--X IX X .i<; ) )0 ;/ ,_ f-X A X :) X ]6
MPH
X )( 34
ITT X ,_ -.__ -~ 30 ,_ ·--->------------20 ---- ----- ---------2§_
- -- ------,_ ---1--~!
'i?2 - --------------·-
20 ---------- -----J Ii
- -------- ------~
------ ---------It
------------ ---!?_
10
SPEED SURVEY
.>A -r. f¥1\ p~
DATE : /O -Z.'1-B$3 TIME :t::~~q to ~=-4o
WEATII Efi: :;; v !:\V\,f
LOCATION:U /~ Blvrz. (! ~ y ,
OBSERVER/RECORDER: M-J. 7
N1? ti % '5"_ It
~ ---,_ ------ -62. _,_ ,_ --60 ---I-- -58 -,_,_ - -------56 -)( ------54 \ 7__. l ---,_ ---1---
~z.. ' 0 0 l ,_ -,-. ----50 r 0 0 3 --,_ ------48 I ~ z.;.
16-' • -----0 e I ------ii Y. IY X. "3 lo -t: -42 F V ,: IX>< (o l~ 10 J -¼ 40 • j X vy X I l.P ll.o ---38 'l w F x· X l Ct, ~l ,,
' )~ {p t-Z.., \~ 1§_ " ,I I
34 " ~ \. ~ ): X X !X tu 'c.-0 172 . 1-I----
32
,. F ' . 4 ~ <e " " ' --,_ ,_ -J!l :x ~ (e ~ -. -~ ------- -28 ,_ ------ -----/CO 26 ---- - -- --- -
//Y) ----~ -u_ - -
,---20 ,_ ---I-----,-- -
I.!!_ - --·-----,-------
16_ I------,_ -l i_ --------- - -- - --
12 -,_ -------------to
crrv ·oF
CARLSBAD
5 .L. = ~'?IA.tph
% % tile % ti
I /~
I 99' -✓'-I ~ C, lt!/h (e :3
-z._ i:::, ,i::s z._,, I
I C, ~ ~ \
Lr G '~ -z::,, l
ID ~ f2 4
ll ?~ lb 6 z r,,.z 2-CP 13
JL 4 1 /tp B
1~~ 2 7 Ju; a (p 7 4 Z--~ -:::;;
la:? /t20
TOTAL VEIIICLES: JOO
CRITICAL SPEED: ~Z-, tfPII
PACE SPEED : ?4 to ~ MPH
CAnS IN PACE: /~ %
ss
64 -----------_,_ ----62 ---- - ----- ---,_ ---60 -I-1---------1------511 ------,_ -----,_ ---56 - ----1----- ------54 -- -
,_ -,_ -_,_ -;----). 52
~ 50 -X X --------- -X 40 --1-1---
~ 1§_ -,_ --,_
11 --)< y, X ~ 1t . L . • , --x X D< X D< ~ X
~
40 ._, x ~ X ) >( >( ) ,i jif IX ,/' )< ~
MPH
• ' ~· lX l) X )\ .A ) )< )6 ---34 y J<. ) IX X >( ~ K
X 32 )< - -----I'-.._ -- -JO ------ -- ---------------,_ ---,_ ,_ -20 -------- --- ----,_ --26..
- - - ---1--------g!
22 ,_ --- - - --- --,_ ,_ --1-
20 -------- --- -- --,._ ,._ If l
---------------1§..
- -------- - - ----It
12 --------- - - -- --lO
APPENDIX E
TURNING MOVEMENT COUNTS
LOCATION: U,,c::-y \t:2:B,A.,p
I oATE:Qe,.-r zo) 6B
TIME: IZ '. 00 - \ '. C20:p1n
w EA rn rn : 6 k c2 v °)I
41S
CITY OF CARLSBAD
TRAFFIC ENGINEERING DIVISION
1 -HOUR TURNING MOVEMENT COUNT
B\vo@ u<'.!«vC<7<2 Tu.
DAY OF THE WEEK:~UY0'QAV 7
OBSERVER: I. L-·
0
' \ <-----------> Cc YC<"'9C2
PEDESTRIANS
~ 3
3 ·
I
I PEDESTRIANS
'1
0 t I'
<------------>
PEDESTRIANS &,
4-16
1\1.
Th:.
IS
CITY OF CARLSBAD
TRAFFIC ENGINEERING DIVISION
I -HOUR TURNING MOVEMENT COUNT
LOCATION: 0-'AY \~13,.C::,-p B lvp.@ UC:Y~<2 w.
DATE: Oc.,r; 2~ \66 DAY OF THE WEEK: ~UY"?C'A)/
TIME: 3: 3:2-4! °3:?pvY'
WEATHER : 0Lovp,/ OBSERVER: \. L.
l
1\1.
L/-40
Uv~o ~JA<-~ '
<-----------> \ PEDESTRIANS -{D ' I~
{0
I
0 I
I PEDESTRIANS
21
v
0 t I'
<------------>
PEDESTRIANS \.4
\OCO
37
DATE: Oc...--r: Z& I I BB
TI ME: 7 : C::::O -8 : OOavv\
WEATHER·: 6Lovoy
\
0 t
CITY OF CARLSBAD
TRAFFIC ENGINEERING DIVISION
I -HOUR TURNING MOVEMENT COUNT
DAY OF THE WEEK: v\lE-t> N,E:f:2t:).b..__ ,.) 7
OBSERVER: __ fV\_-1_0 __
N.
<----------->
PEDESTRIANS
0
~
I
(o : PEDESTRIANS
I'
<------------>---
PEDESTRIANS 0
9
0
LOCATION: L.<AV::l~BAp
DATE: Q,-,,.,,-r; Z2} '60
TIME: 7: 00 -8.' DOaM
WEATHER: &L-ovD\/
l
CITY OF CARLSBAD
TRAFFIC ENGINEERING DIVISION
1 -HOUR TURNING MOVEMENT COUNT
Blvp, @0cv0~2 Dg:.
DAY OF THE WEEK: =r;;vv0pA\./
7
OBSERVER: __ ~_t\ _ _J_? __
375 ,~o
372
Q
' \ <-----------> ~~ VC"~Q
/ PEDESTRIANS -fD " 17
ct) IZ
I ~ 4-I --I PEDESTRIANS >-j v t 0 I'
<------------>
PEDESTRIANS
S 72
L3:s.
23
CITY OF CARLSBAD
TRAFFIC ENGINEERING DIVISION
1 -HOUR TURNING MOVEMENT COUNT
LocATioN: UhY !?BAD B\vo @, l'v\A-bk?AN12 Tu.
DATE:Oa. 241 'B8 oAv oF THE wEEK: 2AtuYDA.y'
TIME: I: l 0-Z..~10:pVV\
0BSERVER: __ \V'\. __ -1-=::::,'--_
>J.
set D tv'\~Ne;9A.~D °Th.
' \ <-----------> > PEDESTRIANS ~
[D ~
1"3
/
0 I
I PEDESTRIANS
10
~
0 t I'
<------------>
PEDESTRIANS q
IZ.03
23
LOCATION: (/4,y\:?f?A-p
DATE: Nov 3) 188
TIME: 6!a;?-~:OOaw\
WEATHER: -:?vt'.\,vt)/
CITY OF CARLSBAD
TRAFFIC ENGINEERING DIVISION
1 -HOUR TURNING MOVEMENT COUNT
BlvP @ tv\ A..N:9Al>\O Tu. -DAY OF THE WEEK: \ 'c\VV0PA..\./ l
OBSERVER: __ ~_/\, _ _l_:J;;___
N.
270
"3(pl z
M~l--.l~o <-----------> >
' \ PEDESTRIANS
fD ~ z I l
~
I
I PEDESTRIANS
-Jr
z_ t I'
<------------>
PEDESTRIANS ?
37D
{o 4-3
~-
17
LOCATION: &AV \?:BA.12
DATE: l\,/ov; 3 , • 1 &>tz
TIME: 1z;oo -J:O O pm
WEATHER: ;:::?v>Nt:,,,,:)/
sz.is
CITY OF CARLSBAD
TRAFFIC ENGINEERING DIVISION
1 -HOUR TURNING MOVEMENT COUNT
Elvt2. @,
DAY OF THE WEEK:
/V\.c::..N_PANQ LR
-----\ bUY~y
OBSERVER:_--=---['/\__;__J_-=?-
z
i \ <-----------> fv\~1'.t~h.le:> :DR.
> PEDESTRIANS -~ ~ z. 7
s
I
0 I
I PEDESTRIANS
10
-.!,
3 t I'
<------------>
PEDESTRIANS 8
17
CITY OF CARLSBAD
TRAFFIC ENGINEERING DIVISION
1 -HOUR TURNING MOVEMENT COUNT
LOCATION: V.6-Y'. l:?!3AD :Blvo.@ t'v'\o.N.-y?<>iNQ °[:k.
DATE: l\.lo\J. 3 > '8B DAY OF T~E WEEK: \Av'<'2Pay
TIME:4:oo -5 ~ OOpyV\
WEATHER: & kL;;AV
1040
507
soc.::,
OBSERVER :_---'tv'\.,'--='-_j-0~_
5
' \ <----------->
PEDESTRIANS
~
N.
MQ~t-,,112 Tu .
1z_
B
I
I PEDESTRIANS
14
-.!,
3 t I'
<------------>
PEDESTRIANS \3
z~
CITY OF CARLSBAD
TRAFFIC ENGINEERING DIVISION
1 -HOUR TURNING MOVEMENT COUNT
LOCATION: ~::::s::\e.ze>D--Q }"3\v:o. @,, Mei...~a-t--lo ~-
DATE: !\Joy; 4 J
166 DAY OF THE WEEK: ~v IC?G\.)-/
TI ME: 3: C>0 -4: 00:pwi
WEATHER:2ut1.ny /C::.l&1'<' OBSERVER: TL. l
7ft? I 0
<----------->
' \ PEDESTRIANS
"
I
I
~o.t--1~~0
3
2-I PEDESTRIANS 13
\j v
t I' 0
<------------>
PEDESTRIANS I I
1·3Cf Z.
~-
17
APPENDIX F
INTERSECTION DELAY STUDIES
INTERSECTION DELAY STUDY
FlELD SHEET t-.J.e, 1
Locatlon~\:'.~BAQ l3!LO !t-1at:-01110 D. pproach __ \.A./:,c_:,e___JB....,__Movement _~e--~.B \ ~ 7 ~-
Oatea.-r: Z!:11 Mweather ?YY'--v\-)' Study No. N / ,t:,... Observer ~ ~ ?
Time Total Number or Vehicles (minute starting at) Stopped In the Approach at Time:
Approach Volume
Number Number Not
+Osec + 15 sec + 30 sec + 45 sec Stopped Stopping
\Z..'.O~ p~ 0 C> C> r"> rJ N/A. : ,,-.,/_ n 0 0 n ,,..,,.., "
•C,'7 n 0 0 0 ?5 ..
'. l?<J.. 0 0 rJ n ~ " ·~ 0 J I r") ' " ~ I,..., 0 n r) (") I"> t\
: I I 0 n t") C> n ,,
'..\'Z-0 n ~ C) ,J "
! l~ 0 n /') 0 n ,,
: "" 0 n l I z ,,
~ I'? I n n r) l " : I (p I") t') I"') n 0 \\
~ 17 0 /') /') r'J r) ,,
:I~ ('? n 0 I l ,,
~ IC! (') I? I 0 I ,,
Subtotal I I 3 z. (,? II
Total 7 0
Total Delay = Total Number Stopped x Sampling Interval
= __ ? __ x,s = IDS veh-sec
Average Delay pee Stopped Vehicle = Total Delay
Number or Stopped Vehicles
ID':5 1::::2-50 sec ~
Average Delay per Approach Veh icle = __ ro_t_ai_D_e_ia_y_
Percent of Vehicles Stopped =
Approach Volume
= l'27 = (p
Number or Stopped Vehicles
Approach Volume
17.'$0 sec
__ (p...:._ ___ (C)C'.)percent
u:>
INTERSECTION DELAY STUDY
FlElD SHEET e,
Locatlor,~~ :e,,vo/~~ Approach_~Vv'~~!?~_Movement~
Dat4A:z:t\ 'feweather '.:?v '<>Yl-)/ Study No. N /A Observer t:"-_J ?
Time Total Number ol Vehicles (minute starting at) Slopped In the Approach at Time:
+Osec + 15 sec + JO sec
1z.:.z...o 0 /"") /':)
; 7-1 C> ~ r-)
!Z"Z-0 0 0
·.z.3 0 0 0
~7d. 0 ~ n
i ?i:::; 0 (""'") (T)
~ 7/_ a ~ n
~z? 0 n r'J
!~ 0 n ~
!~ I"") 0 r)
!~ 0 ("'") r")
:31 n 0 r)
:'3z. ' 0 t0
:~?:> ~ /"") n
:=34 C> r) n
Subtotal I 0 C>
Total 3
Total Delay = Total Number Stopped x Sampling Interval
=--3~--x 15 = c:+'5 veh-sec
+ •5 sec
r:)
n
t'4')
0
(')
/'"';
c:>
r)
r)
c:>
0
\
rJ
0
\
z
Average Delay pee Stopped Vehicle = ____ r o_t_a,_D_e_la_y __ _
Number ol Stopped Vehicles
Approach Volume
Number Number Not
Slopped Stoppll)g
n ('.\,IP...
I'') ,,
0 " D " 0 \\
r) ,,
(') " 0 ,,
n " () \\
u \\
' ,,
' ,,
r) II
l \I
:3 I '
3
~? 16,Q sec ~
Total Delay Average Delay per Approach Vehicle = ------
Percent of Vehicles Stopped =
App~olume
Number of Stopped Vehicles
Approach Volume
__ l.._S-"""'--'.o=--_sec
3 la) percent
3
INTERSECTION DELAY STUDY
FlELDSHEET
Locatlo~Y~aik'qL~~Approach_..,~..__,_;::....:,=--Movement t--l.B /~e
I ----,,_----•
Da14,.-r;:Z~ 'Bf3weather :$ c,.m,V\y' Study No. 1'.l / A Observer M _j~
Time Total Number of Vehicles Approach Volume (minute starting at) Stopped In the Approach at Time:
+O sec + 15 sec +JO sec
1z.-.~cs I I 0
: 3 le. C> I""'? ,,--:,
!."3? \ C) 0
~::7.a.. t'? c:> r'"')
!-=zA ~ C> c::>
'.40 \ 0 (T")
~al I n r)
~ q.z.. /'0 I""") (';
~~ 0 n /'J
~44-r) r> ~
!ac:; r:> C> <)
:d./..., I \ \
~4-? 0 I'? 0
:a,r:2, I"? 0 ' ~4q ' 0 r)
Subtotal (p 2, 2--
Total \ z..
Total Delay = Total Number Stopped x Sampling Interval
= __ \_~---x 15 = l ea veh-sec
+ 45 sec
0
I
0 n
0
C)
C)
0
I")
n
l n n
I""'")
r)
-z,
Average Delay pee Stopped Vehicle = ____ To_t_al_D_e_la...;.y __ _
Number of Stopped Vehicles
Number
Slopped
\
I
I
I"'")
~
I
I
r"')
I"'>
(J
I
\
0
' I
0\
lee? = Z.C?.Q
~ Total Delay Average Delay per Approach Vehicle = --~---Approach Volume
Number Not
Stopping
NIA ,.
"
\\
\I ,,
•i
II
II
\I
I•
" .,
~
\I
,,
C\
sec
_ I e:>O __ __,,2.-=.,,0=.....:._,.Q=--sec -C\ -
Percent of Vehicles Stopped = Number of Slopped Vehicles ,:? \,,r,?'\ __ =..!___. __ =~percent
Approach Volume ~
INTERSECTION DELAY STUDY
FIELD SHEET
Locatlona:::::+rY:1P'tc>n B~/M.!.l', ,1•¥2 ~pproach \A.IP,
8'J:;.-r::zq 'fi;w °6, , ._, t-..l / A Oat -II eather ··--ludy No. /
Observer
Time Total Number of Vehicles Approach Volume (minute starting at) Stopped In the Approach at Time:
•0 sec • 15 sec •30 sec
\? -: isc:> 0 0 0
~61 0 0 0
~~~ r:> n 0
~53 0 0 0
~~ I ('"'") 0
!~ (?") ·r> n
-.i:;t:, 0 n {__)
~..:::;-::, 0 n ~~
.. ~ /") n n
:~ n n n
I : l'Y:) n (_/ /'J
!01 n (') r)
~oz_ n 0 ,'")
:n-=3 0 (') r)
:04 /'~ r__) I")
\ •. c,i:==,
Subtotal I 0 C>
Total I
Total Delay = Total Number Stopped x Sampling Interval
-----x 15 = I ':=, veh-sec
Average Delay pee Stopped Vehicle = Tolal Delay
• 45 sec
0
0
r_)
0
0 n
n
(""")
()
r)
(')
r')
r)
n
()
C>
Number of Slopped Vehicles
Number
Stopped
0
0
0
0
I
0
(""-)
<)
n n
n n
n n
n
I
11$ ,s.o
I Total Delay Average Delay per Approach Veh icle = ------
Number Not
Slopping
N/A
"
II
" ,,
\I
\l ,,
" II ,,
If
I\
" ,.
I\
I
sec
Approach Volume
lS l'S. 0 sec ----<--=-'--'-=----
Percent of Vehicles Slopped = Number of SIJpped Vehicles = __ I ___ =\~ percent
Approach Volume \
INTERSECTION DELAY STUDY
FlELOSHEET
Location ?-A,~R ?,h.o/M,w ,.-w•~('pproach VVJ:;>
Date<:?«r:-z:.er;~eather Sv)N(\,y Study No. N /A
Time Total Number of Vehicles (minute starting at) Stopped In the Approach at Time:
+0sec + 15 sec + 30 sec + 45 sec
/: \0 PIM. n r) r"J r)
·.II r) r) r) 75
: 1z. n r) l'J r)
:r~ n n I I
: \Y. n ~ r) r)
: I e:;, I') n r) n
: II-,--, n /) I"")
~17 () n n r)
: I ,;:?, ~ n I (')
: lCi n r) 75 t')
: ?'.f":) n n ?'5 0
~?I n I') n I . :,::.-,, r) n r""> I')
:-z..~ n r-1 /J 0
-?~ /'') n /"") r)
Subtotal 0 0 z z..
Total ~
Total Delay = Total Number Slopped x Sampling Interval
: __ 4_,__ __ X 15 : Ceo veh-sec
Average Delay pee Stopped Vehicle = ____ r_ot_a_l D_e_la-'y __ _
Number of Stopped Vehicles
Ne>/
Movement / ~ e,
Observer l'I\. J ?
Approach Volume
Number Number Not
Stopped Stopping
r) "1/A n " n ,,
I " /') \\
r) ,.
r) ,,
n ..
I ,\ n " n " I " ?'5 •
I"'") " r) "
3 lf
3
&O Z:.0-0 sec ~
Average Delay per Approach Vehicle = __ To_t_a,_D_e_ia_y_
Approach Volume
4'0 ~
Percent of Vehicles Stopped = Number of Stopped Vehicles
Approach Volume
__ Z,&.=-=--•_.,Q""'-_sec
__ 3 ___ ='\£:::0 percent
3
INTERSECTION DELAY STUDY
FlELD SHEET Ne,
Location /.,A"; l:"?P5<>0 :avo(MAN,etk2~pproach _ _,yV'--'l_e.,o:,::. __ Movement 1/"be,
Oatl'Q,;r: Z"t, e Weather .6 '"'"""°")' Study No. N /t,... Obsel"ler r-"'-.-\ '?
Time Total Number of Veh icles (minute starting at) Stopped In the Approach at Time:
+Osec + 15 sec + 30 sec
1; Z'S 0 0 0
:Zu, I'? r) 0
-:.z7 0 r') 0
'_?.~ 0 r) I"'")
~7-t'I 0 r) r)
!~O 0 t') /"')
~31 I? r) r)
':.~ n I'? I
:~~ n r) r)
~!JG} n n /'')
':.~':;) 0 I l
: 2;/4... ("") I'""> /'")
!.:37 I') I'? /"')
!~(,2, {::> r) 0
:~ n ~ r)
Subtotal 0 I ~
Total 4-
Total Delay = Total Number Stopped x Sampling lnte,.-.,al
: --~--'---X 15 :
Average Delay pee Stopped Vehicle =
u:;,O veh-sec
Total Delay
+ 45 sec
C>
("")
,,-'")
0
r)
C)
/')
,,-')
0
I'')
' I"')
(")
r)
0
I
Number of Stopped Vehicles
Approach Volume
Number Number Not
Stopped Stopping
r) Nib.
0 "
I") \I
0 " /'"J " ,,-; ,.
0 " I ,,
75 "
/J "
\ ,,
/"J "
r) .,
/") ,,
/") "
2. ,,
~
c,o = 3c,.o -z:.. sec
Average Delay per Approach Vehicle = __ To_t_al_D_e_la_y_
Approach Volume
6,0
z_.
__ 30 __ ....;•_o ___ sec
Percent of Vehicles Stopped = Number of Stopped Vehicles = -Z:.. =~percent
Approach Volume z.._
INTERSECTION DELAY STUDY
FlELD SHEET NB
Locatlon4aA,v~ 0h1D7/M:wr-40~.PProach_..,.\L/Vfl""'-..-'---Movement ~
DateQ...:C:::z.c:t,SSweather 6vlcMd,y Study No. N /A Observer IV\..-l ~
Time Total Number of Vehicles (minute starting at) Stopped In the Approach at Time:
+0sec + 15 sec + JO sec + 45 sec
I! '-+I? c:> 0 (""-;, r)
! a..1 0 r:> 0 /')
~ ~7~ 0 /'"') ~ n
:43 D \ r) /'"")
~ 4-<-I-0 r) ~ r)
·.~c:::. 0 I") 0 ,;'"')
~~-0 I"'") /) 0
~~/ /) ~ I"'") 0
!~ I"') I I'") l .. ~ 0 n 0 /'')
~e:;o n n r> ,)
: i;::::, I 0 II II II
: C:::,7-'., r) I') n n
: i::;~ 0 0 I"'") 0
~64-r) ,/) /') 75
Subtotal n ~ z_. 3
Total 9
Total Delay = Total Number Stopped x Sampling Interval
veh-sec
Average Delay pee Stopped Vehicle = ____ To_t_a_l D_e_la...;y __ _
Number of Stopped Vehicles
Approach Volume
Number Number Not
Stopped Stopplr:,g
r> N/A
/"') " 0 ...
I "
/"") \I
I') ,.
C> " r) ,,
z. " r') 'I
r) " Z-,,
I') " 0 \t
-/') "
s ~I
s
t=3S Z7.c2 sec ~ Total Delay Average Delay per Approach Vehicle = ------
Approach Volume
r"b-5 5
Percent of Veh icles Stopped = Number of Stopped Vehicles
Approach Volume
__ z..=-.....;/,....:.'....:o::...__Sec
--'s=----= la:2 percent
5
6_ :::ruY-DA-,
INTERSECTION DELAY STUDY
Locatlon?:e,~ f".t1D2/Mm1 ~~ VV'"e, Movement~
DateOG.'t':Z.411f/~eather ~Ul/\y\.Y Study No._-'-N--'--/.-~ __ 0bserver fV\._\ ~
Time Total Number of Veh icles (minute starting at) Stopped In the Approach at Time: Approach Volume
+Osec + 15 sec + JO sec
1:..css 0 r-:> 0
: tSt;. I /"') n
• t:;7 0 ~ ("')
~':;>9, r) r) 0
-s:;~ n I"") n
z.:on 0 r) n
: I"~ I 0 I"") I"")
!nZ, n n n
~1?'3 \ n r)
: /''lc::.J.. 0 /"") r)
~06 n rJ I')
'. 01'-/"J 0 n
:n...., I') 0 0
~ /?(?,., n t') r)
•.Oc:!f 0 r) n
z.~, 0 n r) /')
Subtotal 2-0 0
Total 3
Total Delay = Total Number Stopped x Sampling Interval
=--3c.---x 15 = ~ veh-sec
Average Delay pee Stopped Vehicle = Total Delay
Number Number Not
+ •5 sec Stopped Stopping
r;> C> N/A
(""") \ ,,
(j 0 ,,
r"") n ,,
/") r.J ,,
I"') 0 " I"") ,J ...
I I " /") I "' I"'> (") " ~ r> \\
0 0 ,,
r) 0 ,,
n r) .,
0 r) ,,
n 0 ,,
/') \l
\ 3 ,,
3
Number of Stopped Vehicles
4-~ lS sec
' Total Delay Average Delay per Approach Vehicle = ------Approach Volume
~
~
Percent of Vehicles Stopped = Number of Stopped Vehicles
Approach Volume
I':::> _______ sec
__ :::> ___ =~percent
3
INTERSECTION DELAY STUDY
AB.D SH:ET ~ e /
Location ~13WP/kA~ ifi41V ~proach __ \At:'.'.~~r"'.>~-Movement /0 B
DatRNov.3,'M...eather ,SY"'-"',' Study No. N /A Observer ~..l/:,
Time Total NumberofVehlcles (minute starting at) Stopped In the Approach at Time:
+Osec +15sec +30 sec +45 sec
~:oo ~ C> 0 c::>
: I"':> I 0 0 0 C::>
~07.. 0 0 D 0
:63 l l \ (""'"')
~od n ~ ('"') 0
~oc:::; 0 n n C>
:/")L r -:> ("') n r')
:o7 n n ,~ n
:t""')4,, (~ (') ("') n ·.err r) (') n r)
~ \D I') n n n
~ \ \ 0 (J r) /)
~ \ z:, 0 ('r-_) r) r)
:t~ r) r::> r) (")
:\4 0 t? n 0
Subtotal I \ \ 0
Total 3
Total Delay = Total Number Stopped x Sampling Interval
3 :-----X15: -~ veh-sec
Average Delay per Stopped Vehicle = ____ To_t_ai_o_e_la_y __ _
Number of Stopped Vehicles
Approach Volume
Number Number Not
Stopped Stopping
0 N/A
0 " 0 " z. ,.
(~ ,,
(") " n ..
r) ,,
I"') \\
0 \I
I"') 14
r~ ,.
C) \\
0 ,,
('__) ~·
z. u
Z-
~cs zz:..s sec z.,
Total Delay Average Delay per Approach Vehicle = ------Approach Volume
__ 4..c:s._,__=---= _ .... Z-..:a....:Z.-""""-"--'-7"-_sec z..
Percent of Vehicles Stopped = Number of st0PPed Vehicles _.;:0=----IOOpercent
Approach Volume z._
INTERSECTION DELAY STUDY
Locationt<Ali0':2iW? P,M7 /~1:!1:)~=-VJ-"'-'...__e,"'"'""' __ Movement~
Dat11Nqy.3,186 Weathe; :6\-,>!6,.IA)' Study No. N /A Observer l"'-..J ?
Time Total Number of Vehicles (minute starting at) Stopped In the Approach at Time:
+0sec + 15 sec +30 sec +45 sec
~: 1c:::; (') 0 ("_~ 0
: I G, 0 0 n ,-;;
: 17 0 r) \ r)
:I~ 0 ~ 0 ('"_)
! I c:, 0 n n n
:zo 0 0 0 0
:Z.I C> 0 0 0
:22.-I"") 0 I") ,, ~
:z:::a, n 0 ('') u
:?A 0 0 ("'") I")
:"Z'? 0 /) 0 C>
: -?I'-0 0 /"'"I 0
:2.7 0 \ \ \
: -Z,'2. 0 D r) 0
:ZeJ 0 r) 0 I")
Subtotal n I z:. \
Total 4-
Total Delay = Total Number Stopped x Sampling Interval
__ 4__,_ __ X 15 : (p O veh-sec
Average Delay per Stopped Veh icle = ____ To_t_al_D_e_la..;..y __ _
Number of Stopped Vehicles
Approach Volume
Number Number Not
Stopped Stopping
0 hl/t:,..
0 "
\ .,
0 '' n ..
0 ,.
n ,.
r) " 0 ,,
/r") ..
I"'") "
C> ,,
-z_ "
C) ••
0 "
3 11
3
CPO ZC?.0 3 sec
Total Delay Average Delay per Approach Vehicle = ------
Percent of Vehicles Stopped =
Approach Volume
= (~
Number of Stopped Vehicles
Approach Vo lume
z;.o.o sec
_..;..3 ___ = fa) percent
3
INTERSECTION DELAY STUDY
Location~~ e,vp/M,.w,~~=-V\......,"'/_,?;...,..__Movement_N_B-'½;..-.~
Oat• Nou.~Pe,weather '==><J"'-v\.y'. Study No. NIA Observer IV\. j '::::>
Time Total Number of Vehicles (minute starting at) Stopped in the Approach at Time:
+O sec +15 sec +30 sec +45 sec
B :3:? 0 0 0 \
~ -;a;.1 C) r) 0 0
:~z 0 ('T"") n 0
:3~ n /"') r-., r-.,
~-2,d. I \ r'J I"')
:3c:;. C> C) 0 {)
; -:;:v_ 0 C> r) C>
:-a? 0 C> ,,-r) \
:~~ 0 C) l) C>
:~ 0 C> I""') ,,.,
:40 (") ("', 0 0
:41 0 ,,..., r""l 0
!4Z:. 0 0 \ 0
;~~ I C> 0 0
·.44 n r) D 0
Subtotal z_. I I z:.
Total ~
Total Delay = Total Number Stopped x Sampling Interval
_ __;::<o::;__ __ X 15 : veh-sec
Average Delay pee Stopped Vehicle = ___ T_o_ta_l_D_e_la..:.y __ _
Number of Stopped Vehicles
Approach Volume
Number Number Not
Stopped Stopping
\ t...\/.6...
0 " C> \I
0 ••
\ II
0 I•
0 ..
, I ,,
0 II
0 ,,
0 II
C) " I ,1
I " 0 \I
s \ \
s
C\O 12;:,,0 sec 5
Average Delay per Approach Vehicle = __ T_ot_a_l o_e_ia_y_
Approach Volume
90
'.S
Percent of Vehicles Stopped -Number of Stopped Vehicles
Approach Volume
__ .1..l'e?,;,,,,,.::..,.•..1,,.0....L.._ sec
__ s __ ;___ = ,~percent s
INTERSECTION DELAY STUDY
FIBDSI-EET
Locati<lf'?e<.¥.:>&t:e Bll~/MN:,\&'110 :tk; Approach VV P->
Date Nov.3;~8weather !::>vV'-"'-V Study No. N/A. I
Time Total Number of Vehicles (minute starting at) Stopped In the Approach at Time:
+0sec +15 sec +30 sec
~:4-S 0 0 0
: 4<, 0 0 ,,.. ")
! '-\-'7 0 ('"'") ,,..~
: q..0-. (""") r--"°) ,.... .....
-.u.c:i r? /""") ~
~ C::::/"l r-> 0 c>
:i::=.1 0 /"") r")
~C:..7 0 ,) r)
:.:;;~ c? 0 0
:C:::.l'..1.-r~ 0 0
! e:;i::; r'-> rJ 6
~ s::;~ ("') r) /"')
:c::;-:, ('? /""") r)
~~ ~ r) 0
:~ (? 0 r)
~: ~
Subtotal 0 0 0
Total I
Total Delay = Total Number Stopped x Sampling Interval
=-----x 15 = _l_? __ veh-sec
+45 sec
0
\
0
0
0
0
C>
0
/'""')
0
0
0
,.,...~
0 ,.,.....,
I
Average Delay pee Stopped Vehicle = ____ To_t_al_D_e_la_y __ _
Number of Stopped Vehicles
NB;
Movement /66
Observer 1""'--.l ~
Approach Volume
Number Number Not
Stopped Stopping
0 N/A
\ " 0 'I
~ "
0 ,,
r') "
r) ,,
0 I<
0 ,.
0 "
r) " /""'\ ,,
0 " r) ,,
r) \I
\ \\
l
,s 1s.o sec I
Average Delay per Approach Vehicle = __ To_t_al_D_e_ia_y_
Approach Volume
15 _ _,_15..-:.~-~Q..::;.... __ sec
Percent of Vehicles Stopped =
I Number of Stopped Veh icles __ l ___ = \OD percent
Approach Volume I
INTERSECTION DELAY STUDY
Locatio,,?:AC\:!:PtA,n B!Vq/tw,,..•~~--½,/....__.._.P,.._._Movement~
Dat11 NAY, ~·~eather s ..... ""-Y',..>/ ShJdy No. N / A Observer !'A,.._j ~
Time Total Number of Vehicles (minute starting at) Stopped In the Approach at Time:
+Osec +15sec +30 sec
t?_:t-:::v.:) a (") n
'.O\ 0 I) C)
~~7 r) n I')
~ l'"')-:Z, n 0 I"")
~o4 0 0 /)
: c,c::; D 0 /""J
~ l"'Y-. \ (') n
:en \ \ \
:rx;)., n n ~
:~ n I') /'J
~ \0 n /") ,0
~ I l (") ('"") 0
~l'Z-I') I") /")
: \-:a, I"') I"") 0
: 14-/") /') /'°)
Subtotal z. \ I
Total 5
Total Delay = Total Number Stopped x Sampling Interval
= S x 15 = ✓? veh -sec
+45 sec
n
0
0 n
(".)
0
n
\
r)
n
r)
n n
r)
0
\
Average Delay pee Stopped Vehicle = ____ To_ta_l_D_e_la_y __ _
Number of Stopped Vehicles
Approach Volume
Number Number Not
Stopped Stopping
r'J t--l /A..
lJ II
(') ,,
() I\
n I\
0 I\.
\ ,1
\ ,,
n ,,
~ \\
r> ,,
r) ,,
r) '"
('') "I
n ,,
z_ ,,
z..
-:1C:S. 3?.'20 sec
-z::..
Total Delay Average Delay per Approach Vehicle = ------
Approach Volume
:Z:2 -z..
Percent of Vehicles Stopped = Number of Stopped Veh icles
Approach Volume
--8_7._._~_o __ sec
__ Z: ___ =J.QQ...percent z:.
INTERSECTION DELAY STUDY
FIELDSt£ET
Locati01"&1A:-"".~BI\/P/Mot1ii!c1Wl~.riproach YYJ?:? Movement~~ /"".;;,(3
Date t:J,oy. 3.~aather Svll\,J,I\...,/ Study No._....;N~/;_A;....__Observer IV......_}?
' Time Total Number of Vehicles (minute starting at) Stopped In the Approach-at Time:
+O sec +15sec +30 sec +45 sec
,z.·. \? 0 0 C) ~
: \{p r) 0 I"") /"")
:17 /') 0 n (")
~\Q., I') \ /') n
:1.::::, r) 0 I'"> /'')
:z.o I') (') r) r)
:-z.1 I') n n /")
:7_:?_ n r) n /""')
:.?-::I!, /') n 7'5 r)
:z.4 0 0 0 n
~7~ n I') n 0
:7/_ I I /J I'")
:z? r) ?5 r) 0
~z.~ 0 I"') r) 0
: 2i"\ r) r > I') I')
Subtotal I z_ 0 r~
Total 3
Total Delay = Total Number Stopped x Sampling Interval
6 : _ __;;:;__ __ X 15 : ':::t? veh-sec
Average Delay per Stopped Vehicle = ____ To_ta_l_D_e_la.;..y __ _
Number of Stopped Vehicles
Approach Volume
Number Number Not
Stopped Stopping
C? ~IA...
/') \l
r J " ' II
(') ,,
r) ,,
75 ,,
75 II n \\
n \\
a ,·
I \\
0 II
,,,-r) \\
r) ,,
c:: \\
z_
45 z:. z::. • 2 sec
Average Delay per Approach Vehicle = __ T_ot_a_l D_e_ia_y_
Approach Volume ~ =----'-....::....--Z-
Percent of Vehicles Stopped -Number of Stopped Veh icles _......;;;Z::.;;...._ __ =~percent
Approach Volume -z:-
INTERSECTION DELAY STUDY
AELD SHEET Ne
Locatl~~ li31 llq~k\:MW? ~pproach _ _.\~fV--.. ... B-.-Movement 1/":, B
Date, 'Nuv. ~ 18&eather ?Yt"::0--)I Study No. NIA. Observer IV>,J"::;>
Time Total Number of Vehicles (minute starting at) Stopped In the Approach at Time:
+0sec +15 sec +30 sec
(7':3(? n 0 0
:3\ 0 0 r-)
:3~ 0 0 t')
:3:?:, n 0 n
:~ n I' .J I')
~ '3'? 0 n r,)
: ...,,,_ n r? 0
;37 n t') r0
·-~~ n /) r)
:7PI n 0 n
;41.) \ 0 I')
:q.1 n I") n
;q..z. f) t') rr-)
;'t-3 0 r? r')
~44 0 l) n
Subtotal I ,') n
Total z_
Total Delay = Total Number Stopped x Sampling Interval
= Z x 15 = '3 U veh-sec
+45 sec
~ n
r)
()
n
(')
/0
/'')
0
\
I'?
/)
r')
~')
I')
I
Average Delay pee Stopped Vehicle = ____ To_t_al_D_e_la_y __ _
Number of Stopped Vehicles
Approach Volume
Number Number Not
Stopped Stopping
0 NIA.
n 'I
0 ,,
D " n ...
0 \\
u "
() \\
0 \\
\ ,,
0 '-\
n \\
0 ,,
0 " 0 \\
I \\
I
"30 ~D.0 sec
I Total Delay Average Delay per Approach Vehicle = ------Approach Volume
= __ '3.......,c>,_ __ = _5-=.::0:;;__'....;:o=..-_sec
I
Percent of Vehicles Stopped :_N_u_m_b_er_o_f_S_to_P_Ped_V_e_hi_·c_le_s __ \ ____ JQQ..percent
Approach Volume
INTERSECTION DELAY STUDY
FE.DSt£ET
Locat1oniC,A.2.\~ BvR,/ l':'W'JOAO 14:Approach W 13 N\3 /,~
Movement~
DattoNC21/ 3,1
88weather 2\-116'6->-t Study No. N/,b.... I Observer \":'\,...l ?
Time Total Number of Vehicles Approach Volume (minute starting at) Stopped In the Approach at Time:
Number Number Not
+Osec + 15 sec +30 sec +45 sec Stopped Stopping
I z.: .u.c::::; 0 n 0 0 0 i,..1 /A
!'-\-(, 0 ("') , .. , 0 n "
: 11 .. 7 n n (') 0 (J ,,
~4~ 0 0 n CJ n "
!4°t 0 0 t'J f'?) ("') ,,
:~ D n 0 0 () ,.
: c:;.1 a (') /') \ \ ,,
:~i"'.. a -n n n 0 \\
:c:;~ I') r) n t'J I'') \I
:~ (') /' J /') 0 I'') ,.
·.~ 0 (') 0 n (') ,,
; ,:::::✓,. (') /') 0 n r) " ~ c::;,,. ('.) 0 0 I'") (') ,,
:c:::;~ 0 \ \ 0 \ ,,
_.s::;c, 0 0 D /") I') \ I
I '.I'?/?
Subtotal 0 I I I z: l'
Total 3 z_.
Total Delay = Total Number Stopped x Sampling Interval
__ 3"'---X15: ~ veh-sec
Average Delay pee Stopped Vehicle = ___ T_o_ta_l_D_e_la..:..y __ _
Number of Stopped Vehicles 9:S = zz:.,-=;:, sec
-;!!.-
Average Delay per Approach Vehicle = __ T_ot_al_D_e_la_y_
Approach Volume
42 ___,Z:=-c-Z...=-•:...-7.L-_sec
Percent of Vehicles Stopped =
Z-Number of Stopped Vehicles __ Z: ___ = ~ percent
Approach Volume z_
\
INTERSECTION DELAY STUDY
FE..DSl£ET
local ion&A?l:"2PA,,D -p;lvo/Mc:s,A 6::JI.Y ) ~pproach V,./e,
Date1...\9v3, 18£:>weather C---::vS:6:-'::: Study No. N/A
Time Total Number of Vehicles (minute starting at) Stopped In the Approach at Time:
+O sec +15sec +30 sec
Ll-:('~I'-, 0 0 0
•. f'") I I ") 0 n
• r,7'~ n I 0
:a3 {) I I
• l')d 0 r) n
:t?S 0 0 (')
: /") /,., 0 0 0
: /?7 r) n (":)
: 1-:Jf)., l I 0
~~ 0 0 0
i I 0 I I I
: \ \ 0 0 0
•. I 'Z.-0 n I")
:\~ (") 0 r)
:\4 (') () I")
Subtotal 2 4--z
Total P>
Total Delay = Total Number Stopped x Sampling Interval
= _......._8..._ __ x 15 = / Z-0 veh-sec
Average Delay pee Stopped Vehicle = Total Delay
+45 sec
C>
I'-::.
I"'-:>
0
C>
0
0
0
0
0
0
0
0
r)
/'')
0
N..6_A Movement~
Observer t--A.. ...1 ?
Approach Volume
Number Number Not
Stopped Stopping
0 N/A.
(') \I
I ,,
I 'I
r) \I
n \\
0 \\
n ,,
I ,,
0 11
I ••
r) ,,
r) " ,'J ,1
n 1'
4 \I
4--
Number of Stopped Vehicles
100 _ 30.0sec q: -
Total Delay Average Delay per Approach Vehicle = ------Approach Volume
I Z-0
4 .
Percent of Vehicles Stopped = Number of Stopped Vehicles
Approach Volume
30.0 sec
__ 4~--_lQQ.. percent
q-
INTERSECTION DELAY STUDY
Locatlon,...,AR¥ffl-lZ :e,vp .1{\QaA%QA~.=---VV'-"' __ 'B...._ __ Movement NB/~ B
Dateb.\py. 3,18&:>weather ~L...&-:iA--3,,, Study No. N /A Observer l'-"-,-l "'.:::>
Time Total Number of Vehicles Approach Volume (minute starting at) Stopped In the Approach at Time:
Number
+O sec +15sec +30 sec +45 sec Stopped
q..: ,c;. 0 (J 0 0 0
: I (p n 0 l'"J {~ n
:17 0 0 0 I I
:\~ 0 0 u 0 n
: IC! u 0 0 0 c:>
:zo l \ 0 0 \
: 2.1 \ \ (:) 0 I
:2Z 0 0 0 0 {)
:z3 0 n n \ I
: :?cl.. n n n 0 t0
:-zs (") r) 0 n 0
:z~ ('') 0 0 r) n
:27 r) (,) 0 r:> 0
:ZS (') () 0 r) 0
:z.q 0 r) 0 /) 0
Subtotal z. ~ 0 2-4
Total Co
Total Delay = Total Number Stopped x Sampling Interval
= (o x 15 = 90 veh-sec
Average Delay Pet Stopped Vehicle = Total Delay
Number of Stopped Vehicles•
90 = zz:.s, c+ Total Delay Average Delay per Approach Vehicle = ------Approach Volume
Number Not
Stopping
N/1:,,. ,,
,,
11
\\
I\
II
ll
II ,,
II
11
"
II
"
\I
4-
sec
90 zz..S, _______ sec q..
Percent of Vehicles Stopped = Number of Stopped Veh icles __ 4 ___ =/00 percent
Approach Volume q-
INTERSECTION DELAY STUDY
FELDSI-EET
Locatlrw'.'.:~R ·R)vt~/2.t•,olAU>r,u? I& Approach \/\-1 e,
Oat• Nov. 3.188 Weather ?-:: k E: Ar X: Study No. N / A
Movement Ne,/"':;>~
Observer ~_J "::>
Time Total Number of Vehicles Approach Volume (minute starting at) Stopped In the Approach at Time:
+Osec +15sec + 30 sec
4 :30 ('"? I 0
: B \ 0 n r)
:3z: 0 /') ('_)
~'3'3 /"J r) (~
:34 0 r) t0
:3s; (') r) r)
: 3'l, I 0 n r)
:37 r'"> r) ( ..>
:3~ n (') r)
:3q I) n 0
:4 0 0 n rJ
: 4\ (') I) C)
:4z_ 0 0 ()
: G½-3 n r) \
:44 \ 0 ('')
Subtotal I \ l
Total c::;
Total Delay = Total Number Stopped x Sampling Interval
5 x 15 = / ? veh-sec
+45 MC
0
rJ
0
I)
n n
r)
,-;>
0
(')
C>
0
0
\
\
z..
Average Delay Pet Stopped Vehicle = ____ To_ta_l_D_e_la_y __ _
Number of Stopped Vehicles
Number
Stopped
I
r?
{'"')
r)
r)
n
(')
()
()
n
(_)
n
0
\
\
3
-;,S = z:..s .o
3
Total Delay Average Delay per Approach Vehicle = ------
Number Not
Stopping
N/A..
\\
\\
\'
'l
\l ,,
\\ ,,
I\
II
II ,, ,,
\I
l 1
3
sec
Approach Volume
7? -=c::.~s_. ~o __ sec
Percent of Vehicles Stopped =
3 Number of Stopped Vehicles
Approach Volume
__ 3 ___ = I OOpercent
.3
INTERSECTION DELAY STUDY
AElD SHEET Ne /
LocatlonVAYkfflA-12:B lw /2AA>J<?AN',Z~pproach_ .... w.....:... .... '3,::..__ Movement / 7 B
• I I,?;? /
Dat•NQ\/. 31 f?'f2 Weather C::: krH'.'>K Sludy No. N /A Observer ti\ ..J ?
Time Total Number of Vehicles (minute starting at) Stopped In the Approach at Time:
Approach Volume
Number Number Not
+Osec + 15 sec +30 sec + 45 sec Stopped Stopping
4-:~ I I 0 r) I NIA.
~41,, (') t"") r> r) r5 I(
:4-? n n /"'") n ·o I(
;~ n n n ("") /") fl
:4&1 n r) I") I') r) I\
~~/'J n r') /) (') () ,,
: c:; I n r) (') ,') r) ,,
: c:;z n n r) I""') (") "
·.c:;"3 (") (') ,) /"0 /) It
:~4 I I I (') I " :'7~ (~ r') r) 0 r) I'
:St, (') ('') {~ I"") r J II
:~7 (') ('0 (') r) I") I/
!6~ () ('I') I'') (') n .,
--~,q r) () n r) ~ ,,
.i:::;. /,/~
Subtotal z z.. I 0 z: It
Total s 2:.
Total Delay = Total Number Stopped x Sampling Interval
: _ ___,5=---X 15 : veh-sec
Average Delay per Slopped Vehicle = ___ T_o_ta_,_D_e_la'-y __
Number of Stopped Vehicles
7S 37:-z sec --z..
Total Delay Average Delay per Approach Veh icle = ------Approach Volume
= ---'✓~?::;.__
-z..
Percent of Vehicles Slopped = Number of Stopped Vehicles
Approach Volume
"37.'7 ---='-----''----sec
__ Z::. ___ = 100 percent -z_
APPENDIX G
PEDESTRIAN GAP STUDIES
PEDESTRIAN GAP STUDY
DATE: Oc.. "\ . .Z:~, \O'\f2B DAY: !:?,6....::t; WEATHER: S\J "'-""-)/
RECORDED BY: ""--l? ?Av-\~eAp BlvP(p U<'.ve-70 ]::k.
FIELD DATA
USABLE USABLE USABLE USABLE
GAP TIME . GAP TIME GAP TIME GAP TIME
TIME (SEC.) TIME (SEC.) TIME (SEC.) TIME (SEC.)
O"""-\\:oo o.o :Z.l.b'? \-9.0 : ('..\-"3 .24 z.t:;.o
:~.'26 \2,'? :Z\.'?? 14.o ~ 4'-\-.3~ z.4.0
:ex:>.~ 14:0 :ZZ.'3? Z:3.0 :4'?.01 l-=3, c;
:o?-.\'? z..4_i:s; :z:3.'S7 Z\.0 ~4~.DE IZ..7
:03_0, zz..o :7_1;.z. l l4.0 !40.4-/ l s;.c;
:o-25 =3'2i l3.? :27.\? \3.D ~'?l?,Z? 17-~
:c4-,-7-.9' Z~-0 :Z..7.?~ 1@.o :c;z.o\ 14-D l TOTAL ]
:o:?.37 \2.1:? :2-~.\ \ t7.0 :5?3.23 1'5.C> PEDESTRIAN COUNT
:a3.?} 17.0 :z_.q.~ l3.D :t:;4.45 z.,.s:;
:,o.¾~ Z4.0 :~S7 z4.o :S,g,~ l4.0
:\ \_('.?q tS.o :32.4-~ 1'9.0 : s;q_z_':3, t6.D
:\'2-.Z~ lee,.O :36.~ z.g_c; \Z:C:0 0. a.
:\$.\0 14.0 : °3&,.03 /3.0
: \l~.09> 'ZZ..0 !'37.4? t&S.o
:tcP.3~ ~-'? :~co \~.o
:,20.3/ \3.S> ~ 30\.03 l3.S TOTAL ~
REMARKS:
CITY OF CARLSBAD, CALIFORNIA
Engineering Department T ff. E • • o· .. ra lC ngrneerrng 1v1s1on ,□ATE: Oc...i-Z°\l l'9~SUMHARIZED I\\ a.--,2. ?~ fV\ _J ?
SUMMARY SKETCH:
Pedestrian Crossing Time: l
\Z... '.7 Width of Street -4 C'\ =
4 ft. per second 4 .. Average Number Gaps Per Five Minute Period: N
Total Usable GaQ Time in Sec. ,. 7'-\-6.S = 5 [
Ped Crossing Timex 12 UZ•'?) (1Z-) N.T.S.
One Hour Pedestrian Volume: 4 ~ r1 --~~cy?r~ 1)8 .
Q' Legal Approach Speed: 3S vYlf>h /
General Conditions: ~
~19 r\-"'\ y1?;>-,a.~ -0~c..:>D C
---~_p-~~ -6vV\V\.Y j
> '
COMMENTS: N/A ~
.
PEDESTRIAN GAP STUDY
DATE: Nov , \-9 66 DAY: :Iva.-±2, WEATHER: C:::::-L-c.;>._.,c:y
RECORDED BY: f'/\. _j 2 ?-Av\~ }:S\yQ(:?, 0~~0 I)f:?.
FIELD DATA
USABLE USABLE USABLE USABLE
GAP TIME GAP TIME GAP TIME GAP TIME
TIME (SEC.) TIME (SEC.)· TIME (SEC.) TIME (SEC.)
AW\
:\3-~ lee,.D 7~ o.o :ZZ.OD \4.o :3\.\q z._4.0
~c:o.~ IS.O !(t.+-.30 43-D ~23. \D sz.a '. 3\.L\--S \L\-.S
:01-¾' lZ·S :IS.30 13,0 !2'3,# z.~.s ~sz.~ \Z·S
:OZ-'3"? \~-0 : \'7.L.\--7 \3,0 ~24.zs \4.S, ·.::z.2-l \S.O
:c?.348 2&·S :\&.-z.D 3-S-!S ~zs.ro \70 :33.0) \tp.D
:cx.\-.44 44.0 ~ \tt,."37 \3.D :ZS-37 z.&>.o ~"33.~ 13.0
:05.0) \7.0 : 17.\0 \,S.D '.Z&,04 \7.D ! TOTAL ]
:c)'S.Sl 3?.D : \7-3Z 17.D :Z&.36 \3.D PEDESTRIAN COUNT
!Oc'P-30 13,? :l~.\z,. 27-0 ~27.04 /S".D
:07* 22.0 : \~.44 z~.D :27.22 IZ-S
:~.oz 16',0 ~,~.07 22.0 ,_z7.t;S ,s.o
'.062£ 16.0 :l~.3? 23·? :2~2-1 20.s
'.08.~ D z~.o : \ q.0? l~.s, ·.2,g.~ 12-S
'.~-'::z'.: D~.D ;2,\.tv 230 ·,Zct-lG::> 24-S
:\D.3S 16.D ! z. \.ti 14--S, : 3c>.\3 ze,.o
:t\.OS 16.0 ; z_\.L.\-0, IS-S :3?-30 zc;.o TOTAL l
REMARKS: =, H-:& 1=.::r:: z..
PEDESTRIAN GAP STUDY
DATE: Nov, I, \~06 DAY: ---rvc ..... :'::2. WEATHER: C Le::.;,'--''?)/
RECORDED BY: tv\ ~ :2 ~v\=2BA:D ~\lt2 (3; & <!.. ve90 ~.
FIELD DATA
USABLE USABLE USABLE USABLE
GAP TIME GAP TIME GAP TIME GAP TIME
TIME (SEC.) TIME (SEC.) TIME (SEC.) TIME (SEC.)
A\M. \4.0 :45.\~ l'S-0 z,\.D 7-'"34-.0 ~r::;737
!34.ZZ.. \4.0 :L\-'3."7te-13.0 :-$6.t!4 L\-'3,0
~"34-¾' 13.0 :4to.l'Z 22.0 @·.c:c> O.o
:½.OC; 14.0 :L\,6,-:X 2,3.0
~¾.24 l(p.D ~4Cl.\Z. \CS.S
:'¼,"36 12.r:; :.~\-Z.., z~.o
: 3-1~.t:;,',,, 16.0 ~~~ 10.0 r TOTAL J 13.0 : t::=; \. osS \l.\-:D :3&:>.CC. PEDESTRIAN COUNT
:36.\0 l&.O :02.-l':7 \7.D
~3~36 \9 .0 :'Sz:.54 .26--'S
:40.a 23-0 :'55. lZ. \4.S
:402z. \/i;:,. 0 ~'?42Z Z,\.D
:4tcr3 23.0 :~'3e-\':S-S
·.4\.4'; lci;:,-0 ;'?':J.2£ \?,5
:43.\Z-,z.s :~.co ,g.o -
:~.~ \4-S ··?&·Z3 \"3.S TOTAL 0
REMARKS: &::
oi::-r:c-tN.va,.....-
CITY OF CARLSBAD, CALIFORNIA
Engineering Department T ff . E • • D' •• ra lC ngrneerrng 1v1s1on
IDATE: lsuMMARIZED j 7-e ~v\A.. Nov. I \ \""-.__l?
SUMMARY SKETCH:
Pedestrian Crossing Time: I 12-.s Width of Street -4<9 = 4 ft. per second 4 ... Average Number Gaps Per Five Minute Period: N
Total Usable GaQ Time in Sec. -170C\.? = \ \
[
Ped Crossing Timex 12 (rz.c:s) (_ ,-z-"5 N.T.S.
One Hour Pedestrian Volume: \ ~ Yf'7___<9~-2 ~-
~ legal Approach Speed: 3-SW\p~ -General Conditions: ~
S,c:p-~, P .l """::1l.:::l. "'-lc.-C--& c::>c.=> 9
-e-L--o,___, 'v'Y
C
\A/ ~--r ~e-R... i __.
).
COMMENTS: N/A ~
.
PEDESTRIAN GAP STUDY
DATE: Noy \ 1 I 9e6 DAY: ~4-:-~2, WEATHER: C:::-L-ov1~/ 7
RECORDED BY: tv"--'0 ~A-vl~?:A-t? 'B\vo e ~v4:9=2 J::R.
FIELD DATA
USABLE USABLE USABLE USABLE
GAP TIME GAP TIME GAP TIME GAP TIME
TIME (SEC.) TIME (SEC.) TIME (SEC.) TIME (SEC.)
pw-.
IZ.:a:) o .o ~ \"3. L-\-\ 17-S : 22?.42 Zll3.£S :44.cci -z.-:.s.s
'.00.'57 14.o : \4.6ct 2-0.D : 30.'?2, -zs.o :~.71 1-Z:.•5
:02.14 · Z-0\.0 :\0.t+q 13-S :~\-24 \S,.t;; :4?-2-\ \3.0
:o2-'3b \~.o ~ l~.zz. Z\.D :3Z-3S \3-5 :47. \Z. 1&-0
:03.~·fi 1z.s, ~ lct. 34 13.D : '.3'3. \7 \7-5 :4-z,.3? \""3-0
~c:x1-:zs \&,0 :\4.S2 IZ-0 ·-~.t:51:: l&·S :q.q.lz 23.D
:~a zo.o ~Zc.?.l6 \S.O ~35-3\ 14.a r TOTAL -· ] IS.CS ~20-42-\L\-.0 :.3?.S7 14-.0 :os.s:; PEDESTRIAN COUNT
:C(e,.\0 l7-O !Z\."'34 22-.s '.-3724 l<=9-S,
:oe,.:;t:: \t,•S ~zz.z~ \"3.0 :?:e,.CJ7 /$,5
:~.\~ \l..\--.0 !~3-~ IZ--S :~.4b \S.D
:10.o--; 10.s '..Z-4-4'\ IS.O :3/1, 3Z.. zz.o
1\ .\-Z, lS-S :. Z,S.C?:; 14--6 :40.SZ 16.0
: rz: :z .... \ 2?.S :Z'S.'SZ. \3D :42.a::; 10.0
: \Z-46 tt..+.S ~z7.24 23.D ~4Z-l"3 l3.Q
:r~.-z.z, \7.0 :u.a zz..D :Lr2.-Sl IS.0 TOTAL ~
REMARKS: 0 t--IT7 c::wG-::: aN .>t:'s£s:.E;C ?
PEDESTRIAN GAP STUDY
DATE: "'-.lov . l ) \c:q z?e,DAY: -rc-~:2-WEATHER: G--L-ovt>•)l
REcoRDrn BY: f':\. _j 0 &:-AYYzBAsR l31v::r:a e , ~&:72 ~ ·
FIELD DATA
USABLE USABLE USABLE
GAP TIME GAP TIME GAP TIME
TIME (SEC.) TIME (SEC.) TIME (SEC.) TIME
f'W\ 'ZLP-0 17,: s:;,?, 4'::
: t:=;z.\ \ ,~.o
~1:53.44 . \8.0
:is4.7J IZ-S
:'5472 l-=3-S
'.'$7.2£ Z.70
:1?(p.Z2 2'8.0 ! TOTAL
USABLE
GAP TIME
(SEC.)
:~a lq.:13 PEDESTRIAN COUNT
,-n ~/ 3 1-S .-.../7':/'• ,/;-
:0?t.~ 13.0
\.'00 o .o
TOTAL 0
REMARKS:
<2N
]
CITY OF CARLSBAD, CALIFORNIA
Engineering Department T ff" E • • o· .. ra lC ngrneerrng 1v1s1on
loATE: t ) , q ee, I suMMARizrn I \ z.-' Nov. f>VV'-
SUMMARY SKETCH:
Pedestrian Crossing Time: I
\Z:..-S Width of Street -qq =
4 ft. per second 4
i--J . Average Number Gaps Per Five Minute Period: N
Total Usable GaQ Time in Sec.= \\ \& = 7 [
Ped Crossing Timex 12 (12.c;.;( \Z..J N.T.S.
One Hour Pedestrian Volume: 3 CY CL_("J_vCf-1:Jn 1&.
Legal Approach Speed: 3-'? W\? lt\ > ---
General Conditions: \lJ
6 ,=i \-\, p I~.:::>.~ -6oc..::>r.:::> 0
vv~~~~ -L-Lo._,,Dy' ~
COMMENTS: f'-,.\ / ~ ~ ~
PEDESTRIAN GAP STUDY
DATE: Nov. I > I~ 60 DAY: ~ ~2 . WEATHER : c::::-Lc,'---':c?y'
RECORDED BY: I'-"-_j 0 C--A--'< \~v E lvo e C Q_ vc..--:zo ~ .
FIELD DATA
USABLE USABLE USABLE USABLE
GAP TIME GAP TIME GAP TIME GAP TIME
TIME (SEC.) TIME (SEC.) TIME (SEC.) TIME (SEC .)
'f>W\
S:a::> o.o ~ 1g,.z.(p I l.}.Q ~ '31P. l \ L3-S :4-?.4-Z 1"3-S
:oz .l'.'.?D 12.-S :lct .:sz.. /Z ,~ : 37-40 tz3;>.S :4-'7-~ l'S.O
:OZ.I~ 1g,.s : Z.0.3<9 IZ-S :3f8-~ z_c:>.S, :L!-7 17 ~.o
:OZ .L\-?l \s;.o : c l .Ot., 17.S :~.o4 14.o :Lf-7txJ \Lt. 0
:04.33 l&-S :zt-"3q 140 :3Pt .9l l&-S :Lt-g.z4 lc::t,S
:o-S.i::,\ 30.D ·.iz .z,7 17.0 ·.Lf-1 .1"3 zo..r; ·.tz.?.z4 4&.7
:o71l+ l3.0 :z.4.1'7 \4 .S, \4-0 :4-1.44 r TOTAL ]
I Z.-? :20.14 ~4-z .a \7. t> :o7.Z7 zo.D PEDESTRIAN COUNT
:old;.°?4 17.S:, :.ZS:~ zoo '·Ll-2-~I IZ.-S
~c-q.24 \4.0 ~2747 1~-1:? ·.Lf-z .4Z \"3.0
: ID,42-\7.0 : 2,C:::, -2-1 13-0 ·,l.}-3.30 "3"3.0
J\.~D 1"3.S :3z.1g 1""3,0 :44.ol 2-4.0
:11 .t;Cf \3.0 ~3Z.C:?7 13.0 :4Ll-:3"? 17 .s;,
·.l-Z-?4 13.0 '-??.3 '7 24.0 : 4L-l--4-7 tz..s
:\7.04 IS.-5 :3'8.00 IS.O :L-l-0.\0 23.6
:174& \4 .o :3C;;.U) 1is.o ~~-26 \ 2---'? TOTAL 5
REMARKS: \'
~A:Eer::: z_
5 \-\T. z.. ~l=:;: 3
PEDESTRIAN GAP STUDY
DATE: Nov \ J \~BB DAY : ---r;<'.e,:;2 . WEATHER: C--:L-e71._,1-p,i
RECORDED BY: ""'_\ 0 &::-:?':--,v½x:'e::-T2 =8VS2·@ ~v:J-9? ~-
FIELD DATA
USABLE USABLE USABLE
GAP TIME GAP TIME GAP TIME
TIME (SEC.) TIME (SEC.) TIME (SEC.) TIME
.j-"VY \
c;--~ :-71 H ' 7, \z..5
:61.S \ 27/?
'-SZ.06 l?l.D
--~5.0\ 17.0
'.'73.46' l'S-5
:6417 zg,.-s
:s4.52-\4.cS r TOTAL
USABLE
GAP TIME
(SEC .)
:rs&.ce ?4-? PEDESTRIAN COUNT
~~-~ 3\.S,
1.07O~ \0-5
: r:stb.17 17_ .i:::;
~0.q .4C 42,D
'. t;v\,51 13.S
&:OC> 0 .0
TOTAL 0
REMARKS :
l
CITY OF CARLSBAD, CALIFORNIA
Engineering Department T ff' E • • D' •• ra lC ngrneerrng 1v1s1on
IDATE: \ \ l C\B~ I SUMMARIZED I s-(_p F'vv" Nov. {v\_\ ';7
SUMMARY SKETCH:
Pedestrian Crossing Time: I
12-,? Width of Street -Lr4 =
4 ft. per second 4 -Average Number Gaps Per Five Minute Period: N
Total Usable GaQ Time in Sec. -l Z-\c'.R.? = g, [
Ped Crossing Timex 12 ( IZ.., r;)(L z.) N.T.S.
One Hour Pedestrian Volume: S · ~ &C!.--x <k90 t:'.1=s .
Legal Approach Speed: 3S, w-.ph _,;..>
~ General Conditions:
S19 p.--r .P1 ~6-.\A..C-C--&c::c:?V ~ \Iv~'""~~~ -CL=-.Joy
~ -1 ~ COMMENTS: N/A
PEDESTRIAN GAP STUDY
DATE: NC?\I'. Z. 1 \.::::'\6B DAY: \NP✓J2. WEATHER : S vNNY
RECORDED BY: l'f\._\:;, ~v\~ 13\vp e, t'--1\c.N~t:::,)D ~-
FIELD DATA
USABLE USABLE USABLE
GAP TIME GAP TIME GAP TIME
TIME (SEC.) TIME (SEC .) TIME (SEC.) TIME
.A-IM. :12 ,?JD \3.0 \&,.0 :~.o4 -7 .'00 o.o 2,1 .z_q
:oo.~ z.o.o ~\3.06 10.0 ~2-1.S7 ,c::i . 0 ~:SCf,-'?3
:ot.3f> 17.S : \3.2 ~ l~.S :23.26 z_t .S :4 1.-10
;OZ.Z:c:t Z4.0 : \4.o.i I S .S :2'S.~ 4-$.0 :4l--64
:0 3 .\? 13.S :14.44 21,5 :ztp.{;tj-18.o :43,oi
: o4. \c::i zo.s : \ 4 , '?q 1.rs .o :z7.cxt 33.0 :43.31
:o -S.~ Z-6.0 ~ \'?,?Lt 10.s :w.zs 140 r TOTAL 14.o : \':).'7? t3.S Z l.0
USABLE
GAP TIME
(SEC.)
\S.D
zc:::r.s
17-c:;
\L\-.0
\3.5
18.0
:ot5.?;:0 .__z,q,dt)
PEDESTRIAN COUNT
:06.'S l Z\.0 :l&-28 \CS -S :3°-0C 14 .0
:0~.17 20.0 ·.\&-~ lc=:t. 0 : 3 \.D(o Zt -S
:o?.OO t4.0 :\7 I& 20.0 ~"34,27 Z.3.C>
'.0737 lcb.O ._ l7.01 26.0 :¾22 l4.0
'.O~t71 1?1,0 ~\6.~ 470 :¾.31 IS.O
:t4.34 1"3.0 :\~.32 33.0 ; 37\.6 13.S
: \0. \0 t4-D :20.2-1 "3Cf.O :36.oS \6-D
~ I \.'?2'. \0,0 :z.1.\0 ZZ-'7 :38.~ 22-.S TOTAL \
]
PEDESTRIAN GAP STUDY
DATE: 1\1,,y Z. , \qe(3 DAY: \~ WEATHER: S~NN\/ i ,
RECORDED BY: I"I\J2 ~\~ E\.vpcg Ma.N~NO J:3s::.
FIELD DATA
USABLE USABLE USABLE USABLE
GAP TIME GAP TIME GAP TIME GAP TIME
TIME (SEC.) TIME (SEC.) TIME (SEC.) TIME (SEC.)
A,...W\
23.D 7:~.01 Z.3.0 : c;.q.z.~
:04-'3? \3.D @:oo \S.O
:45.se \S.S
:4£P,4e \4.0
:47~ 23.0
·.4L=f,Qq \~.D
:4~-24 \3.D r TOTAL ]
:&So.ti-\4.S, -. --
PEDESTRIAN COUNT
:-i:=s\.03 \S.S
:152.\6 e:-s.0
: '?'3-l'1 ltv,.o
:~3.S\ 22.-r:::_;; .
:05.o l 22.0
:0b.O I IS-S
:'57.Z.3 170
·.S,6.lh \~CS TOTAL 0
REMARKS:
CITY OF CARLSBAD, CALIFORNIA
Engineering Department T ff' E • • D' •• ra lC ng1 neer1 ng 1v1s1on
IDATE: Z t \9~SUMMARIZED 17-€3 Nov. l--A__l 0 o..V'V\.
SUMMARY SKETCH:
Pedestrian Crossing Time: I
Width of Street -5 1 = 13
4 ft. per second 4
-1 Average Number Gaps Per Five Minute Period: N
Total Usable GaQ Time in Sec. = 1~07.'6 = C, [
Ped Crossing Timex 12 (l3)(.1 z.) N.T.S.
One Hour Pedestrian Volume: \ tv\~N42ctN.-? 'LR-5. Legal Appr?ach Speed: 3.5YV\pV\
,..:..,
General Conditions: ~ _5 I a:p-~ -r p,~~ce., C?c::>c:::>D -C
SvV\V\..Y ~~R... -• t ,,,.-
\
<
COMMENTS: N/~ ~
.
PEDESTRIAN GAP STUDY .5 ~ T I O r' z_
DATE: t:-Jepv. Z-1 \Cj66 DAY: \AJx:::::Q WEATHER: SvNr---.Jj
RECORDED BY: ~~? ~y~ b\VDc__, ~t\p,v\??A½L? ~-
USABLE
GAP TIME
TIME (SEC.) TIME
f>~ o.o IZ..:00 :zo.s4
:CX?.~ \3-S :Z3-D3
~al.Z:3 ICo.O : z3.':3t:;
:o4.S7 17.0 :z'5.Z3
:a,.ot, 17.0 :zS.0&1
:C&.40 14.'::, :2-7 .23
:074-7 \6.0 :Z7'7C::,
:0&,.4C 14.0 :2-Cf.C:C,
:10.ZD I4.C> :~-20
: \\.59 2-4.S :30.~3
: \4-.26 Z.6.C> ~32.2'0
: l&.l}-3 \3.S :32-3?
: \703 17.S :3S.Lf0
: \7.-SC:, 1"3 -S ;3u,.Z.7
:1e,,30 ~-0 :3{3.~
:lct.53 \3.0 :°31.43
REMARKS: ~
V?-,.\'"Clt::\VE
FIELD DATA
USABLE USABLE USABLE
GAP TIME GAP TIME GAP TIME
(SEC.) TIME (SEC.) TIME (SEC.)
z.o.o '. 4-\. \':;, IL\-.u
1"3-5 ·.43-SI zz.O
13-S : '-l-u-47 lCi,S
17.0 :4g,c:g \8.0
?~.o :~.~ l&-S
\ L\--.D : tS \."34-tS.S
l<o.O ~6Z,OZ \3-S [ TOTAL 1~-S :~3."30 \7.0 PEDESTRIAN COUNT
l&-S :-54.('A l'S .O
\ "3>. 5 :'57-SI 1<=1.S
2~-0 :6'6.14 l&-S
'14.0 ~ r:(;,6,?0 14.D
lS.O :~:36 27.a
13.0 1:00 a.o
/{;,.t:;;>
14-0 TOTAL I
<21'-l > H E er: Z-
1
CITY OF CARLSBAD, CALIFORNIA
Engineering Department T ff" E • • D" •• ra lC ngrneerrng 1v1s1on
'DATE: Nov. z., lC\~SUMMARIZED , , -z._ - \ "f'vY"' fv'-_j?
SUMMARY SKETCH:
Pedestrian Crossing Time: 511 \3 Width of Street .. =
4 ft. per second 4
,-J
Average Number Gaps Per Five Minute Period: N
Total Usable GaQ Time in Sec. = 7'50 = [
Ped Crossing Timex 12 (1~)(12-) s N.T.S.
One Hour Pedestrian Volume: \ MAN-?>-t--.\/2 r=:k.
Legal Approach Speed: 35\Mf>~ ~--General Conditions: (1)
:51 ~ ~\ Dl~~~ -6oe>o j Vv'E:. ,.c.... "T~t::.R -~ '--" LA. \A y'
,i\
> ~
COMMENTS: N/A ~
PEDESTRIAN GAP STUDY
DATE: bJ::>,1. -Z, 1~66 DAY: '-A/'"'i=-::-SZ WEATHER: CL-e.c-.R....
RECORDED BY: ('l\._j ~ -~\..?.?Bk>-D 13\v:o-~ tv\:::x~~<'2 ~-
FIELD DATA
USABLE USABLE USABLE USABLE
GAP TIME GAP TIME GAP TIME GAP TIME
TIME (SEC.) TIME (SEC.) TIME (SEC.) TIME (SEC.)
-Ptv1 !27. OD z.o.s :46--'5~ zz...o Z.\.O '5:00 0.0 : s;c:t .\q
:oz:.z.s 15.0 :z.'1.41 z.o.s :4-7.~ l).O : c;or .4t3 \3.r;
,'b4,D7 Z.3.0 : 3o.'3\ \6.0 :%!,.46 38.0 (c;,:Q'.? o.o
~o7. 38 13,5 :32.4-6 33.0 :4-Cf.Lt3 14.0
~·07.c;S 14.0 :34.17 \7.0 : Si?.c;7 sZ-.0
:~.z:z.. 1c;.s :3s;.36 l{p.Q ~xst.33 t4.0
14.0 :36,.\Z l9.0 :sz~ 22.0 :~.~ l TOTAL J : I \.27 lc'.1.0 :3f3.ZS lCD,0 :-'S,5.W 1S.O PEDESTRIAN COUNT
:\Z .O\ \4-. s ~ 3B.4-2 l7. 0 :r;4.tS, 1q.a
: \'?.30 zo.c; :4-o."3S 19,r; :'54-~ 16.0
: \&.14 14. S :4-\.2.Z. z.o.s; :S-'S .Zb t4.S
:17.41 t&.a :43.03 23.S, :6S.~ l~.O
: \~.OS 14.0 :4-4.SZ z,a.c; :~tp.lC1 3Z..0
:Z O.z..l (3.-$ :L}~.161 zz.~ :C;;7.-Z.&> 1c;.o
:23.0B \3.0 .'4-5'.4\ l70 : '7f?,, 1q 1'3.0
: z-4.4-S 27.C) :4&. \ \ Z4.S, :t;g.LH l4:S TOTAL 4
REMARKS: I' \\
A\\ 4 Pt=:.-00 G\(Dz?f;::.C;:, 7
l 3 • 0 "'::C Lr . v1A \\A\ v½. U 111A ·
CITY OF CARLSBAD, CALIFORNIA
Engineering Department T ff. E • • D ••• ra lC ngrneerrng 1v1s1on
IDATE: Z..., \ °l 661 SUMMARIZED IS-~ P-' Nov. rv\_J?
SUMMARY SKETCH:
Pedestrian Crossing Time: I
Width of Street -51 = \3
4 ft. per second 4
~I .
Average Number Gaps Per Five Minute Period: N
Total Usable GaQ Time in Sec. = C-t39 = 0 [
Ped Crossing Timex 12 c,~)c.\z...) N.T.S.
One Hour Pedestrian Volume: '--+ M~AND 'Ck.
Legal Approach Speed: 3s~fk 3 General Conditions:
":::>19H--T P,~o.NC..a--0c::>c;>D cc
vv~,~'e-R... -C..L-Ec:::::..x C
~
----'>
COMMENTS: N/~ ~
.
.S 1-+T-I c,F 3
PEDESTRIAN GAP STOD 7
DATE: Nov I (p ) '6B DAY: \A/r;;:-v. WEATHER: .5\.../NN y
RECORDED BY: M-1 2 /-<½,v\:'266:sR :Blvv. ~ 2W?<& ::t?R. (,$ovn+-)
FIELD DATA
USABLE USABLE USABLE USABLE
GAP TIME GAP TIME GAP TIME GAP TIME
TIME (SEC.) TIME (SEC.) TIME (SEC.) TIME (SEC.)
AM
7:oo 0.0 :~.37 \~.o :\6.S7 \S.O •.zq_4a \Z.O
:oo.3z Z.(p. 0 :Oe>.SS \7.0 : \c:q.cs,z zo.o : 31.2..\ 27.0
:oo.l.\-6 1&.c; :0~.14 l(.p.Q :Z0.07 ic;.o : -sz.06 \Z.O
:01.10 ztp_O : cx::t.27 \3.0 : Z,.0.3'? \c.t.O : :?3.% zz.o
: 01.4i> zo.s : l \.02 \4.0 :z1.04 \3.0 :~4¾ 20.0
:02. \4 30.0 : \ \."37 \~.O .z_\.Z7 \(p.0 :~IS.o4 l5.0
·.02.40 Z'S.O : \2.07 24.0 : 22..06 lS.O l TOTAL
·.63.37 270 : t2.SO 270 :zz:~z Z..4.0 PEDESTRIAN COUNT
:04.17 27.0 : \4.0q 4\.0 :23.00 t6 .S
:04":33 l'S.O : \ L-\-.z 3 \3.0 : z4.l? \Z.0
:05.Ll& Z(p.O : \':?.20 \7.0 : 24. '74-30.0
: OIP.Cr-l3.O : \'?.40 17.0 :Z~.44 \2.0
:04?.Z"? \~.{) : \&.30 30.0 : z_~.2.3 lZ..O
:07l0 14.o : \LP--'5S l?.0 :27-U 16'.0
:o7.3h l~.O : \ t&.03 \C;. D :27~ 14.0
:og.1~ zou : \0.'37 l&.O : ZC/. lZ l~.O TOTAL 0
REMARKS:
C2N
]
PEDESTRIAN GAP STUDY
DATE : Nov, l & .I I B B DAY: W~R-WEATHER: s\../ Nr-...l'j
RECORDED BY: !'l\__j 0 u ,C,.:.v\2EaAQ B \YP,@, 2 r\O'<<'.?-¼ .{;sovn+)
FIELD DATA
USABLE USABLE USABLE USABLE
GAP TIME GAP TIME GAP TIME GAP TIME TIME (SEC.) TIME (SEC.) TIME (SEC.) TIME (SEC.)
A~ \5 .0 8 :a) 6 .0 ?:'¾,.~ 4 z .o ·.4€?.3 D
:37Zt. \"?.0 :c+C(.z~ Zc:>.O
•. 3 7.4 7 -z.1.0 = sc,.z e, \&,. 0
:3 ~.lfo \3.0 ~s 1.\~ Z -9 .0
~ 3q_o8 ZI.O :5\.SL-\-\'"3. 0
:34.4 1 zo.o =sz.s, \Z.0
:4<?-13 IS.a : 5 3.3l'P \7. S r TOTAL
:4 0.2'.B l4.0 : 54. \Z. \3.C;> PEDESTRIAN COUNT
:4 o.-Sl 14.0 : 5L.\-.ZC, l~O
:41.45 15.0 : 5 ?.3q 10.0
A-z..c:;z. zz.o •. '54:,.c4 14.0
~43.1-Z. 16 .0 : 6G,.0\ \C\ .o
:44 .37 3\. 0 : ,S,7.36 lZ..-0
:4t&,.Z I 16.0 ; '58.Z..\ l7-'?
~47.z4 \~.o :50.43 \L\-.0
:4~\4 14.C> :?4.ID \4 .0 TOTAL 0
REMARKS: ~
~NTINV ~ C2N
J
CITY OF CARLSBAD, CALIFORNIA
Engineering Department T ff. E • • D. • • ra lC ng,neer,ng lVl s,on I DATE: Nov. I G:, ~qgs I SUMMARIZED 17-B a.~ tv\_J0
SUMMARY SKETCH:
Pedestrian Crossing Time: I \\.S Width of Street -4(o =
4 ft. per second 4
i-•
Average Number Gaps Per Five Minute Period: N
[ Total Usable GaQ Ti~ in Sec. = 1Se><o = 11.S Ped Crossing Timex 12 ( IJ.,S)(L Z-J N.T.S.
s~ov~ Jg.
One Hour Pedestrian Volume: 0 ( SovTl-\-) Q
Legal Approach Speed: 3-5 Mf>l'\ l..
General Conditions: l
::S, 19 '4.1 Vl"'::>16\AG(!,, -b~D I C i 00v>y' \N~,6..... '°"y,..£-R_ -~ I '~
I I)
II \)
COMMENTS:
~\.IA~D C vo~7 \J'v""-~~ c.~
L Oc..c>-. ""°"'\.ON .
.
.S1-+-r. l oP-3
PEDESTRIAN GAP STUDY
DATE: Nov \ & 1
1 66 DAY: 'v::\A==-~r2 . WEATHER: 6\../V\~ ',/
RECORDED BX: r'v\__j:2 V4v\~ B!vrz. efd._ :2\-\0Ya..,, Th. (~ovT~ )
FIELD DATA
USABLE USABLE USABLE USABLE
GAP TIME GAP TIME GAP TIME GAP TIME
TIME (SEC.) TIME (SEC.) TIME (SEC.) TIME (SEC.)
'P""" 12.:00 o.o ~ ILt.s; l \3.0 :zt>.~ \4.0 : 50. \Z Z4.0
·.o 1. lZ.. 17.0 :\'5.01 \ (o.0 :2'l03 \'5.0 ~ SO."¾ 14.0
~ oz..10 IS.o : \'5.34 13.0 : 2~-27 \Z.O ~5\,C?-4 \9.0
: 03.\\ \Z..O ~ 11'.P. ID 3\.0 ,24.~ \ \.t; : '51 .3-S \Z,S
: 03-3Lt \\.S :\e,.10 23.0 : 30,57 l4.0 :~2.31 \ .q,S
:04.-S-~ l'5.0 : IB.3\ 1-=s.s ~ 32. 1g \Z.O :53.2~ \ (p, C>
:05.37 z:z.rs : \c:lf. 3q lZ.O : 34.Z3 \&>.D r TOTAL
~ o~.37 l7.O : 20.22 3Z.C> :36.I~ \Z.0 PEDESTRIAN COUNT
~ 07.42. \&.O . z_,.4q \4.S :40.4l \Z:..0
:08.56 Z\.O : 23.Zt. 2 :3.S,· :4\.4\ \4.':;;
:\0.l-Z.. l4.o .z:4.3B \ \.7 ~~z.i:;7 34.'7 .
: \0.4-:, \\.CS : 2.ss.-z..3 \4.D ~44.o0 l?,S
: \ \.CS\ 24-.D : 25.3t, \-Z.O ~ 4-i:7.17 l&.o
:\Z.\l'P \4.0 ~ 2~.\7 \7. 0 ·. 4-~-zt, \3.0
: \3.0'? ,cs.rs :Z7.ro zgo :~91 \7.t;
: \3.z.4 \&.. 0 : Z.7.1'1 1~.o :cH.\6 14.0 TOTAL 0
REMARKS: ~
~i'::4.D N,uE==-
]
PEDESTRIAN GAP STUDY
DATE: Nvv. \ & , 1 SB DAY: \A/0p. WEATHER: S LAI\Y'.\)/
RECORDED BY: l'I\ ~ ~ UAY\~ Blvv. @. '.'.2tx?Y<!.-:"Ck. (~ovr~)
FIELD DATA
USABLE USABLE USABLE USABLE
GAP TIME GAP TIME GAP TIME GAP TIME
TIME (SEC.) TIME (SEC.) TIME (SEC.) TIME (SEC.)
f>Y'ol\ IZ:.O lZ.:"74: I\
: '54.z~ \~.o
:~DZ. I (p . 5
•. 57.37 \-Z:,.. 0
:c;755z \'-\-.C;,
:s~.07 \'2..0
IZ.0 ~ 'S~.3Z r TOTAL
~ S4.47 Z &.0 PEDESTRIAN COUNT
t o o o .o
TOTAL 0
REMARKS:
C?N
!
CITY OF CARLS BAD, CALIFORNIA
Engineering Department T ff. E • • D. • • ra lC ngrneerrng 1v1s1on
IDATE: Nov. 1 & ,\<\BS lsuMMARIZED 1, z_ -. \ f>lN\ {'!\~ '::)
SUMMARY SKETCH:
Pedestrian Crossing Time: I \ \ ,S Width of Street -q. Ca =
4 ft. per second 4 ,..I
Average Number Gaps Per Five Mi nut e Period: N
[ Total Usable GaQ Time in Sec. = too7 = 7 N.T.S. Ped Crossing Timex 12 (1/.SJ (tZ'...J
VR . 5 ~o '<~
One Hour Pedestrian Volume: 0 (So~,\¾') [)
Legal Approach Speed: 35~p h ) _.,
General Conditions: rD
519~\ V \ '-;:, T D..~C..-C., -boc:>D
Vv~A-,~eR.. -Go0p ~ {\ _.,
~ \)
COMMENTS:
R ,,"'---~P C.,V O ?~ \/'./6.. LA<.... C\t'
L o c::...c,.._"""',o t--.l . '
.S1-\.-r l oF" 3
PEDESTRIAN GAP STUDY
DATE: Nov: \ & , 1 66 DAY: \A./e,.p. WEATHER: C::-LeA-_.-
RECORDED BY: fVL_\0 (--::::4,y\0BA,12 t::,\vo. Cf ~ :\:\Q'«!, I:2;s. ( .Sov-rw)
PIELD DATA
USABLE
GAP TIME
TIME (SEC.)
P""" 5 :00 0,0
:o\.lZ-IZ.S
~ot.Stt:, ,z...c;
~oz.3Z-I 1..c;
:03.30 1<2:>.s
!03.39 \3.S,
:o5.3Z 13.S
:~-Z.4 zo.S
:O~-So 15.0
:07.00 14.C>
:07.43 .z:1.S-
-O~DZ.. . . 12..0
: l O. \{p 14.S
: \ \.03 l"3.0
:\2.91 I l. '7
• tLl-.o4 24.7
REMARKS: * 1 \.-O~U?
USABLE
GAP TIME
TIME (SEC.)
: 14:30 Z3,'.:,
; \ ?.-S-9 lS.(.)
: tq.3? ,~01 *
:Z0,07 17.0
: z_z.. 0~ l~.O
.zz:.4-'1 Z::4-'7
:.23.~I 13.0
:Z.4.Z7 14.0
·.Z6.l0 l70
: ZCP -14 140
:Z?.% 17.0
:2~?Z z_1.o
:Z1.07 l3.0
: ;z_q.78 \t.,..O
·. 30.""34 14-.0
: 31.Z@ 1-S.D
C?N.
USABLE USABLE
GAP TIME GAP TIME
TIME (SEC.) TIME (SEC.)
: 3Z.34 {9.'? :4-Z.~ 19.O
: :S4. l4 23.S :43.D'5 z:1.'7
~34.34 \3.0 :44.Z.'9 18.O
:3S.o5 l8.0 ·.45.ZI \"3.0
: sf;.9-Z 17.0 : 4-7. 03 3'30
: 3tp_04 \'9,0 : 4-6.\6 38.0
: 3tp.Z3 13.0
) TOTAL
: 37.08 IZ...O PEDESTRIAN COUNT
: ~7. 4-"3 Z.7.0
. 3'6.o4 Z:.\ .o .
:3&>.~~ \4.0
: 3"~t"34 3S.D
~4-0.03> z.o.o
:40,'?b 14.0
:41.Z-3 \S.O
:4-z.d t4D TOTAL 0
l
PEDESTRIAN GAP STUDY
DATE: Nov. \ (pJ \B~ DAY: \A,/~v. WEATHER:/___ L-~ ~
RECORDED BY: l'-t\.~ ? VA..Y \-0~ b)yp. @, :2:\:¾?\f?---t::K.6sc"..Jrf,\-)
FIELD DATA
USABLE USABLE USABLE USABLE
GAP TIME GAP TIME GAP TIME GAP TIME TIME (SEC.) TIME (SEC.) TIME (SEC.) TIME (SEC.)
4-
. ....,,
5: .'t7 \Cl.S ~S6.~ Z.\,O
·.4q,\O zo.o •1$6.~ l4.0
:4q.z.7 \ \.S :~.z4 \0.0
:~.~c r:::3.D ~ ?q~l}::, 1'5.0
:&50.22> l"3.0 (p:tv 0.0
:-5:?.52 Z.I. 0
;5\.l 6> Z3.S, ! TOTAL
:'$2.ZZ-\'5-S PEDESTRIAN COUNT
:153.34 zz.o
~54.1? 2s.o
:-54.4£ ,~.o
: ':5'5.3'5 '5\,0
:¼X \0,7
:?~-~ \'?,0
: S7.-Z-0 23.0 .. ~m 1tt,.'3 TOTAL 0
REMARKS:
C?N
]
CITY OF CARLSBAD, CALIFORNIA
Engineering Department T ff. E • • D. • • ra lC ngineering 1v1s1on
IDATE: Nov. l<'.'.o t\88 lsuMMARIZED
SUMMARY SKETCH:
Pedestrian Crossing Time: 4LP \ I \.S Width of Street -=
4 ft. per second . 4 J
Average Number Gaps Per Five Minute Period: N
[ Total Usable GaQ Time in Sec. = 137'?.0 = N.T.S. Ped Crossing Timex 12 (ll-S )(t z..) 10
s ~ C> '<' <!-P R .
One Hour Pedestrian Volume: 0 (_ ':::, c:.> V I ~)
Legal Approach Speed: 3Sw-p h
General Conditions:
:S t=i ¼T' VI '?tC..l---\C-<L -&c.:::>c::;,v
V'-/E:..A.. --r~~ K -b c.::>c..>\7
COMMENTS:
PC>.""--'~ C. '< C) ~ ? vva.v~ c:>\.T
L-c.:>c:..-C---°' , o t---..\ •
. '
!V\_J 0
I I
Is -('p f>t'Y'
s -
rD
D
~
ID
'i' 't
<
I \j
U\
H
t)J
C
\\
(}J
APPENDIX H
TRAFFIC SIGNAL WARRANTS
Traffic Manual TRAFFIC SIGNALS AND LIGHTING 9-5
12-1986
Figure 9·1 A
TRAFFIC SIGNAL WARRANTS
CALC _.;._tv\_J=----:?:;,___ DATE Nov. l 7, '~B
DIST CO RTE PM CHK DATE ___ _
Major St: U'.Ar::d!z:BAQ Blvo. Critical Approach Speed L.\-2.. mph
Minor St: Jv\A.. N=-7AN C2 1)g. Critical Approach Speed N/6 mph
Critical speed of major street traffic )40 mph ·------------------~DR~
In built up area of isolated community ofs;_ 10,000 pop. ---------~
~o ..... N~ Y4.""C"~ ~ 0 c::...T. 17-l q , \ 9 68 D
'
URBAN (U)
WARRANT 1 -Minimum Vehicular Volume 100% SATISFIED
80% SATISFIED
YES □0 NO~
YES NO UJ-"
APPROACH
LANES
Both Apprchs.
Major Street
Highest Apprch
Minor Street•
MINIMUM REQUIREMENTS
(80% SHOWN IN BRACKETS)
u R u R
2 or more
500 350 600 420
(400) (280) (480) (336)
150 105 200 140
(120) (84) (160) (112)
I Y, t, 'fl Hour
l)Oq /it-i(t, l'241;, 11~ IZ31 l'-/13 IZt-13 7'19
J lP I~ Z. I 13 l 7 2~ 17 17
* NOTE: Heavier left turn movement from Major Street included when L T·phasing is proposed D
WARRANT 2 -Interruption of Continuous Traffic 100% SATISFIED YES O NO W
80% SATISFIED YES O NO ~
MINIMUM REQUIREMENTS
(80% SHOWN IN BRACKETS)
u R u R
APPROACH I')
LANES 2 or more IZ-Hour
Both Apprchs. 750 525 900 630 /101 IV3o/ 1'-11"3 tZA3 797 Major Street (600) (420) (720) (504)
Highest Apprch 75 53 100 70 /b '" -t,J l'3 17 2'-1 17 17 Minor Street• (60) (42) (80) (56)
*NOTE: Heavier left turn movement from Major Street included when LT-phasing is proposed D
WARRANT 3-Minimum Pedestrian Volume 100% SATISFIED YES O NO ~
80% SATISFIED YES O NO 4,V
MINIMUM REQUIREMENTS
TEO? R (80% SHOWN IN BRACKETS) < l'Y\IN, C,., VY\ 0 U t,\., T
u R No 6-houv "Pe.D ~OVll\."'C°"
Both Apprchs. ,,. ' 600 420 I I I I I I I Major Street No Median) (480) (336) Hour
Volume 1'181380 1000 700
4' Median (800) (560)
Ped's On Highest Volume 150 105
X·Walk Xing Major Street (120) (84)
IF MIDBLOCK SIGNAL PROPOSED □
MIN. REQUIREMENT DISTANCE TO NEAREST ESTABLISHED CRWLK. FULFILLED
150 Feet N/E __ ft s;w __ tt Yes D No 0
The satisfaction of a warrant is not necessarily justification for a signal. Delay, congestion, confusion or other
evidence of the need for right of way assignment must be shown.
TS·lO"
9-6 TRAFFIC SIGNALS AND LIGHTING Traffic Manual
12-1986
Figure 9·1 B
TRAFFIC SIGNAL WARRANTS
WARRANT 4 • School Crossings Not Applicable ~
See School Crossings Warrant Sheet D
WARRANT 5 • Progressive Movement SATISFIED YES O NO~
MINIMUM REQUIREMENTS DISTANCE TO NEAREST SIGNAL FULFILLED
> 1000 ft N ~LA , s q700 ft, E ,2!' 400ft, W NJA ft ' YES ff NO 0
ON ONE WAY ISOLATED ST. OR ST. WITH ONE WAY TRAFFIC SIGNIFICANCE ANO ADJACENT SIGNALS
ARE SO FAR APART THAT NECESSARY PLATOONING & SPEED CONTROL WOULD BE LOST --------------------------------------------------
ON 2·WAY ST. WHERE ADJACENT SIGNALS DO NOT PROVIDE NECESSARY PLATOONING & [!Y" SPEED CONTROL PROPOSED SIGNALS COULD CONSTITUTE A PROGRESSIVE SIGNAL SYSTEM □
WARRANT 6 • Accident Experience SATISFIED YES O NO 0
REQUIREMENT WARRANT ✓ FULFILLED
ONE WARRANT WARRANT 1 • MINIM UM VEHICULAR VOLUME
---------------------------------------------------OR
SATISFIED WARRANT 2 • INTERRUPTION OF CONTINUOUS TRAFFIC -------------------------------------------------· OR
YES 0 NO~ 8()'!1, WARRANT 3 • MINIMUM PEDESTRIAN VOLUME
SIGNAL WILL NOT SERIOUSLY DISRUPT PROGRESSIVE TRAFFIC FLOW □ [LJ/'"
ADEQUATE TRIAL OF LESS RESTRICTIVE REMEDIES HAS FAILED TO REDUCE ACC. FREQ. □ QI../
ACC WITHIN A 12 MON. PERIOD SUSCEPTIBLE OF CORR. & INVOLVING tNJURY OR> $200 DAMAGE • ---------- - - ----· - ------------ ----------
MINIMUM REQUIREMENT NUMBER OF ACCIDENTS
5 OR MORE* l96S -ro Nvv. I u;,, /'9 B8 □ ~
" NOTE: Left turn accidents can be included when LT-phasing is proposed
WARRANT 7 -Systems Warrant SATISFIED YES □ NO ✓
MINIMUM VOLUME ENTERING VOLUMES· ALL APPROACHES ✓ FULFILLED REQUIREMENT
DURING TYPICAL WEEKDAY PEAK HOUR /
800 VEH/HR 14"'5? VEH/HR .......
------------------------------------------------· -.
DURING EACH OF ANY 5 HRS OF A SATURDAY AND/OR SUNDAY YES~□ VEH/HR
CHARACTERISTICS OF MAJOR ROUTES MAJOR ST MINOR ST
HWY SYSTEM SERVING AS PRINCIPLE NETWORK FOR THROUGH TRAFFIC Y"f!:..~ NO ~ ------------------------------------------------
CONNECTS AREAS OF PRINCIPLE TRAFFIC GENERATION YG'=' -~-l? --------------------------------------- -----
RURAL OR SUBURBAN HWY OUTSIDE OF. ENTERING, OR TRAVERSING A CITY Y~i:7 NO 1---------------------------------------------'" ----•
HAS SURFACE STREET FWY OR EXPWAY RAMP TERMINALS No No i---------------------------------------------'" ----. ✓ APPEARS AS MAJOR ROUTE ON AN OFFICIAL PLAN y~~ tJ.o
ANY MAJOR ROUTE CHARACTERISTICS MET. BOTH STS. □
The satisfaction of a warrant is not necessarily justification for a signal. Delay, congestion, confusion or other
evidence of the need for right of way assignment must be shown.
TS-10B
Traffic Manual TRAFFIC SIGNALS AND LIGHTING 9-7
12-1986
• Figure 9·1 C
TRAFFIC SIGNAL WARRANTS
WARRANT 8 -Combination of Warrants SATISFIED YES O NO ~
REQUIREMENT WARRANT ✓ FULFILLED
TWO WARRANTS 1 • MINIMUM VEHICULAR VOLUME
SATISFIED 2 -INTERRUPTION OF CONTINUOUS TRAFFIC
80% 3 • MINIMUM PEDESTRIAN VOLUME YES 0 NO fu..---
WARRANT 9-Four Hour Volume SATISFIED• YES O NO [1./
Approach Lanes
Both Approaches Major Street IZ~?
Highest Approaches Minor Street ZI
l'-!,1i:;;
2 or
more 15,Al,
il~4 l"Z."39
r:s 17
Hour
l'-¾ 13
z'-{
*Refer to Fig. 9·2A (URBAN AREAS) or Figure 9-28 (RURAL AREAS) to determine if this warrant is satisfied
WARRANT 10-Peak Hour Delay SATISFIED YES □ NO @.--
1. The total delay experienced for traffic on one minor street approach controlled by a STOP
sign equals or exceeds four vehicle-hours for a one-lane approach and five vehicle-hours
for a two-lane approach; and
2. The volume on the same minor street approach equals or exceeds 100 vph for one
moving lane of traffic or 150 vph for two moving lanes; and
3. The total entering volume serviced during the hour equals or exceeds 800 vph for
YES □ NO [ZJ--
YES O NO [Zl.--"
intersections with four or more approaches or 650 vph for intersections with three approaches. _ ./
YES l!d'" NO □
. WARRANT 11 -Peak Hour Volume
Approach Lanes
Both Approaches Major Street
Highest Approaches Minor Street
I t.,/2-? 2 or
One more
/L.lt'3
Zt.l
SATISFIED* YES O NO QI--
Hour
*Refer to Fig. 9·2C (URBAN AREAS) or Figure 9-2D (RURAL AREAS) to determine if this warrant is satisfied.
The satisfaction of a warrant is not necessarily justification for a signal. Delay, congestion, confusion or other
evidence of the need for right of way assignment must be shown.
TS·!OC
:J: Q. > I :J:
.... 0 w C w 0 a: a: .... Q. : ~ 0 w z ~
i 3 0 >
:J: C,
:i:
500
400
300
200
100
0
300 400 500
Figure 9·2A
FOUR HOUR VOLUME WARRANT
(URBAN AREAS)
2 OR MORE LANES & 1 LANE
600 700 800 900 1000 1100
MAJOR STREET-TOTAL OF BOTH APPROACHES-VPH
1200 1300
* NOTE: 115 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH
WITH TWO OR MORE LANES AND 80 VPH APPLIES AS THE LOWER THRESHOLD VOLUME
FOR A MINOR STREET APPROACHING WITH ONE LANE.
1400
... :a
► ,, ,, -0
(/) -G) z ► ,-
(/)
► z
0 ,--G)
::c ... -z
G)
~ .. I» .... .... n·
3: I» :::,
C I»
:z:: Q. > I :z::
... 0 w C w 0
a: f ti Q. a: C
o"' z2 -:::, 2..., 0 > :z::
CJ
:i:
400
300
200
100
0
200 300 400
Figure 9·28
FOUR HOUR VOLUME WARRANT
(RURAL AREAS)
2 OR MORE LANES & 2 OR MORE LANES
1 LANE & 1 LANE
500 600 700 800
MAJOR STREET-TOTAL OF BOTH APPROACHES-VPH
900
* NOTE: 80 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH
WITH TWO OR MORE LANES AND 60 VPH APPLIES AS THE LOWER THRESHOLD VOLUME
FOR A MINOR STREET APPROACHING WITH ONE LANE.
*
*
1000
-I .. DI .... .... c;·
~ DI ~
C
DI
-t
:D
)> .,, .,, -0
"' -C)
2
)> r "' )>
2
C
r
G)
:I:
-t -2
C)
600
z
A. > I 500 z ... 0
LLI C
LLI 0 400 a: a: ... A. (0 A.
a: C
0 LLI 300 z ~ i :::, _.
0 > 200 z
C,
i:
100
Figure 9-2C
PEAK HOUR VOLUME WARRANT
(URBAN AREAS)
I 2 OR MORE LANES A 2 OR MORE LANES
*
*
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
MAJOR STREET-TOTAL OF BOTH APPROACHES-VPH
* NOTE: 150 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH
WITH TWO OR MORE LANES AND 1 00 VPH APPLIES AS THE LOWER THRESHOLD VOLUME
FOR A MINOR STREET APPROACHING WITH ONE LANE.
-i :a
)> .,, .,, -n
en -C)
2
)>
r-cn
)>
2
C
r--C)
% -i -2
C)
:z:: A. > I :z:: 0 I-C
l&I 0 l&I a: a: A. I-A. '° C a: l&I 0 ~ i 3 0 > :z::
C, :c
400
300
200
100
300 400 500
Flgure9-2D
PEAK HOUR VOLUME WARRANT
(RURAL AREAS)
2 OR MORE LANES I 2 OR MORE LANES
2 OR MORE LANES I 1 LANE
1 LANE I 1 LANE
600 700 800 900 1000
MAJOR STREET-TOTAL OF BOTH APPROACHES-VPH
1100 1200
* NOTE: 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH
WITH TWO OR MORE LANES ANO 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME
FOR A MINOR STREET APPROACHING WITH ONE LANE.
1300
-I
:D
J>
'Tl 'Tl -n
en -c:,
2
J> r-m
J>
2
C
r--c:,
:I: -I -2 c:,
Traffic Manual TRAFFIC SIGNALS AND LIGHTING 9-1
12·1-
CHAPTER 9
TRAFFIC SIGNALS . AND LIGHTING
SECTION 9-00 TRAFFIC SIGNALS, BASIC INFORMATION AND WARRANTS
9-01.1 lntrodudion
A traffic signal is an electrically powered traffic
control device, other than a barricade warning light
or steady burning electric lamp, by which traffic is
warned or directed to take some specific action.
The following types and uses of traffic signals are
discussed in this chapter: Traffic Control Signals, Pe-
destrian Crossing Signals, Ramp Metering Signals,
Flashing Beacons, Lane-use Control Signals, Traffic
Control at Movable Bridges, Priority Control of Traf-
fic Signals, Traffic Signals for One-lane, Two-way
Facilities and Traffic Signals for Construction Zones.
Traffic control signals are valuable devices for the
control of vehicle and pedestrian traffic. However,
because they assign the right of way to the various
traffic movements, traffic control signals exert a pro-
found influence on traffic flow.
Traffic control signals, properly located and oper-
ated, usually hav~ one or more of the following ad-
vantages:
1. They provide for the orderly movement of traf-
fic.
2. Where proper physical layouts and control
measures are used, they increase the traffic-
handling capacity of the intersection.
3. They reduce the frequency of certain types of
accidents, especially the right-angle type.
4. Under favorable conditions, they can be coor-
dinated to provide for continuous or nearly con-
tinuous movement of traffic at a definite speed
along a given route.
5. They permit minor street traffic, vehicular or
pedestrian, to enter or cross continuous traffic
on the major street.
Improper or unwarranted signal installations may
cause:
1. Excessive delay.
2. Disobedience of the signal indications.
3. Circuitous travel of alternate routes.
4. Increased accident frequency.
Experience shows that the number of right-angle
collisions may decrease after the installation of sig-
nals, but the number of rear-end collisions may in-
crease. 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_nenced 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 meet the requirements of traffic.
9-02.0 Traffic Signal Warrants
The justification for the installation of a traffic sig-
nal at an intersection is based on the warrants stated
in this Manual and in the Manual on Uniform Traffic
Control. Devices. The decision to install a signal
should not be based solely upon the warrants, since
the installation of traffic signals may increase certain
types of collisions. Delay, congestion, approach con-
ditions, driver confusion, future land use or other
evidence of the need for right of way assignment
beyond that which could be provided by stop signs
must be shown. See Section 4-03.3 for stop sign war-
rants.
When the 8.Sth-percentile speed of traffic on the
major street exceeds 40 miles per hour in either an
urban or rural area, or when the intersection lies
within the built-up area of an isolated community
having a population of less than 10,000, the location
is considered rural. All other areas are considered
urban.
Figures 9-lA, 9-lB, 9-lC and 9-lD are e}(amples of
warrant sheets. Warrant sheet 9-lC should be used
only for new intersections or other locations where
actual traffic volumes cannot be counted.
The installation of a traffic signal should be consid-
ered if one or more of the warrants listed below are
met:
9-02.1 Warrant 1 -Minimum Vehicular Volume
The Minimum Vehicular Volume warrant is in-
tended for application where the volume of inter-
secting traffic is the principal reason for considera-
tion of a signal 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
approach to the intersection.
9-2 TR AFFIC SIGNALS AND LIGHTING Traffic Manual
12-1911
'.\111111.x-r of
lanc-s for
1no,·in11
traffic 011
C"ach approach
.\f;ijor Str~t .\fi11or Str~t
1 ....................... . 1 ......................... .
2 or more ....... . 1 ......................... .
2 or more ....... . 2 or more ....... .
I ....................... . 2 or more ....... .
\'<'hiclc-s pl'r
hour 011
major sir<'<'!
I total of
both
appronch<'sl
Urb,111
500
600
600
500
R11r.1/
350
420
420
350
\·L·h1cl,·, pN
hour on
hil(hc-r-, ol,nm'
1ni11or-strcct
approach ( u11<'
dirc-ct,on
onlvl
Urb,111
150
150
200
200
Rur.1/
105
105
140
140
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 turn move-
ment. The left tum volume in the highest direction
may be added to the minor street volume on the
highest approach. The major street volume should be
reduced by this ·amount.
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 turn movements from the major street may
be included with minor street volumes if a separate
signal phase is to be provided for the left turn move-
ment. The left tum volume in the highest direction
may be added to the minor street volume on the
highest approach. The major street volume should be
reduced by this amount.
9-02.2 Warrant 2 -Interruption of Continuous Traffic
The Interruption of Continuous Traffic warrant
applies 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 iritersection,
and the signal installation will not seriously disrupt
progressive traffic flow .
9-02.3 Warrant 3 -Minimum Pedestrian 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:
:\111111.i<-r of
l.111c, for
mo,·inli[
traffic 011
L'ach .,pproach
.\f.ljor Street .\fi11or Str~t
!... ........... I .....
2 or more ........ I ........................
2 or more 2 or more
I.. ... 2 or more .
\·chicles per
hour 011
major ,trcct
/total of
both
approaches I
Urbw1 R11ral
750 525
900 630
900 630 750 525
\. <'hicks per
hour on
hi11;hcr-,·olu111c
111111or-... trc-c t
.,pproach cone
ctirc-ction
onl~·1
Urb.111 Rur.1/
75 53
75 53
100 70
100 70
l. 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 1.,
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 major
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 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 fee t 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.
9-02.4 Warrant 4 -School Areas
See Chapter 10.
9-02.5 Warrant 5 -Progressive Movement
The Progressive Movement warrant is satisfied
when:
l. On a one-way street or on a street which has
predominantly unidirectional traffic, adjacent
signals are so far apart that the necessary degree
of platooning and speed control 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.
Traffic Manual TRAFFIC SIGNALS AND LIGHTING 9-3
The installation of a signal according to this war-
rant should be based on the 8.5-percentile speed un-
less an engineering study indicates that another
speed is more desirable.
The installation of a signal according to this war-
rant should not be considered where the resultant
signal spacing would be less than 1,000 feet.
9-02.6 Warrant 6 -Accident Experience
The Accident Experience warrant is satisfied
when:
l. Five or more reported accidents of types sus-
ceptible to 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
2. Adequate trial of less restrictive remedies with
satisfactory observance and enforcement has
failed to reduce the accident frequency; 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 continuous
traffic warrant, or the minimum pedestrian vol-
ume warrant; and
4. The signal installation will not seriously disrupt
progressive traffic flow.
9-02.7 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 interst:;ction
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 and/or
Sunday.
A major route as used in the above warrant has one
or more of the following characteristics:
l. It is part of the street or highway system that
serves as the principal network for through traf-
fic flow;
2. It connects areas of principal traffic generation;
3. It includes rural or suburban highways outside
of, entering or traversing a city;
4. It has surface street freeway or expressway
ramp terminals;
5. It appears as a major route on an official plan
such as a major street plan in an urban area
traffic and transportation study.
12-19N
9-02.8 Warrant 8 -Combination of Warrants
In exceptional cases, signals may be justified where
no single warrant is satisfied but where any two of
Warrants l , 2 and 3 are satisfied to the extent of 80
percent or more of the stated numerical values.
9-02.9 Warrant 9 -Four Hour Volume Warrant
The Four Hour Volume Warrant is satisfied, when
for each of any four hours of an average day, the
plotted points representing the vehicles per hour on
the major street ( total of both approaches) and the
corresponding vehicles per hour on the higher vol-
ume minor street approach (one direction only) all
fall above the curve in Figure 9-2A for the existing
combination of approach lanes.
When the &5th percentile speed of the major street
traffic exceeds 40 miles per hour, or when the inter-
section lies within a built-up area of an isolated com-
munity having a population of less than 10,000, the
four hour volume requirement is satisfied when the
plotted points referred to fall above the curve in
Figure 9-2B for the existing combination of approach
lanes.
9-02.10 Warrant 10 -Peak Hour Delay Warrant
The Peak Hour Delay Warrant is intended for ap-
plication where traffic conditions are such that for
one hour of the day, minor street traffic suffers un-
due delay in entering or crossing the major street.
The peak hour delay warrant is satisfied when the
conditions given below exist for one hour (any four
consecutive 15-minute periods) of an average week-
day. The peak hour delay warrant is met when:
1. The total delay experienced by traffic, on one
minor street approach controlled by a STOP
sign, equals or exceeds four vehicle-hours for a
one-lane approach and five vehicle-hours for a
two-lane approach, and
2. The volume on the same minor street approach
equals or exceeds 100 vph for one moving lane
of traffic or 150 vph for two moving lanes, and
3. The total entering volume serviced during the
hour equals or exceeds 800 vph for intersections
with four or more approaches or 650 vph for
intersections with three approaches.
9-02.11 Warrant 11 -Peak Hour Volume Warrant
The Peak Hour Volume Warrant is intended for
application where traffic conditions are such that for
one hour of the day minor street traffi~ suffers undue
delay in entering or crossing the major street.
The peak hour volume warrant is satisfied when
the plotted point, representing the vehicles per hour
on the major street ( total of both approaches) and
the corresponding vehicles per hour on the higher
9-4 TRAFFIC SIGNALS AND LIGHTING Traffic Manual
12.,_
volume minor street approach (one direction only)
for one hour (any four consecutive 15-minute peri-
ods) of an average day, falls above the curve in Fig-
ure 9-2C for the existing combination of approach
lanes.
When the 8.5th percentile speed of major street
traffic exceeds 40 miles per hour, or when the inter-
section lies within a built-up area of a isolated com-
munity having a population of less than 10,000, the
peak hour volume warrant is satisfied when the plot-
ted point, referred to above, falls above the curve in
Figure 9-20 for the existing combination of approach
lanes.
9-03.0 Guidelines for Left Turn Phases
Since separate signal phases for protected left
. turns will reduce the green time available for other
phases, alternate means of handling left tum con-
flicts should be considered first.
The most likely possibilities are:
1. Prohibition of left turns. This can be done only
if there are convenient alternate means of mak-
ing the movement. Typical alternate means are:
(a) a series of right and /or left turns around a
block to permit getting to the desired destina-
tion, or (b) making the left turn at an adjacent
unsignalized intersection during gaps in the op-
posing through traffic.
2. Geometric changes to eliminate the left turn.
An effective change would be a complete sepa-
ration or a complete or partial "clover leaf' at
grade. Any of these, while eliminating left turns,
requires additional cost and right of way.
Protected left turn phases should be considered
where such alternatives cannot be utilized, and one
or more of the following conditions exist:
1. Accidents. Five or more left turn accidents for
a particular left turn movement during a recent
12-month period.
2. Delay. Left-tum delay of one or more vehicles
which were waiting at the beginning of the
green interval and are still remaining in the left
turn lane after each cycle for one hour.
3. Volume. At new intersections where only. es-
timated volumes are available, the following cri-
teria may be used. For a pretimed signal or a
background-cycle-controlled actuated signal, a
left turn volume of more than two vehicles per
approach per cycle for a peak hour; or for a
traffic-actuated signal, 50 or more left turning
vehicles per hour in one direction with the
product of the turning and conflicting through
traffic during the peak hour of 100,000 or more.
4. Miscellaneous. Other factors that might be con-
sidered are: consistency of signal phasing with
that at adjacent intersections, impaired sight
distance due to horizontal or vertical curvature,
or where there is a large percentage of buses
and trucks.
9-04.0 Removal of Existing Signals
Changes in traffic patterns may result in a situation
where a traffic signal is no longer justified. When this
occurs, consideration should be given to removing
the traffic signal and replacing it with appropriate
alternative traffic control devices.
APPENDIX I
STOP SIGN WARRANTS
Traffic Manual
R1
Standard 30"
R1-3
mm
Standard 12" x 6"
R1-4
t11CIJ1
Standard 18" x 6"
SIGNS
POLICY
Stop Signs and Yield Signs
• Stop Signs
4-37
3-1987
The STOP sign (R1) shall be used where traffic
is required to stop except at signalized intersections.
The STOP sign shall be an octagon with white mes-
sage and border on a red background. The standard
size shall be 30 x 30 inches. Where greater emphasis
or visibility Is required, a larger size Is recommended.
On local streets and secondary roads with low ap-
proach speeds and low volume, a 24 x 24 inch size
may be used.
At a multiway stop intersection, a supplemental plate
(R1 ·3 or R1 ·4) should be mounted just below each
STOP sign.
The numeral on the supplementary plate shall corres-
pond to the number of approach legs, or the legend
ALL-WAY (R1 ·4) may be used. The plate shall have
white letters on a red background.
A red flashing beacon or beacons may be used in
conjunction with a STOP sign. See Section 9-08
(Flashng Beacons).
Secondary messages shall not be used on STOP sign
faces.
• Warrants for STOP Signs
Because the STOP sign causes a substantial incon-
venience to motorists, it should be used only where
warranted. A STOP sign may be warranted at an inter-
section where one or more of the following con-
ditions exist:
1. On the less important road at its intersection with
a main road where application of the normal right
of way rule is unduly hazardous as evidenced by
accidents susceptible to correction by STOP
signs.
2. On a county road or city street at its intersection
with a state highway.
3. At the intersection of two main highways. The
highway traffic to be stopped depends on ap-
proach speeds, volumes, and turning movements.
4. On a street entering a legally established through
highway or street.
5. On a minor street where the safe approach speed
to the intersection is less than 1 O miles per hour.
6. At an unsignalized intersection in a signal-
ized area.
7. At other intersections where a combination of high
speed, restricted view, and accident record indi-
cates a need for control by the STOP sign.
4-38
3-1987
SIGNS Traffic Manual
POLICY
A STOP sign is not a "cure-air' and Is not a substitute
for other traffic control devices. Many times the need
for a STOP sign can be eliminated if the sight distance
is increased by remo'l'lng the obstructions.
STOP signs shall not be erected at any entrance to an
intersection when such entrance Is controlled by an
official traffic control signal, nor at any railroad grade
crossing which is controlled by automatic signals,
gates, or other train-actuated control devices except
as provided in eve 21355, Stop Signs. The conflicting
commands of two types of control devices are con-
fusing. If traffic is required to stop when the operation
of the stop-and-go signals is not warranted, the signals
should be put on flashing operation with the red flashing
light facing the traffic that must stop.
Where two main highways intersect, the STOP sign or
signs should normally be posted on the minor street to
stop the lesser flow of traffic. Traffic engineering studies,
however, may justify a decision to install a STOP sign or
signs on the major street, as at a three-way intersection
where safety considerations may justify stopping the
greater flow of traffic to permit a left-turning movement.
STOP signs should not be installed Indiscriminately at
all unprotected railroad crossings. The allowance of
STOP signs at all such crossings would eventually breed
contempt for both law enforcement, and obedience to
the sign's command to stop. STOP signs may only be
used at selected rail/highway grade crossings after
their need has been determined by a traffic engineering
study. Such study should consider approach speeds,
sight distance restrictions, volumes, accident records,
etc. This application of STOP signs should be an interim
use period during which plans for lights, gates or other
means of control are being prepared.
Portable or part-time STOP signs shall not be used except
for emergency purposes. Also, STOP signs should not be
used for speed control.
e Multlway STOP signs
The "Multlway Stop" installation may be useful at some
locations. It should ordinarily be used only where
the volume of traffic on the intersecting roads is approx-
imately equal. A traffic control signal Is more satisfactory
for an intersection with a heavy volume of traffic.
Traffic Manual
R1-2
V
Standard 38"
SIGNS 4-39 .
3-1987.
POLICY
Any of the following conditions may warrant a mulU•
way STOP sign installation:
1. Where traffic signals are warranted and urgently
needed, the . multlway stop may be an Interim
measure that can be Installed quickly to control
traffic while arrangements are being made for
the signal Installations.
2. An accident problem, as Indicated by five or more
reported accidents within a 12 month period of
a type suaceptlble to correction by a multlway
stop Installation. Such accidents Include right-
and left.tum collisions as well as right-angle
collisions.
3. Minimum traffic volumes
(a) The total vehicular volume entering the lntel'-
sectlon from all approaches must average at
least 500 vehicles per hour for any 8 hours of
an average day, and
(b) The combined vehicular and P4t(testrlan
volume from the minor street or highway must
average at least 200 units per hour for the
same 8 hour9, with an average delay to minor
street vehicular traffic of at least 30 seconds
per vehicle during the maximum hour, but
(c) When the 85-percentlle approach speed of
the major street traffic exceeds 40 miles per
hour, the minimum vehicular volume warrant
Is 70 percent of the above requirements.
e Yield Signs
The YIELD sign (R1·2) assigns right of way to traffic
on certain approaches to an Intersection. Vehicles
controlled by a YIELD sign need stop only when nec-
essary to avoid Interference with other traffic that
Is given the right of way.
The Y1ELD sign shall be a downward pointing, equi-
lateral triangle having a red border band and a white
Interior and the word YIELD in red inside the border
band. The standard size shall be 38 x 38 x 38 inches.
• Warrants for YIELD Signs
The YIELD sign may be warranted:
1. On a minor road at the entrance to an intersection
where it is necessary to assign right of way to the
major road, but where a stop is not necessary
at all times, and where the safe approach speed
on the minor road exceeds 1 O miles per hour.
2. On the entrance ramp to an expreHway where an
acceleration lane is not provided.