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Home My WebLink About1990-03-27; City Council; 10552; CITY OF CARLSBAD 1990 TRAFFIC SIGNAL EVALUATION POLICY>L c ow E % > 0 2 0 i= 0 .. 4 23 -I t 3 8 CI 1.' Uk CAHLSBAD - AGEND ILL ' 7'2 d AB# @,15gp 03/27/90 TITTP CITY OF CARLSBAD 1990 TRAFFIC . DEPT. MTG. CITY I DEPT. ENG- CITY I RECOMMENDED ACTION: SIGNAL EVALUATION POLICY Adopt Resolution No.50-78 approving the update of the City of Carlsl Signal Evaluation Policy. I - ExP-A-rIoN: The Traffic Engineering Division of the Engineering Department has corn updated Traffic Signal Evaluation Policy which also includes the Trai Qualification List. Until 1988, the City of Carlsbad did not have a list that warranted traffic signals for future' installation. By adopting the Tral Evaluation Policy with Resolution Number 88-252 on July 19, 1888 the Ci authorized staff to periodically update the warranted traffic signal list and 1 information to the Traffic Safety Commission and City Council. An updal signal list was started in 1989 and completed in early 1990. The Tra. Commission recommended by a 5-0 vote at the March 5, 1990 meeting tha Traffic Signal Evaluation Policy be adopted by the City Council. FISCAL WACX No impact until the traffic signal is installed. EXHIBITS: 1. Resolution No. 70-78 approving the updated City of Carlsbad Trz Evaluation Policy. 2. City of Carlsbad 1990 Traffic Signal Evaluation Policy. - // Q c a Y 1 RESOLUTION NO, 90-78 2 3 4 5 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CARLSBAD, CALIFORNIA APPROVING THE UPDATED CITY OF CARLSBAD TRAFFIC SIGNAL EVALUATION POLICY. WHEREAS, the City of Carlsbad recognizes the need for the installation c 6 goods; and 7 signals at various intersections to promote the safe and efficient movement of pec a WHEREAS, the City of Carlsbad recognizes the need for an objective p 9 determine when and where traffic signals will be installed in the future; and 10 11 12 13 California, as follows: 15 NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of C 14 p WHEREAS, maintaining an up-to-date qualification list of warranted traffic will assist staff when reviewing future Capital Improvement Programs (C.I.P.) or de rojects to determine the need and schedule of the installation; 16 17 18 1. That the above recitations are true and correct. 2. The City Council of the City of Carlsbad hereby adopts the procedl 19 I updated Traffic Signal Qualification List contained in the 1990 Traffic Signal Ev: 20 periodically update the Traffk Signal Qualification List contained in the Traffic ~ 22 3. The Engineering Department of the City of Carlsbad is hereby authc 21 Policy. 23 24 25 /// /// 26 /// 27 /// 28 /// I m e * II 1 /I Evaluation Policy and present such updated list to the Traffic Safety Commission E 2 Council for review and approval. 3 PASSED, APPROVED AND ADOPTED at a regular meeting of the CarlsE 4 Council held on the *7th day of March , 1990 by the following vote, to wit: 5 AYES: Council Members Lewis, Kulchin, Mamaux and Larson 6 7 8 9 ATTEST: NOES: None ABSENT: Council Member Pett CLAUDE A. LEMfiS, Mayor 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 - 2. /s)+ .. , ALETHA L. RAUTENKRANZ, City Clerk (SEAL) II w e < I TRAFFIC SIGNAL EVALUATIC POLICY PREPARED BY: ENGINEERING DEPARTMENT TRAFFIC ENGINEERING DIVISION FEBRUARY 1990 L w m CITY OF CARLSBAD Traffic Engineering Division Traffic Signal Evaluation Policy Report February 1990 Table of Contents Page No. Introduction .................... 1 Background and Purpose ............... 1 Policy. ...................... 2 General ...................... 3 Data..... ................... 4 Traffic Signal Qualification/Construction List ... 7 Traffic Signal Design List ............. 8 Unwarranted Traffic Signal Location List ...... 8 Amendix A. Traffic Signal Qualification Rating System B. CALTRANS Traffic Signal Warrants w 1 CITY OF CARLSBAD Traffic Engineering Division TRAFFIC SIGNAL EVALUATION POLICY REPORT INTRODUCTION The City of Carlsbad, located in North San Dieyo County, has in re1 years grown from a small, agricultural based residential communit a moderate size city of approximately 60,000 with various industr commercial, recreational, residential and agricultural land USES. sociated with this growth has been a substantial increase in vehicu bicycle, and pedestrian traffic. With increased volumes on Carlsbad's roadway system, it is appa that there is need for a more detailed method of evaluating determininy future traffic signal locations. At this time, there 60 signalized intersections in Carlsbad that are maintained by forces . The following report is based on this need to identify and qualify future installation of traffic signals at various locations throug' the City of Carlsbad. It is the basis for a system that continually be re-evaluated and updated on a regular basis. The Traffic Signal Qualification List is not steadfast. Financial straints, private development, capital improvement projects or 0' valid considerations may dictate that a lower qualifying signal installed at a given location. The qualification list does, how@ serve as a guide for future traffic signal installations and j includes locations meeting CALTRANS signal warrants. BACKGROUND AND PURPOSE As traffic volumes increase there becomes a need to consider var right-of-way controls at intersections. Depending upon traffic cha: teristics at a given intersection, the City will evaluate and chl from a variety of traffic control methods or devices to facilitate safe and efficient movement of traffic. 1 w m Included among the various traffic control devices are: basic rl of the road governing right-of-way at intersections, yield sign ins. lations, 2-way STOP sign installations, 3-way and 4-way STOP sign stallations, channelization and median control and traffic signal: This report focuses on creating a Citywide listing of one of the sa and most efficient methods of intersection right-of-way control, traffic signal. The purpose of a traffic signal qualification lis, to compare and impartially rank the intersections under considerat. A Traffic Signal Qualification List has never been established for City of Carlsbad. All locations to be included on the list must 1 California Department of Transportation criteria (CALTRANS Signal1 rants) for the installation of a traffic signal. POLICY As with most traffic engineering departments, it has been the PO: of the City of Carlsbad Traffic Engineering Division to only recom installation of traffic signals that meet the minimum critc established by the California Department of Transportation. All ( collection and evaluation to determine if criteria is met for a 1( tion to qualify for a traffic signal is under the direction of the ( Engineer. 2 w m . GENERAL: Traffic signals are electrically powered traffic control devices direct the movement of vehicles, bicycles, and pedestrians at an in section. Traffic signals provide for the positive assignment of right-of-way to effect the orderly movement of traffic with min delay and maximum safety, usually more economically than by ma: methods. Many cities use a priority list system for ranking traffic sic projects. To qualify for this list, the signal analysis takes account the relative delays on approaching streets, the accic history of the intersection and gaps in the major and minor st: streams of traffic, pedestrian volumes and various other factors. evaluation is then conducted to determine if a signal will 1 correct an identified problem. Establishing a Traffic Signal Qualification List helps answer two bi questions: (1) Do traffic conditions at the intersection meet the bt criteria that affect the benefits and cost of signal c trol; and (2) if so, how does this location compare with other locati throughout the City of Carlsbad that meet the same bz criteria? This evaluation provides a rational method of comparing intersection with another, the end result being a ranking that li the greatest need for signalization between all potential signal loc ions. The attached Traffic Signal Qualification List indicates E location under consideration and is arranged in descending order ba upon the total qualification points accumulated at each location. A listing of signals does not mean that signals will exclusively installed in the order of ranking. Existing conditions, right-of- needs, need for turn pockets, monetary constraints, or other fact may reveal a signalization project that is more appropriate than th higher on the list. The list establishes projects for which pre 3 w m .. minary engineering should take place and then be evaluated bE proceeding to final design. Traffic signals are not installed ur written authorization from the City Engineer directs their ins lation. DATA : In recent years traffic signals have experienced a technical evolut Changes have evolved from pre-timed signals in which control mechar operate on a predetermined time schedule allotting a fixed amoun time of each interval in the cycle: to traffic actuated microproce units that can operate two to eight signal phases, highway metering control, master controls for interconnected signal sys and traffic volume monitoring stations. Traffic signals are an expensive control device to install and u certain conditions more problems may be created than are solved. 'I problems can range from increased accident frequency, delays, incre air or noise pollution and higher energy use, to circuitous tr along less desirable routes to avoid the signalized intersection. A properly signalized intersection, however, can resolve many prob and provide advantages ranging from reducing certain types of acci frequency, delay, and air pollutants, to creating an orderly traf movement. In a coordinated signal system they help maintain an e cient, progressive traffic movement along an arterial roadway. Rankings of the various intersections for potential traffic si installation was accomplished by using a Traffic Signal Qualifica Rating System. Points were assigned to seven Qualification fac which are based on the California Department of Transportation crib known as CALTRANS Traffic Signal Warrants. Traffic Signal Qualification Rating System factors include the fol ing: Factor 1- Minimum Vehicular Volume This factor considers the fact that at certain traffic volume le 4 w m the delay can be reduced and orderly flow through an intersec enhanced by signal controls. Factor 2 - Interruption of Continuous Traffic The interruption factor applies when the traffic volume on the m street is so high that few gaps occur to permit the minor st traffic to cross or enter the intersection. As a result, the m street traffic may suffer long delays or experience hazards at intersection. Factor 3 - Minimum Pedestrian Volume The minimum pedestrian volume factor reflects the length and quency of gaps available for pedestrians to cross the major st as compared to the number of pedestrians that cross the street. Factor 4 - School Area Traffic Sisnals This factor recognizes the special problems that may occur at in sections near schools or on school walking routes. It is simila the minimum pedestrian volume factor in that gaps in traffic considered, Factor 5 - Proqressive Movement or Sianal Systems Existing or proposed signal systems are considered by this fac Often traffic flow efficiency can be enhanced if signals are ins led at proper spacing along an arterial or signal network. signals may assist in holding traffic in compact platoons that 1 arrive at adjacent signalized locations in accordance with a tur: plan, Factor 6 - Accident History This factor reflects the fact the certain types of accidents cl be reduced by traffic signal control. However, experience has s: that few changes in accident frequency can be expected at a loca, that historically has less than five accidents per year, or an a1 dent rate of less than about 1.0 accident per million vehicles. 5 w m Factor 7 - Snecial Conditions This factor recognizes the special problems that may occur dul the location of certain traffic generators, certain geometric roadway features, sight distance obstructions, and various o criteria. A summary of the factors considered to be special conditions and points that were assigned follows: 1. Four-way STOP Control (5 points): Typically, right-angle a dent frequency drops sharply after installation of a Four STOP. However, total delay, as well as rear-end collision quency, increase to a level higher than that which woulq reflected by the results of Factors #1 and #2. 2. Proximity of a school (1 to 5 points): Depending on the of school and its distance from the intersection in quest points are assigned to reflect the potential benefit to sch age pedestrians and bicycle traffic. 3. Horizontal and Vertical Curvature and Visibility (1 t points) : The alignment of a major street can affect the v bility available to side-street motorists, and the rela safety of their crossing or merging maneuvers. There may be other restrictions to visibility, such as utility poles appurtenances and trees and shrubs on private property. 4. High Speed on a Through Street (1 to 3 points) : In additio worsening the problems caused by visibility restrictions, high approach speeds can worsen the severity of the accid which occur. The above rating system is used to evaluate various potential si! locations: these locations are then ranked based on the following 1:' tive weight system: Maximum Rela, Factor DescriDtion gualification Points weil 1 Minimum Vehicular Volume 15 2 Interruption 10 3 Pedestrian Volume 10 4 School Area 10 5 Signal System 5 6 Accident History 15 7 Special Conditions Total Possible - 15 80 Points 6 % H GI E 0 H B 4 z ii; H A 4 8 4 :: 4 0 H w Fr 3 B I w Ezvl dHOB 4dHX B4EH 0340 Tr E-cauQI rl * m m m N CVCVCV N N NN mrlo # Tr cob N # co mrl a rl co a d 4 Ncn N cn 0 drl drl cv rlrf rlco Nrl 40 rlcn ucnzzz cn b b cnd cv .. . - . . . 4HdW .rl -4 rl - rrl .. rrl .- . - . . n p: 2 . n p: h w w Y 2 B w ggE+ 4 H w Xd % 2E-c sa 3 w cn $ $is : Yp:m *&E5 h iLxp:P 2 2 0 E 4 w biErn3 bi 4 32' z s d *Ei$ 2 b44\ 5 \ s &u u 8 E cl 2 4a X 0 3 cn 2 d 4 & . w cl H a z 4 p: w w .n .5 01 4 vl n w VI :: KI PI % H 2 vl ;SI 0 $2 u a H 3 0 h vlox \ H X w kl \ 3 \ H #8 \ w p: I4 m 3 4 txx 3 4 3 \ \\ 0 iNY >34 4 H 28 ' z H 5 2 ZL3 2;j w O 366QI 3 5 E 44u 5 3s u cn 0 u u 282; u E 2 a 3 . f hE 0 Lr: I &E HOW JHrn rl 4Ez 543 au2 N corn0 co F ma m * m rl w - 1. 2. 3. 4. 5. 6. 7. 8. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. TRAFFIC SIGNALS CURRENTLY BEING DESIGNED/CONSTRUCTEI Cerezo Drive/Carlsbad Boulevard Chestnut Avenue/Monroe Street Elm Avenue/Jefferson Street Elm Avenue/Roosevelt Street Jefferson Street/Grand Avenue Palomar Oaks Way/Palomar Airport F Pine Avenue/Carlsbad Boulevard Roosevelt Street/Grand Avenue TRAFFIC SIGNAL LOCATIONS INVESTIGATED (Did not meet CALTRANS Sianal Warrants) Alga Road/Mimosa Drive Camino Vida Roble/Yarrow Drive Cannon Road/Avenida Encinas Carlsbad Boulevard/Chestnut Avenuc Chestnut Avenue/Pio Pic0 Drive Elm Avenue/Donna Drive Elm Avenue/Pontiac Drive La Costa Avenue/Romeria Street Paseo Del Norte/Camino De La Ondaz Poinsettia Lane/Batiquitos Drive Rancho Santa Fe Road/Cadencia Strt Tamarack Avenue/Elm Avenue Tamarack Avenue/Garfield Street Tamarack Avenue/Pontiac Drive 8 I m APPENDIX w iw TRAFFIC SIGNAL OUALIFICATION RATING SYSTEM Factor 1 - Total Vehicular Volume Points are assigned based upon the graph below which consider; major and minor street volumes and capacity. The entering volume; are based upon 4-hour counts (usually from 2:OO to 6:OO P.M. On weekday) e A maximum of 15 points may be assigned to this factor NOTES 1. ALL VOLUMES ARE FOR 4 HOURS (USUALLY 2-6 P.M.) 2. MAXIM POINTS = 15 750 E/ 5 ;o/ > c, aJ Q, c, L v, -r El z INTERSECl 2-2 LANE STS. 1500 1866 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 1-2 8 1-4 LANE ST. 2200 2400 2600 2900 3000 3200 3400 3600 3800 4000 4260 4466 2-4 LANE STS. 2600 2800 3000 3200 3400 3600 3800 4000 4200 4400 4600 4800 2-ONEUAY STS.1080) 3200 3400 3600 3800 4000 4200 4400 4600 4800 5000 5200 5400 TOTAL VOLUME ENTERING INTERSECTION w 0 FACTOR 2 - InterruDtion of Continuous Traffic Vehicles on Through streets, if uncontrolled, tend to trav through minor street intersections at speeds that make it difficu and hazardous for vehicles and pedestrians from the side street cross or enter the principal traffic stream. The total of t minor street vehicles plus pedestrians crossing or entering t major street must exceed 300 in four hours to receive any point A maximum of 10 points may be assigned to this factor. 4-Hour Major Street Volumes 0-1649 1650-1949 1950-2249 2250-2549 2550-2849 2850-3149 3150-3449 3450-3749 3750-4049 4050-4349 4350-over Points 0 1 2 3 4 5 6 7 8 9 10 Amrox. ADT 4,700 5,600 6 , 400 7,300 8,200 9,000 10 , 000 10 , 700 11,600 12 , 400 12,500 and up e Factor 3 - Pedestrian Volume e A traffic signal may be needed where many pedestrians cro: a major street. A maximum of 10 points may be assigned to th. factor. NOTES 1. ALL VOLUMES ARE FOR 4-HOURS (USUALLY 2-6 P.M.) 2. MAXIMUM POINTS = 16 3. NO POINTS IF LESS THAN 100 PEDESTRIANS DURING THE 4 HOUR PERIW. 4. NO POINTS IF LESS THAN 1200 MAJOR STREET VEHICLES DURING THE 4 HOUR PERIOD. 3600 OVER 3200 2800 2400 2000 1600 1200 & 100 200 400 600 800 1000 1200 1400 150 ov PEDESTRIANS CROSSING MAJOR STREET 0 Factor 4 - School Area Traffic Sisnals Points are assigned based upon the number of school ac pedestrians crossing the major street as compared to the majl street traffic. This factor will apply only to locations with one mile of a school and where the nearest controlled intersecti or potential crossing point is more than 600 feet away. A maxim of 10 points may be assigned for this factor. 1500 1800 1100 1400 k! L =) 0 "1 > 0 Y L IL d 750 1000 d + LY =I 0 A I cu 500 600 '7 h a L 2 w v h C l-0 L =I n v 250 200 100 150 200 250 350 (Urbe 60 100 140 180 220 (Run PEDESTRIANS CROSSING THE MAJOR STREET (Per 2-Hour Period) NOTE : No points will be assigned if nearest controlled CrOSSj is less than 600 feet away. Factor 5 - Prosressive Movement or Sianal Systems This factor depends upon engineering studies and must incll the present and future traffic demands of the area. A signal I be justified when it forms a part of an interconnected coordinated system. A maximum of 5 points may be assigned to tl factor. Factor 6 - Accident History Only those accidents susceptible to correction by traf signals are considered and then only if less restrictive measu such as warning signs, proper lighting, painted markings, etc. h failed. A maximum of 15 points may be assigned to this fact Accidents 0-2 3 4 5 6 7 8 9 10 11 12 13 14 15-over Points 0 1 3 5 6 7 8 9 10 11 12 13 14 15 NOTE : Use the average of the last two years, providedthe intersection has been in operation for two years. a Factor 7 - SDecial Conditions This factor considers extenuating circumstances that are r covered in the previous six factors. These may include: I proximity of schools, churches, public buildings, and otl traffic and pedestrian generators ; an abrupt change from a rul to an urban area; the need for police control during portions the day; a steep hill; a horizontal curve; restricted si! distance. This factor requires engineering judgment based physical inspection of the site. A maximum of 15 points may assigned to this factor. 0 m Traffic Manual TRAFFIC SIGNALS AND LIGHTING ~~~~~ ~~~ ~ ~ CHAPTER 9 TRAFFIC SIGNALS AND LIGHTING SECTION 9-00 TRAFFIC SIGNALS, BASIC INFORMATION AND WARRANTS 9-01.1 Introduction A traf'€ic 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 have one or more of the following ad- vaxitages: 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 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. cause: Consequently, it is of the utmost importance t of equipment be preceded by a thorough SI traffic and roadway conditions made by an er experienced and trained in this field. Equally tant is the need for checking the efficiency of 2 signal in operation. This determines the del which the type of installation and the timir gram meet the requirements of traffic. 942.0 Traffic Signal Warrants The justification for the installation of a tra nal at an intersection is based on the warrant! in this Manual and in the Manual on Uniform Control Devices. The decision to install a should not be based solely upon the warrant the installation of traffic signals may increase types of collisions. Delay, congestion, approa ditions, driver confusion, future land use o evidence of the need for right of way assig beyond that which could be provided by stc rants. When the 85th-percentile speed of traffic major street exceeds 40 miles per hour in ei urban or rural area, or when the intersect within the built-up area of an isolated com having a population of less than lO,OOO, the 1 is considered rural. All other areas are con urban. Figures 9-1A, 9-1BY9-1C and 9-1D are exan warrant sheets. Warrant sheet 9-1C should 1 only for new intersections or other locations actual traffic volumes cannot be counted. The installation of a traffic signal should be ered if one or more of the warrants listed be met: 942.1 Warrant 1 - Minimum Vehicular Volun The Minimum Vehicular Volume warrar tended for application where the volume c consideration of a signal installation and the se must be shown. See Section 4-03.3 for stop si/ secting traffic is the principal reason for COI when for each of any 8 hours of an average traffic volumes given in the table below exisi major street and on the higher-volume minc approach to the intersection. tion of a signal installation. The warrant is : 0 e 9-2 TRAFFIC SIGNALS AND LIGHTING Traffic h 12-1986 SVumkr or I;lnes for Ino\.inp cxch :lpproxh trnrric 011 .tf;tjor Street .Ifinor Street ........................ .......................... 2 or more 1 1 1 2 or more ........ 2 or more ........ 1 ........................ 2 or more ........ ........ .......................... \'ehiclc\ prr tniljor strcct hour 011 1 t0t.d "C Imth xpprouchcs) Urkw Rurd m 330 600 420 600 420 m350 \'chlclc\ pcr hour 011 highcr.\olurnc .q~proxh tune directloll OIll\ ) i,'rhim &mi 130 I30 105 2m 105 1.10 200 140 ,,,i,,<>r-.trcct 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 turn 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 turn 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. 9-022 Warrant 2 - Interruption of Continuous Traffk 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 ol any 8 hours of an average day, the traffic volumes given in the table below exist on the major street and on the higher- volume minor street approach to the intersection, and the signal installation will not seriously disrupt progressive traffic flow. 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: \ulnlwr d \'chick\ per \'rh hour 011 traffic 011 1 totill of each ;Ippro;rch both ,Ippro 1nw ;tppro.lchcs) he\ for tnmiag lll;ljor Wet highc .Mijor Street Wnor Street L'r6a11 Rural Lrrb;m 1 .......................... 1 ........................ 730 525 2 or more ........ 1 ........................ 900 630 2 or more ........ 2 or more ...... 900 630 75 100 I .......................... 2 or more ........ 750 529 100 3- t J 1. On the major street 600-Urban, 420-R1 more vehicles per hour enter the inter Rural or more vehicles per hour (total approaches) enter the intersection on t jor street where there is a raised mediar four feet or more in width; and 2. During the same 8 hours as in paragr there are lWUrban, 105-Rural or mor( strians per hour on the highest volumc A signal installed under this warrant at an i: intersection should be of the traffic-actuate with push buttons for pedestrians crossing the street. If such a signal is installed at an inter: within a signal system, it should be equippc operated to provide proper coordination. Signals may be installed at nonintersectio tions (Mid-block) , provided the requirement5 warrant are met, and provided that the relatec walk is not closer than 150 feet to another estal crosswalk. Curbside parking should be prohibi a minimum of 100 feet in advance of and ! beyond the crosswalk. Phasing, coordination stallation must conform to standards set forth Manual. Special attention should be given to t nal head placement and the signs and marking at nonintersection locations to be sure drive aware of this special application. (total of both approaches) -. 01 \,W-Urb walk crossing the major street. 9.02,4 Warrant 4 School Areas See Chapter 10. 9-025 Warrant 5 - Progressive Movement when: The Progressive Movement warrant is sa 1. On a one-way street or on a street whit predominantly unidirectional traffic, ad signals are so far apart that the necessary o of platooning and speed control of ve would otherwise be lost or, 2. On a two-way street, where adjacent sign not provide the necessary degree of platc and speed control and the proposed anc cent signals could constitute a progressive system. m 0 Traffic Manual TRAFFIC SIGNALS AND LIGHTING The installation of a signal according to this war- 9-02.8 Warrant 8 - Combination of Warrants rant should be based on the =-percentile speed un- In exceptional cases, signals may be justified less an engineering study indicates that another no single warrant is satisfied but where any speed is more desirable. Warrants 1, 2 and 3 are satisfied to the exten The installation of a signal according to this war- percent or mOre of the stated numerical valL rant should not be considered where the resultant signal spacing would be less than 1,OOO feet. 942.9 Warrant 9 - Four Hour Volume Warran 9-02.6 Warrant 6 - Accident Experience when: The Accident Experience warrant is satisfied 1, Five or more reported accidents of types sus- ceptible to correction by traffic signal control 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. have occurred within a 12-month period, each 9-02.7 Warrant 7 - Systems Warrant A traffic signal installation at some intersections may be warranted to encourage concentration and organization of traffic flow networks, The systems warrant is applicable when the common intersection of two or more major routes has a total existing, or immediately projected, entering volume of at least 800 vehicles during the peak hour of a typical week- day, or each of any five hours of a Saturday and/or Sunday. A major route as used in the above warrant has one or more of the following characteristics: 1. 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 4. It has surface street freeway or expressway 5. It appears as a major route on an official plan of, entering or traversing a city; ramp terminals; such as a major street plan in an urban area traffic and transportation study. The Four Hour Volume Warrant is satisfied. for each of any four hours of an average & plotted points representing the vehicles per h the major street (total of both approaches) x ume minor street approach (one direction on combination of approach lanes. When the 85th percentile speed of the major traffic exceeds 40 miles per hour, or when the section lies within a built-up area of an isolate( munity having a population of less than l0,oC four hour volume requirement is satisfied wh plotted points referred to fall above the cu Figure 9-2B for the existing combination of apl lanes. 942.10 Warrant 10 - Peak Hour Delay Warra The Peak Hour Delay Warrant is intended plication where traffic conditions are such tl one hour of the day, minor street traffic sufft due delay in entering or crossing the major I The peak hour delay warrant is satisfied whc conditions given below exist for one hour (an consecutive 15-minute periods) of an average day. The peak hour delay warrant is met whc 1. The total delay experienced by traffic, c minor street approach controled by a sign, equals or exceeds four vehicle-hour one-lane approach and five vehicle-hour two-lane approach, and 2. The volume on the same minor street apI equals or exceeds 100 vph for one movin of traffic 'or 150 vph for two moving lane 3. The total entering volume serviced duri~ hour equals or exceeds 800 vph for interse with four or more approaches or 650 v: intersections with three approaches. 942.11 Warrant 11 - Peak Hour Volume Warn The Peak Hour Volume Warrant is intendc application where traffic conditions are such tl one hour of the day minor street traffic suffers I delay in entering or crossing the major street The peak hour volume warrant is satisfied on the major street (total of both approache? the corresponding vehicles per hour on the 1 corresponding vehicles per hour on the high1 fall above the curve in Figure 9-2A for the e: the plotted point, representing the vehicles pe e 0 9-4 TRAFFIC SIGNALS AND LIGHTING Traffic N 12-19a6 volume minor street approach (one direction only) for one hour (any four consecutive 19minute peri- ods) of an average day, falls above the curve in Fig- ure 9-2C for the existing combination of approach lanes. When the 85th 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- peak hour volume warrant is satisfied when the plot- ted point, referred to above, falls above the curve in Figure 9-2D for the existing combination of approach lanes. munity having a population of less than 1O,OOO, the Protected left turn phases should be cons where such alternatives cannot be utilized, I or more of the following conditions exist: 1. Accidents. Five or more left turn accide a particular left turn movement during a 12-month period. 2. Delay. Left-turn delay of one or more VI green interval and are still remaining in t turn lane after each cycle for one hour. 3. Volume. At new intersections where 01 timated volumes are available, the followi which were waiting at the beginning 943.0 Guidelines for Loft Turn Phases teria may be used. For a pretimed sign; background-cycle-controlled actuated si! Since separate signal phases for protected left left turn volume of more than two vehicl turns will reduce the green time available for other approach per cycle for a peak hour; 01 phases, alternate means of handling left turn con- traffic-actuated signal, 50 or more left h flicts should be considered first. vehicles per hour in one direction wt The most likely possibilities are: product of the turning and conflicting tt 1. Prohibition of left turns. This can be done only traffic during the peak hour of 100,OoO or 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- 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. posing through traffic. 4. Miscellaneous. Other factors that might b sidered are: consistency of signal phasin that at adjacent intersections, impairec distance due to horizontal or vertical curl or where there is a large percentage of and trucks. 9-04.0 Removal of Existing Signals Changes in traffc patterns may result in a sit where a traffic signal is no longer justified. Wh occurs, consideration should be given to ren the traffic signal and replacing it with apprc alternative traffic control devices. a e Traffic Manual TRAFFIC SIGNALS AND LIGHTING Figure 9-1 A TRAFFIC SIGNAL WARRANTS CALC DATE "" CHK DATE DlST CO RTE PM Major St: Critical Approach Speed mPh Minor St: Critical Approach Speed mPh Critical speed of major street traff ic2 40 mph -----------"---"- In built up area of isolated community of - < 10,000 pop. -"""" 0 OR RURAL (R) 0 URBAN (U) 0 WARRANT 1 - Minimum Vehicular Volume 10096 SATISFIED YES CI NO a 80% SATISFIED YES 0 NO Hour NOTE: Heavier left turn movement from Major Street included when LT-phasing is proposed WARRANT 2 - Interruption of Continuous Traffic 100% SATISFIED YES 0 NO 80% SATISFIED YES 0 NO Hour *NOT€: Heavier left turn movement from Major Street included when LT-phasing is proposed 0 WARRANT 3 - Minimum Pedestrian Volume 100% SATISFIED YES NO 0 80% SATISFIED YES 0 NO 0 KNIMUM REQUIREMENTS Hour IF MIDBLOCK SIGNAL PROPOSED 0 MIN. REQUIREMENT ]DISTANCE TO NEAREST ESTABLISHED CRWLK] FULFILLED 150 Feet N/E-ft SMI-ft [Yes 0 NO 01 The gatisfaction of a warrant is not necessarily justification for a signal. Delay, congestion, confusion or 0th evidence of the need for right of way assignment must be shown. TS-1OA 0 a 9-6 TRAFFIC SIGNALS AND LIGHTING Traffic M 12-1988 Figurn 9.1 B TRAFFIC SIGNAL WARRANTS WARRANT 4 - School Crossings Not Applicable a See School Crossings Warrant Sheet WARRANT 5 - Progressive Movement SATISFIED YES c] NO 0 MINIMUM REQUIREMENTS FULFILLEG DISTANCE TO NEAREST SIGNAL > loooft YES 0 NO N 1s ft, E ft, w ft ON ONE WAY ISOLATED ST. OR ST. WITH ONE WAY TRAFFIC SIGNIFICANCE AND ADJACENT SIGNALS ARE SO FAR APARTTHAT NECESSARY PLATOONING & SPEED CONTROL WOULD BE LOST ON 2-WAY ST. WHERE ADJACENT SIGNALS DO NOT PROVIDE NECESSARY PLATOONING & SPEED CONTROL PROPOSED SIGNALS COULD CONSTITUTE A PROGRESSIVE SIGNAL SYSTEM 0 """""_ """""""""""""""""""". WARRANT 6 - Accident Experience SATISFIED YES 0 NO 0 REQUIREMENT 1 WARRANT I \/I FULFILLED ONE WARRANT I WARRANT 1 - MINIMUM VEHICULAR VOLUME I SATISFIED """""I"""""""""""""""""" [~ARGT 2 - wmmwPT,oN OF coNT,NUousTRAFFlc """""""""""""""""""""""- I:] OR 80% YES 0 NO WARRANT 3 - MINIMUM PEDESTRIAN VOLUME SIGNAL WILL NOT SERIOUSLY DISRUPT PROGRESSIVE TRAFFIC FLOW 0 ADEQUATE TRIAL OF LESS RESTRICTIVE REMEDIES HAS FAILED TO REDUCE ACC. FREQ. 0 ACC WITHIN A I 2 MON. PERIOD SUSCEPTIBLE OF CORR. a INVOLVING INJURY OR > 5200 DAMAGE MINIMUM REQUIREMENT 1 NUMBER OF ACCIDENTS """""_ """"""""""______I__ 1 5 OR MORE' 0. NOTE: Left turn accidents can be included when LT-phasing is proposed WARRANT 7 - Systems Warrant SATISFIED YES NO 0 r MINIMUM VOLUME REQUIREMENT ENTERING VOLUMES -ALL APPROACHES 4 FULFILLED DURING TYPICAL WEEKDAY PEAK HOUR 800 VEHiHR VEH/HR DURING EACH Of ANY 5 HRS OF A SATURDAY AND/OR SUNDAY """""""""""""""""""""""""- VEH/HR YES 0 NO 1 CHARACTERISTICS OF MAJOR ROUTES /MAJOR ST~MINOR ST HWSYSTEM SERVING AS PRINCIPLE NETWORK FOR THROUGH TRAFFIC I I t""""""""""""""""""" j""-p". I & CONNECTS AREAS OF PRINCIPLE TRAFFIC GENERATION .-~"""1"".~"""""""""""~~""""". RURAL OR SUBURBAN HWY OUTSIDE OF, ENTERING, OR TRAVERSING A CITY HAS SURFACE STREET FWY OR EXPWAY RAMP TERMINALS APPEARS AS MAJOR ROUTE ON AN OFFICIAL PLAN .""""""""""""""""""""""""" .""""""""""""""""""""""""" ANY MAJOR ROUTE CHARACTERISTICS MET, BOTH STS. 00 The satisfaction of a warrant is not necessarily justification for a signal. Delay, congestion, confusion or ott evidence of the need for right of way assignment must be shown. E-1OE 0 0 Traffic Manual TRAFFIC SIGNALS AND LIGHTING . Flgun 9-1 C TRAFFIC SIGNAL WARRANTS WARRANT 8 - Combination of Warrants SATiSFiED YES NO REQUIREMENT FULFILLED d WARRANT TWO WARRANTS 1 -MINIMUM VEHICULAR VOLUME SATISFIED 2 - INTERRUPTION OF CONTINUOUS TRAFFIC 8096 YES 0 NO 0 3 - MINIMUM PEDESTRIAN VOLUME WARRANT 9 - Four Hour Volume SATISFIED' YES n I 2 or Approach Lanes One more Hour Both Approaches , Major Street Highest Approaches , Minor Street I 1 *Refer to Fig. 9-2A (URBAN AREAS) or Figure 9-28 (RURAL AREAS) to determine if this warrant is satisfie WARRANT 10 - Peak Hour Delay SATISFIED YES 0 I 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 YES h 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 YES h 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. YES L WARRANT 11 - Peak Hour Volume SATISFIED* YES 0 h 2 or Approach Lanes One more Hour Both Approaches , Major Street Highest Approaches , Minor Street 'Refer to Fig. 9-2C (URBAN AREAS) or Figure 9-20 (RURAL AREAS) to determine if this warrant is satisfie The satisfaction of a warrant is not necessarily justification for a signal. Delay, congestion, confusion or ott evidence of the need for right of way assignment must be shown. TS-1OC I e 0 9-8 TRAFFIC SIGNALS AND LIGHTING * 12-1sa Traffic a Figurn 9-1 D TRAFFIC SIGNAL WARRANTS (Based on Estimated Average Daily Traffic - See Note 2) r I URBAN ................... RURAL ....................... 1. Minimum Vehicular Minimum Requirements EADT Satisfied Not Satisfied street (total of both Vehicles per day on major approaches) Vehicles per day on hi1 (one direction only) volume minor-street a1 Number of lanes far moving traffic on each approach Major Street Minor Street 3,200 2,240 8,000 5,600 1 .......................... 2 or more .................. 3.200 2,240 9,600 6,720 2 or more ................. 2 or more .................. 2.400 1,680 9,600 6,720 2 or more ................. 1 ........................... 2,400 1,680 5,600 8,000 1 .......................... 1 ........................... Urban Rural Urban Rural 2. Interruption of Continuous Traffic Vehicles per day on major (one direction only) approaches) volume minor-street ai street (total of both Satisfied Not Satisfied Vehicles per day on hi! Number of lanes for moving traffic on each approach Major Street Minor Street 1 ......................... 1 .......................... Urban Rural 12,000 1 ........................... 2 or more .................. 14,400 10,080 2 or more ................. 2 or more .................. 14,400 10.080 2 or more ................. 1 .......................... 12,000 8.400 8,400 Urban Rural 1,200 850 1,200 850 1,600 1,120 1,600 1,120 I , I 3. Combination Satisfied Not Satisfied No one warrant satisfied but following warrants fulfilled 80% or more ............ 2 Warrants 2 Warrants 1 2 NOTE: 1. Heavier left turn movement from the major street may be included with minor street volume if a sep 2. To be used only for NEW INTERSECTIONS or other locations where actual traffic volumes cannot signal phase is to be provided for the left-turn movement be counted. TS-100 e e Traffic Manual TRAFFIC SIGNALS AND LIGHTING ., F lgun 0-1 E SCHOOL PROTECTION WARRANTS CALC DATE "" OIST CO RTE P,M. CHK DATE Major St: Critical Approach Speed mph Minor St: Critical Approach Speed mph Critical speed of approach traffic 2 40 mph ------------------------- In built up area of isolated community of c 10,000 pop. ------------ 8 RURAL(R) 0 URBAN (U) ~~~ FLASHING YELLOW SCHOOL SIGNALS (All parts must be satisfied) SATISFIED YES a SATISFIED YES 0 NO I AND PART B Critical Approach Speed Exceeds 35 mph SATISFIED YES 0 NO [: AND PART C Is nearest controlled crossing mom than 600 feet awafl SATISFIED YES a NO c SCHOOL AREA TRAFFIC SIGNALS (All parts must be satisfied) SATISFIED YES 0 h School Age Pedestrians Crossing Street SATISFIED YES NO c AND PART B Is nearest controlled crossing mor. thrn 600 feet awafl SATISFIED YES 0 NO c m 0 e 9-10 TRAFFIC SIGNALS AND LIGHTING Traffic R 12-1988 + 2 a a a $3 & gbz E>$ 55 aaa 0- i K 3 0 II +c 0 - ,o t Y * 0 0 t 0 0 m z I f u) W X 0 U a 0 n 4 E 8 b 2 5! 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Traffic A 12-1906 Figurn 9-3 DIRECTIONAL TRAFFIC COUNT SHEET I 0: NO OF LANES PEDESTRIANS TOTAL PEAK INSERT NORTH POINT ~~ a M Y W a a a u /'\ \ AM PEAK PM PEAK TOTAL Y d+L \ 9 z + 1 Ir Ir I\\ +-- 12 rl-l--"l-l---" 4 1 i i"I w" 4 z 0" a Y 4 -!&I V,O 9 AM PEAK PM PEAK TOTAL 4 I I / V,K 9 a t; 2 a"J a$ gc" -4* / n DIRECTIONAL TRAFFIC COUNT a a I OIST. __ CO - RTE- PM __ Y w 9 INTERSECTION (GIVE NAME1 "" a a ' z lbixy Y - ~"""_ CITY '=El PEDESTRIANS TOTAL --- DAY " DATE NO OF LANES ""_ HOUR TO HOUR """ TOTAL VOLUME " AM ~""" PEAK - Pm """" HOUR VOLUME FORM TSI 1