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HomeMy WebLinkAbout2010-03-23; City Council; 20164; 2010 Traffic Signal Evaluation PolicyCITY OF CARLSBAD -AGENDA BILL 1L AB# 20,164 MTG. 3/23/10 DEPT. TRAN CITY OF CARLSBAD 2010 TRAFFIC SIGNAL EVALUATION POLICY DEPT. DIRECTOR sty/ CITY ATTORNEY ($&" CITY MANAGER I J .lAA — -— RECOMMENDED ACTION: 2010-055 approving the City of Carlsbad 2010 Traffic Signal EvaluationAdopt Resolution No. Policy. ITEM EXPLANATION: The Traffic Division of the Transportation Department has completed preparation of the 2010 Traffic Signal Evaluation Policy, which includes the 2010 Traffic Signal Qualification List. Prior to 1988, the City of Carlsbad did not have a list that prioritized warranted traffic signal locations for future installations. However, by adopting the initial Traffic Signal Evaluation Policy, including the Traffic Signal Qualification List, with Resolution Number 88-252 on July 19, 1988, the City Council established the Carlsbad Traffic Signal Evaluation Policy and authorized staff to periodically update the list of warranted traffic signals and present the information to the Traffic Safety Commission and City Council. Staff updates the traffic signal qualification list on a bi-annual basis. By a 5-0 vote at their February 1, 2010 meeting, the Traffic Safety Commission recommended that the 2010 Traffic Signal Evaluation Policy, including the 2010 Traffic Signal Qualification List, be adopted by the City Council. This is the eleventh update since 1988. The policy for evaluating traffic signals has received minor revisions from the originally approved 1988 policy, the last revision being in 2008. A total of 16 intersections in Carlsbad met one or more California Manual on Uniform Traffic Control Devices (CA MUTCD) Traffic Signal Warrants. Those intersections are denoted in a prioritized ranking on the 2010 Traffic Signal Qualification List. Four new intersections including twelve intersections that were on the 2008 Traffic Signal Qualification List comprise the 2010 Traffic Signal Qualification List. From the 2008 list, one traffic signal was installed and one intersection was removed from the list because it no longer met warrants to qualify for the 2010 list. The four new intersections on the 2010 list are Qualification numbers 4 (La Costa Ave/Quinta St), 9 (Gateway Road/Finnila Place), 11 (College Boulevard/Salk Avenue), and 16 (Armada Drive/Fleet Street (South)). Two of the traffic signals, Qualification Numbers 9 (Gateway Road/Finnila Place) and 11 (College Boulevard/Salk Avenue), will be the responsibility of private development to fund and construct. Three other traffic signals on the 2010 list are Capital Improvement Program (CIP) traffic signals that will have partial reimbursement by private development (Qualification Numbers 1, 14 and 15). The remaining traffic signals are recommended to be funded in future years in the annual City of Carlsbad Capital Improvement Program. DEPARTMENT CONTACT: Doug Bilse, (760) 602-7504, doua.bi!se(o)carlsbadca.aov FOR CITY CLERKS COUNCIL ACTION: USE ONLY APPROVED DENIED CONTINUED WITHDRAWN AMENDED aaaa CONTINUED TO DATE SPECIFIC CONTINUED TO DATE UNKNOWN RETURNED TO STAFF OTHER - SEE MINUTES Daan Page 2 Staff recommended, and the Traffic Safety Commission concurred, that the intersection of Paseo del Norte/Ginger Avenue/Harbor Pointe Road, which was on the 2008 Traffic Signal Qualification List, not be included on the 2010 list. The intersection was studied and due to changed conditions did not meet one or more CA MUTCD traffic signal warrants when evaluated for possible inclusion on the 2010 list. Approval of the 2010 Traffic Signal Evaluation Policy that includes the 2010 Traffic Signal Qualification List does not obligate the City Council to authorize installation of a traffic signal or to require traffic signals to be installed in the order as listed on the 2010 Traffic Signal Qualification List. Future traffic signals to be considered for installation by the City of Carlsbad are placed in the annual Capital Improvement Program in the year they are projected to be needed. Other intersections may be signalized throughout Carlsbad in the future as a condition of approval of developing private property. The traffic signals included as part of the conditions of approval are typically installed only after one or more traffic signal warrants are met and the traffic signal is authorized in writing for installation. ENVIRONMENTAL IMPACT: The project is exempt from the California Environmental Quality Act (CEQA) per State CEQA Guidelines Section 15306 - Information Collection, which exempts data collection and studies leading to an action which a public agency has not yet approved, adopted, or funded. FISCAL IMPACT: Five intersections recommended for inclusion on the 2010 Traffic Signal Qualification List may be recommended for inclusion in the 2010/2011 Capital Improvement Program and would be funded by the Gas Tax Fund. These five intersections all on La Costa Avenue, are Qualification Numbers 3, 4, 5 (La Costa Avenue/Esfera Street), 7 (La Costa Avenue/Gibraltar Street) and 9 (La Costa Avenue/Calle Madero). Other traffic signals that are the responsibility of the City of Carlsbad to fund and construct are proposed to be included in the Capital Improvement Program in Fiscal Year 2011/2012 or later years. Design and construction costs for a four-leg traffic signal is estimated at $210,000. Once installed, yearly operation and maintenance costs for each traffic signal location is about $5,000. EXHIBITS: 1. Resolution No. 2010-055 approving the City of Carlsbad 2010 Traffic Signal Evaluation Policy. 2. 2010 Traffic Signal Qualification List. 3. 2010 Traffic Signal Evaluation Policy including the 2010 Traffic Signal Qualification List. 1 RESOLUTION NO. 2010-055 2 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CARLSBAD, CALIFORNIA, APPROVING THE CITY OF 3 CARLSBAD 2010 TRAFFIC SIGNAL EVALUATION POLICY. 4 WHEREAS, the City of Carlsbad recognizes that there is a need to install traffic signals 5 at select intersections to promote the safe and efficient movement of people and goods; and 6 WHEREAS, the City of Carlsbad recognizes the need to have an objective evaluation 7 policy to determine when and where traffic signals will be installed in the future; and 8 WHEREAS, traffic signal warrants as contained in the California Manual on Uniform g Traffic Control Devices (FHWA's MUTCD 2003 Revision 1 , as amended for use in California) are ,|Q used to evaluate intersections; and 1 1 WHEREAS, maintaining an up-to-date qualification list of warranted traffic signals will „ assist staff when reviewing future Capital Improvement Programs (CIP) or developer projects to determine the need and schedule of the traffic signal installation; and I O WHEREAS, the 2010 Traffic Signal Evaluation Policy contains the 2010 Traffic Signal14 Qualification Lists of warranted intersections; and 15 WHEREAS, the Traffic Safety Commission unanimously recommended adoption of the 16 2010 Traffic Signal Evaluation Policy, including the 2010 Traffic Signal Qualification List, at their 17 February 1, 2010 meeting. 18 NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Carlsbad, 19 California, as follows: 20 1 . That the above recitations are true and correct. 21 2. The City Council of the City of Carlsbad hereby adopts the traffic signal warrant 22 evaluation procedures and the 2010 Traffic Signal Qualification List of prioritized intersections as 23 contained in the 2010 Traffic Signal Evaluation Policy. 04 3. The Transportation Department of the City of Carlsbad is hereby authorized to OK periodically update the Traffic Signal Qualification List as contained in the Traffic Signal Evaluation oc^° Policy and present such updated list to the Traffic Safety Commission and the City Council for 27 review and approval. 28 3 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 PASSED, APPROVED AND ADOPTED at a Regular Meeting of the City Council of the City of Carlsbad on the 23rd day of March, 2010, by the following vote to wit: AYES: Council Members Lewis, Kulchin, Hall, Packard and Blackburn. NOES: None. ABSENT: None. /! / S")\ / At / /I// n f y / / 7 / // / (L/ / l/llUn/f/u^lfy//^ ^ dtAUDE ALLEWfS, Mayor ATTEST: A ^ ( /J Jjj^^ JL 'NlL/— ^\ v >v / LJxULyjL. /.ORRAINfe M. WOforl City Clerk',,,. /(SEAL) ( ) ^ s^vSB ^oV***1 ^ **• :^^c~r ~°:'^^ "••* V** ^Bs^^ ^- ^") '^^^*^5^.*" '*2f$ V, •!»> J, ^-vj "'W ^00\ «4^'--1C "" ^%ai^op;o =i^SiS"!2BHSu ' C; ^-1W/^*Jiff ^ 4 ^SB---' »r-<*' ,%*'^i, *,.,*^'''/»o*f'*-* 2010 TRAFFIC SIGNAL QUALIFICATION LIST QUALIFICATION NUMBER 1 2 3 4 5 5 7 7 9 9 11 11 13 14 15 16 LOCATION CAPITAL IMPROVEMENT PROJECT FUNDING SOURCE/FISCAL YEAR La Costa Avenue/Levante Street Developer Funded/CIP Faraday Avenue/Palmer Way CIP La Costa Avenue/Nueva Castilla Way CIP La Costa Avenue/Quinta Street CIP La Costa Avenue/Esfera Street CIP Faraday Avenue/Camino Hills Drive CIP La Costa Avenue/Gibraltar Street CIP Carlsbad Boulevard/Cherry Avenue CIP La Costa Avenue/Calle Madero CIP Gateway Road/Finnila Place Developer Funded Tamarack Avenue/Pontiac Drive CIP College Boulevard/Salk Avenue Developer Funded Armada Drive/Grand Pacific Resorts CIP Poinsettia Lane/Brigantine Drive Developer Funded/CIP La Costa Avenue/Camino de los Coches Developer Funded/CIP Armada Drive/Fleet Street(S) CIP CALIFORNIA MUTCD SIGNAL WARRANTS MET 1,2,3 1,2,3 1,2,3 3 1,2,3 2,3,6 6 6 6 1 6 6 6 6 3 6 TOTAL VOLUME 2 P.M. - 6 P.M. 4972 5150 5732 4363 4192 3174 4875 6545 5002 2129 2406 2374 2649 2531 1640 2016 QUALIFICATION FACTOR A 14 12 6 4 4 3 3 2 3 3 1 1 2 0 0 0 B 10 10 0 0 0 0 0 0 0 0 2 1 2 0 0 0 c 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 D 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 E 5 5 5 5 5 3 5 5 4 5 1 4 0 5 1 0 F 0 0 1 3 0 0 0 0 0 0 0 0 0 0 0 0 G 2 1 5 2 2 5 2 3 2 1 4 2 3 1 1 1 TOTAL QUALIFICATION POINTS 31 28 17 14 11 11 10 10 9 9 8 8 7 6 2 1 1 CITY OF CARLSBAD TRAFFIC SIGNAL EVALUATION POLICY PREPARED BY: TRANSPORTATION DEPARTMENT TRAFFIC DIVISION JANUARY 2010 CITY OF CARLSBAD TRANSPORTATION DEPARTMENT TRAFFIC DIVISION TRAFFIC SIGNAL EVALUATION POLICY REPORT JANUARY 2010 TABLE OF CONTENTS PAGE NO. INTRODUCTION 1 BACKGROUND AND PURPOSE 1 POLICY 2 GENERAL 2 DATA 3-4 2010 TRAFFIC SIGNAL QUALIFICATION LIST 5 TRAFFIC SIGNALS CURRENTLY BEING DESIGNED/CONSTRUCTED 6 INTERSECTIONS INVESTIGATED (Did not meet Traffic Signal Warrants) 6 APPENDIX A. TRAFFIC SIGNAL QUALIFICATION RATING SYSTEM B. CALIFORNIA MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES, CHAPTER 4C, TRAFFIC SIGNAL WARRANTS "7 CITY OF CARLSBAD Transportation Department Traffic Division TRAFFIC SIGNAL EVALUATION POLICY REPORT INTRODUCTION The City of Carlsbad is located in northern San Diego County and has grown from a small, agricultural based residential community in its early history to a city with approximately 105,000 residents. A variety of industrial, commercial, recreational, residential, transportation, and agri- cultural land uses are found in Carlsbad. Population increases in Carlsbad has generated additional vehicular, bicycle, and pedestrian traffic. With increased traffic, bicycle, and pedestrian volumes on Carlsbad's roadway system, there continues to be a need for a methodology to evaluate and determine locations of future traffic signals. Currently, there are 182 signalized intersections in Carlsbad. Ownership and mainte- nance responsibility is as follows: • 168 traffic signals owned and maintained by the City of Carlsbad. • 11 traffic signals owned and maintained by Caltrans. • 3 traffic signals owned and maintained by other agency. This report will identify and evaluate future traffic signals that may be installed at intersections throughout the City of Carlsbad. A policy is provided that is the mechanism for continuous re-evaluation and update of potential traffic signal locations on a regular basis. The Traffic Signal Qualification List is not steadfast. Financial constraints, private development schedules, capital improvement projects, funding availability, or other considerations may dictate that a lower qualifying traffic signal be installed at a specified location. The qualification list does, however, serve as a guide for future traffic signal installations and only those intersections that meet one or more traffic signal warrants are listed. BACKGROUND AND PURPOSE As traffic volumes increase, the hierarchy of traffic control dictates that consideration be given to right-of-way assignment at intersections by appropriate means. Depending upon the traffic, bicycle, pedestrian characteristics and geometries at a given intersection, staff will evaluate and select from a variety of traffic control options the appropriate device to facilitate the safe and efficient movement of vehicles, bicycles, and pedestrians. Different types of intersection traffic control devices or strategies include, but are not limited to: basic rules of the road governing right-of-way at intersections, yield signs, two-way stop sign installations, three-way and four-way stop sign installations, channelization, center median control, turn restrictions, and traffic signals. The focus of this report is to establish a citywide listing of one of the most efficient ways of assigning intersection right-of-way control, the traffic signal. The purpose of a traffic signal qualification list is to compare and impartially rank the intersections under consideration using objective criteria and current traffic data. The first Carlsbad Traffic Signal Qualification List was established in 1988 by City Council Resolution Number 88-252 and it has subsequently been updated in 1990, 1992, 1994, 1996, 1998, 2000, 2002, 2004, 2006 and 2008. This 2010 report is an update of the 2008 approved report and qualification list. All intersections included on the 2010 list have met one or more warrants contained in the California Manual on Uniform Traffic Control Devices for the installation of a traffic signal. POLICY As for many cities, it has been the policy of the City of Carlsbad Traffic Division to only recom- mend installation of traffic signals that meet the minimum criteria adopted by the California Department of Transportation. All data collection and eligibility evaluation to determine if criteria is met for an intersection to qualify for a traffic signal is under the direction of the City Engineer. GENERAL Traffic signals are electrically powered traffic control devices that assign the movement of vehicles, bicycles, and pedestrians at an intersection. Traffic signals establish the positive assignment of the right-of-way to facilitate the orderly movement of traffic, bicycles, and pedestrians with minimum delay and maximum safety. Many cities use a priority list to rank future traffic signal installations. To qualify for this list, the traffic signal priority analysis takes into account the relative delays on approaching streets, the collision history at the intersection, gaps in the major and minor street streams of traffic, pedestrian volumes, and various other factors. An evaluation is then conducted to determine if a traffic signal will improve, minimize, or correct an identified issue. Establishing a Traffic Signal Qualification List answers two basic questions: 1. Do traffic conditions at the intersection meet the basic criteria that affect the benefits and costs of traffic signal control; and 2. If so, how does this location compare with other locations throughout the City of Carlsbad that meet the same basic criteria? This evaluation provides a rational method to compare one intersection with another, the end result being a ranking that determines the greatest need for signalization between all potential traffic signal locations. The attached Traffic Signal Qualification List indicates each intersection under consideration and is arranged in descending order based upon the total qualification points accumulated at each location. A priority listing of future traffic signal locations does not mean that signals will exclusively be installed in the order of ranking. Existing conditions, right-of-way needs, need for left-turn or right-turn lanes, budget constraints, or other factors may indicate an intersection that is more suitable and appropriate for signalization than one higher on the list. The list establishes locations where preliminary engineering should take place and then be re-evaluated before proceeding to final design. Traffic signals are not installed unless written authorization from the City Engineer directs their installation or if the intersection has been approved by the City Council and is included in the annual Capital Improvement Program (CIP). DATA Over the years, traffic signal equipment has experienced a technical evolution. Traffic signals have evolved from pre-timed signals where the control mechanisms operated on a predetermined time schedule to allocate a fixed amount of time for each interval in the traffic signal cycle to traffic actuated microprocessor units that can operate two to eight signal phases, highway ramp metering control, master controls for interconnected signal systems, traffic volume monitoring stations, video detection of vehicles, and adaptive traffic control systems. Traffic signals are expensive control devices to install and under certain conditions more problems may be created than are solved. These problems can range from increased accident frequency, delays, increased air or noise pollution, and higher energy use, to drivers following circuitous travel along less desirable routes to avoid the signalized intersection. A properly designed signalized intersection, however, can resolve many problems and provide advantages ranging from reducing accident frequency, certain types of accidents, reductions in delay and air pollutants, creating an orderly traffic movement. In a coordinated signal system, traffic signals help maintain an efficient, progressive movement of vehicle platoons along an arterial roadway. Rankings of the intersections in Carlsbad for potential traffic signal installation was accomplished by using a Traffic Signal Qualification Rating System. Points were assigned to seven qualification factors that are based on the California Manual on Uniform Traffic Control Devices. Traffic Signal Qualification Rating System factors include the following: Factor A - Minimum Vehicular Volume This factor takes into account that at specified traffic volume levels the delay can be reduced and orderly flow through an intersection enhanced by signal controls. Factor B - Interruption of Continuous Traffic The interruption factor applies when the traffic volume on the major street is so high that few gaps occur to permit the minor street traffic to cross or enter the intersection. As a result, the minor street traffic may suffer long delays or experience hazards at the intersection. Factor C - Minimum Pedestrian Volume The minimum pedestrian volume factor reflects the length and frequency of gaps available for pedestrians to cross the major street as compared to the total number of pedestrians that cross the street. Factor D - School Area Traffic Signals This factor recognizes the special problems or concerns that may be present at intersections near schools or on school walking routes. It is similar to the minimum pedestrian volume factor in that gaps in traffic are considered. Factor E - Progressive Movement or Signal Systems Existing or proposed signal systems are considered by this factor. Often traffic flow efficiency can be enhanced if signals are installed at proper spacing along an arterial or signal network. Such signals may assist in keeping traffic in compact platoons that will arrive at adjacent signalized locations in accordance with a coordination timing plan. Factor F - Accident History This factor recognizes that certain types of accidents could be reduced by traffic signal control. However, experience has shown that few changes in accident frequency can be expected at a location that historically has less than five accidents per year, or an accident rate of less than about 1.0 accident per million vehicles. Factor G - Special Conditions This factor recognizes the special problems that may be present at an intersection due to the location of certain traffic generators, specific geometric or roadway features, corner sight distance obstructions, and/or various other criteria. The above rating system is used to evaluate potential traffic signal locations and these locations are ranked based on the following relative weight system: FACTOR A B C D E F G DESCRIPTION Minimum Vehicular Volume Interruption Pedestrian Volume School Area Signal System Accident History Special Conditions TOTAL POSSIBLE MAXIMUM QUALIFICATION POINTS 15 10 10 10 5 15 18 83 POINTS RELATIVE WEIGHT 18% 12% 12% 12% 6% 18% 22% 100% 2010 TRAFFIC SIGNAL QUALIFICATION LIST QUALIFICATION NUMBER 1 2 3 4 5 5 7 7 9 9 11 11 13 14 15 16 LOCATION CAPITAL IMPROVEMENT PROJECT FUNDING SOURCE/FISCAL YEAR La Costa Avenue/Levante Street Developer Funded/CIP Faraday Avenue/Palmer Way CIP La Costa Avenue/Nueva Castilla Way CIP La Costa Avenue/Quinta Street CIP La Costa Avenue/Esfera Street CIP Faraday Avenue/Camino Hills Drive CIP La Costa Avenue/Gibraltar Street CIP Carlsbad Boulevard/Cherry Avenue CIP La Costa Avenue/Calle Madero CIP Gateway Road/Finnila Place Developer Funded Tamarack Avenue/Pontiac Drive CIP College Boulevard/Salk Avenue Developer Funded Armada Drive/Grand Pacific Resorts CIP Poinsettia Lane/Brigantine Drive Developer Funded/CIP La Costa Avenue/Camino de los Coches Developer Funded/CIP Armada Drive/Fleet Street(S) CIP CALIFORNIA MUTCD SIGNAL WARRANTS MET 1,2,3 1,2,3 1,2,3 3 1,2,3 2,3,6 6 6 6 1 6 6 6 6 3 6 TOTAL VOLUME 2P.M. -6P.M. 4972 5150 5732 4363 4192 3174 4875 6545 5002 2129 2406 2374 2649 2531 1640 2016 QUALIFICATION FACTOR A 14 12 6 4 4 3 3 2 3 3 1 1 2 0 0 0 B 10 10 0 0 0 0 0 0 0 0 2 1 2 0 0 0 c 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 D 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 E 5 5 5 5 5 3 5 5 4 5 1 4 0 5 1 0 F 0 0 1 3 0 0 0 0 0 0 0 0 0 0 0 0 G 2 1 5 2 2 5 2 3 2 1 4 2 3 1 1 1 TOTAL QUALIFICATION POINTS 31 28 17 14 11 11 10 10 9 9 8 8 7 6 2 1 DEVELOPER INITIATED OR CAPITAL IMPROVEMENT PROGRAM (CIP) TRAFFIC SIGNALS CURRENTLY BEING DESIGNED/CONSTRUCTED 1. Melrose Drive/Via Patron 2. College Boulevard/Salk Avenue INTERSECTIONS INVESTIGATED (Did not meet CA MUTCD Signal Warrants) 1. Aviara Parkway/Nightshade Road 2. Aviara Parkway/Townee Lane 3. Chestnut Avenue/Donna Drive/Donna Court 4. Chestnut Avenue/Valley Street 5. El Fuerte Street/Loker Avenue(E)/Loker Avenue(W) 6. El Fuerte Street/Rancho Pancho 7. Grand Avenue/Madison Street 8. Las Flores Drive/Pio Pico Drive 9. Monroe Street/Hosp Way 10. Paseo del Norte/Ginger Avenue/Harbor Point Road 11. Rancho Santa Fe Road/Avenida Aragon 12. Tamarack Avenue/Valley Street APPENDIX TRAFFIC SIGNAL QUALIFICATION RATING SYSTEM Factor A - Total Vehicular Volume Points are assigned based upon the graph below which considers major and minor street volumes and capacity. The entering volumes are based upon 4-hour counts (usually from 2:00 to 6:00 P.M. on a weekday). A maximum of 15 points may be assigned to this factor. A(3) 1600 B(3) 2200 d3' 2600 D<3) 3200 1800 2000 2400 2600 2800 3000 3400 3600 2200 2800 3200 3800 2400 3000 3400 4000 2600 3200 3600 4200 2800 3400 3800 4400 3000 3600 4000 4600 3200 3800 4200 4800 3400 4000 4400 5000 3600 3800+ 4200 4400+ 4600 4800+ 5200 5400+ TOTAL VOLUME ENTERING INTERSECTION (Per 4-Hour Period) NOTES 1. All volumes are for 4 hours (usually 2-6 p.m.) 2. Maximum points = 15. 3. The total volume used in the analysis should be based on the following: A - The intersection of two 1-lane streets (each direction typical). B - The intersection of a 1-lane street and a 2-lane street. C - The intersection of two 2-lane streets. D - The intersection of two one-way streets. A-1 Factor B - Interruption of Continuous Traffic Vehicles on through streets, if uncontrolled, tend to travel through minor street intersections at speeds that make it difficult and hazardous for vehicles and pedestrians from the side street to cross or enter the principal traffic stream. The total of the minor street vehicles plus pedestrians crossing or entering the major street must exceed 300 in four hours to receive any points. 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 APPROXIMATE 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 A-2 Factor C - Pedestrian Volume A traffic signal may be needed where many pedestrians cross a major street. A maximum of 10 points may be assigned to this factor. LU 3600 & OVER 3200 o > 2800 O u_2 o 2400 2000 4 1600 1200 100 200 400 600 800 1000 1200 1400 1500& OVER PEDESTRIANS CROSSING THE MAJOR STREET (Per 4-Hour Period) NOTES 1. All volumes are for 4 hours (usually 2-6 p.m.). 2. Maximum points = 10. 3. No points if less than 100 pedestrians during the 4-hour period. 4. No points if less than 1200 major street vehicles during the 4-hour period. A-3 Factor D - School Area Traffic Signals Points are assigned based upon the number of school age pedestrians crossing the major street as compared to the major street traffic. This factor will apply only to locations within one mile of a school and where the nearest controlled intersection or potential crossing point is more than 600 feet away. A maximum of 10 points may be assigned for this factor. 1500 1800 UJs 3 1100 1400 O o U- 750 1000 500 600Ox 5 I 250 OJ.OL 2, 200 0 POINTS 10 100 60 150 100 200 140 250 180 350 (Urban) 220 (Rural) PEDESTRIANS CROSSING THE MAJOR STREET (Per 2-Hour Period) NOTE No points will be assigned if nearest controlled crossing is less than 600 feet away. A-4 Factor E - Progressive Movement or Signal Systems This factor depends upon engineering studies and must include the present and future traffic demands of the area. A signal may be justified when it forms a part of an interconnected or coordinated system. A maximum of 5 points may be assigned to this fac- tor based on the distance to the nearest traffic signal as indicated below. Distance to Nearest Traffic Signal <1 ,200 feet 1 ,201 feet - 1 ,500 feet 1 ,501 feet - 1 ,800 feet 1,801 feet -2, 100 feet 2,101 feet - 2,600 feet >2,600 feet Points 5 4 3 2 1 0 Factor F - Accident History Only those accidents susceptible to correction by traffic signals are considered and then only if less restrictive measures such as warning signs, proper lighting, painted markings, etc. have failed. A maximum of 15 points may be assigned to this factor. 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, provided the intersection has been in operation for two years. A-5 Factor G - Special Conditions This factor considers extenuating circumstances that are not covered in the previous six factors. These may include: the proximity of schools, churches, public buildings, and other traffic and pedestrian generators; an abrupt change from a rural to an urban area; the need for police control during portions of the day; a steep hill; a horizontal curve; restricted corner sight distance or stopping sight distance. This factor requires engineering judgment after a physical inspection of the site. A maximum of 18 points may be assigned to this factor. A summary of the factors considered to be special conditions and the points that were assigned follows: 1. Four-way STOP Control (5 points): Typically, right-angle accident frequency drops sharply after installation of a Four-Way STOP. However, total delay, as well as rear-end collision frequency, increase to a level higher than that which would be reflected by the results of Factors #1 and #2. 2. Proximity of a school (1 to 5 points): Depending on the type of school and its distance from the intersection under study, points are assigned to reflect the poten- tial benefit to school-age pedestrians and bicycle traffic. 3. Horizontal and Vertical Curvature and Visibility (1 to 5 points): The alignment of a major street can affect the visibility available to side-street motorists and presents conflict for their crossing or merging maneuvers. There may also be other restrictions that limit visibility, such as utility poles and appurtenances, trees and shrubs on private property, signs, fire hydrants, fences, etc. 4. Speed on a Through Street (1 to 3 points): In addition to the problems caused by visibility restrictions, speeds above critical can worsen the severity of the accidents that may occur. Points are assigned based on the number of miles per hour the 85th percentile/critical speed is above the posted speed limit as indicated below. # of MPH the 85th Percentile/Critical Speed Is Over the Posted Speed Limit 1-2 mph 3-4 mph 5+ mph Points 1 2 3 A-6 California MUTCD Page 4C-1 (FHWA's MUTCD 2003 including Revisions 1 and 2, as amended for use in California) CHAPTER 4C. TRAFFIC CONTROL SIGNAL NEEDS STUDIES Section 4C.01 Studies and Factors for Justifying Traffic Control Signals Standard: An engineering study of traffic conditions, pedestrian characteristics, and physical characteristics of the location shall be performed to determine whether installation of a traffic control signal is justified at a particular location. The investigation of the need for a traffic control signal shall include an analysis of the applicable factors contained in the following traffic signal warrants and other factors related to existing operation and safety at the study location: Warrant 1, Eight-Hour Vehicular Volume. Warrant 2, Four-Hour Vehicular Volume. Warrant 3, Peak Hour. Warrant 4, Pedestrian Volume. Warrant 5, School Crossing. Warrant 6, Coordinated Signal System. Warrant 7, Crash Experience. Warrant 8, Roadway Network. The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal. Support: Sections 8D.07 and 10D.05 contain information regarding the use of traffic control signals instead of gates and/or flashing light signals at highway-railroad grade crossings and highway-light rail transit grade crossings, respectively. Guidance: A traffic control signal should not be installed unless one or more of the factors described in this Chapter are met. A traffic control signal should not be installed unless an engineering study indicates that installing a traffic control signal will improve the overall safety and/or operation of the intersection. A traffic control signal should not be installed if it will seriously disrupt progressive traffic flow. The study should consider the effects of the right-turn vehicles from the minor-street approaches. Engineering judgment should be used to determine what, if any, portion of the right-turn traffic is subtracted from the minor-street traffic count when evaluating the count against the above signal warrants. Engineering judgment should also be used in applying various traffic signal warrants to cases where approaches consist of one lane plus one left-turn or right-turn lane. The site-specific traffic characteristics dictate whether an approach should be considered as one lane or two lanes. For example, for an approach with one lane for through and right-turning traffic plus a left-turn lane, engineering judgment could indicate that it should be considered a one-lane approach if the traffic using the left-turn lane is minor. In such a case, the total traffic volume approaching the intersection should be applied against the signal warrants as a one- lane approach. The approach should be considered two lanes if approximately half of the traffic on the approach turns left and the left-turn lane is of sufficient length to accommodate all left-turn vehicles. Similar engineering judgment and rationale should be applied to a street approach with one lane plus a right-turn lane. In this case, the degree of conflict of minor-street right-turn traffic with traffic on the major street should be considered. Thus, right-turn traffic should not be included in the minor-street volume if the movement enters the major street with minimal conflict. The approach should be evaluated as a one-lane approach with only the traffic volume in the through/left-turn lane considered. At a location that is under development or construction and where it is not possible to obtain a traffic count that would represent future traffic conditions, hourly volumes should be estimated as part of an engineering study for comparison with traffic signal warrants. Except for locations where the engineering study uses the satisfaction of Warrant 8 to justify a signal, a traffic control signal installed under projected conditions should have an engineering study done within 1 year of putting the signal into stop-and-go Chapter 4C - Traffic Control Signal Needs Studies January 21, 2010 Part 4 - Highway Traffic Signals California MUTCD Page 4C-2 (FHWA's MUTCD 2003 including Revisions 1 and 2, as amended for use in California) operation to determine if the signal is justified. If not justified, the signal should be taken out of stop-and-go operation or removed. For signal warrant analysis, a location with a wide median, even if the median width is greater than 9 m (30 ft), should be considered as one intersection. Option: At an intersection with a high volume of left-turn traffic from the major street, the signal warrant analysis may be performed in a manner that considers the higher of the major street left turn volumes as the "minor street" volume and the corresponding single direction of opposing traffic on the major street as tho "major street" volume volume of the major-street left-turn volumes plus the higher volume minor-street approach as the "minor street" volume and both approaches of the major street minus the higher of the major-street left-turn volume as "major street" volume. For signal warrant analysis, bicyclists may be counted as either vehicles or pedestrians. Support: When performing a signal warrant analysis, bicyclists riding in the street with other vehicular traffic are usually counted as vehicles and bicyclists who are clearly using pedestrian facilities are usually counted as pedestrians. Option: Engineering study data may include the following: A. The number of vehicles entering the intersection in each hour from each approach during 12 hours of an average day. It is desirable that the hours selected contain the greatest percentage of the 24-hour traffic volume. B. Vehicular volumes for each traffic movement from each approach, classified by vehicle type (heavy trucks, passenger cars and light trucks, public-transit vehicles, and, in some locations, bicycles), during each 15-minute period of the 2 hours in the morning and 2 hours in the afternoon during which total traffic entering the intersection is greatest. C. Pedestrian volume counts on each crosswalk during the same periods as the vehicular counts in Item B above and during hours of highest pedestrian volume. Where young, elderly, and/or persons with physical or visual disabilities need special consideration, the pedestrians and their crossing times may be classified by general observation. D. Information about nearby facilities and activity centers that serve the young, elderly, and/or persons with disabilities, including requests from persons with disabilities for accessible crossing improvements at the location under study. These persons might not be adequately reflected in the pedestrian volume count if the absence of a signal restrains their mobility. E. The posted or statutory speed limit or the 85th-percentile speed on the uncontrolled approaches to the location. F. A condition diagram showing details of the physical layout, including such features as intersection geometries, channelization, grades, sight-distance restrictions, transit stops and routes, parking conditions, pavement markings, roadway lighting, driveways, nearby railroad crossings, distance to nearest traffic control signals, utility poles and fixtures, and adjacent land use. G. A collision diagram showing crash experience by type, location, direction of movement, severity, weather, time of day, date, and day of week for at least 1 year. The following data, which are desirable for a more precise understanding of the operation of the intersection, may be obtained during the periods specified in Item B of the preceding paragraph: A. Vehicle-hours of stopped time delay determined separately for each approach. B. The number and distribution of acceptable gaps in vehicular traffic on the major street for entrance from the minor street. C. The posted or statutory speed limit or the 85th-percentile speed on controlled approaches at a point near to the intersection but unaffected by the control. D. Pedestrian delay time for at least two 30-minute peak pedestrian delay periods of an average weekday or like periods of a Saturday or Sunday. E. Queue length on stop-controlled approaches. Chapter 4C - Traffic Control Signal Needs Studies January 21, 2010 Part 4 - Highway Traffic Signals California MUTCD Page 4C-3 (FHWA's MUTCD 2003 including Revisions 1 and 2, as amended for use in California) Standard: Delay, congestion, approach conditions, driver confusion, future land use or other evidence of the need for right of way assignment beyond that which could be provided by stop sign shall be demonstrated. Support: Figure 4C-101(CA) and 4C-103(CA) are examples of warrant sheets. Guidance: Figure 4C-103(CA) should be used only for new intersections or other locations where it is not reasonable to count actual traffic volumes. Section 4C.02 Warrant 1, Eight-Hour Vehicular Volume Support: The Minimum Vehicular Volume, Condition A, is intended for application at locations where a large volume of intersecting traffic is the principal reason to consider installing a traffic control signal. The Interruption of Continuous Traffic, Condition B, is intended for application at locations where Condition A is not satisfied and where the traffic volume on a major street is so heavy that traffic on a minor intersecting street suffers excessive delay or conflict in entering or crossing the major street. It is intended that Warrant 1 be treated as a single warrant. If Condition A is satisfied, then the criteria for Warrant 1 is satisfied and Condition B and the combination of Conditions A and B are not needed. Similarly, if Condition B is satisfied, then the criteria for Warrant 1 is satisfied and the combination of Conditions A and B is not needed. Standard: The need for a traffic control signal shall be considered if an engineering study finds that one of the following conditions exist for each of any 8 hours of an average day: A. The vehicles per hour given in both of the 100 percent columns of Condition A in Table 4C-1 exist on the major-street and the higher-volume minor-street approaches, respectively, to the intersection; or B. The vehicles per hour given in both of the 100 percent columns of Condition B in Table 4C-1 exist on the major-street and the higher-volume minor-street approaches, respectively, to the intersection. In applying each condition the major-street and minor-street volumes shall be for the same 8 hours. On the minor street, the higher volume shall not be required to be on the same approach during each of these 8 hours. Option: If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 70 km/h 64 km/h or exceeds 40 mph, or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, the traffic volumes in the 70 percent columns in Table 4C-1 may be used in place of the 100 percent columns. Guidance: The combination of Conditions A and B is intended for application at locations where Condition A is not satisfied and Condition B is not satisfied and should be applied only after an adequate trial of other alternatives that could cause less delay and inconvenience to traffic has failed to solve the traffic problems. Standard: The need for a traffic control signal shall be considered if an engineering study finds that both of the following conditions exist for each of any 8 hours of an average day: A. The vehicles per hour given in both of the 80 percent columns of Condition A in Table 4C-1 exist on the major-street and the higher-volume minor-street approaches, respectively, to the intersection; and B. The vehicles per hour given in both of the 80 percent columns of Condition B in Table 4C-1 exist on the major-street and the higher-volume minor-street approaches, respectively, to the intersection. Chapter 4C - Traffic Control Signal Needs Studies January 21,2010 Part 4 - Highway Traffic Signals 2- California MUTCD Page 4C-4 (FHWA's MUTCD 2003 including Revisions 1 and 2, as amended for use in California) These major-street and minor-street volumes shall be for the same 8 hours for each condition; however, the 8 hours satisfied in Condition A shall not be required to be the same 8 hours satisfied in Condition B. On the minor street, the higher volume shall not be required to be on the same approach during each of the 8 hours. Option: If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 70 lem/h 64 km/h or exceeds 40 mph, or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, the traffic volumes in the 56 percent columns in Table 4C-1 may be used in place of the 80 percent columns. Section 4C.03 Warrant 2, Four-Hour Vehicular Volume Support: The Four-Hour Vehicular Volume signal warrant conditions are intended to be applied where the volume of intersecting traffic is the principal reason to consider installing a traffic control signal. Standard: The need for a traffic control signal shall be considered if an engineering study finds that, for each of any 4 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-volume minor- street approach (one direction only) all fall above the applicable curve in Figure 4C-1 for the existing combination of approach lanes. On the minor street, the higher volume shall not be required to be on the same approach during each of these 4 hours. Option: If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 70 km/h 64 km/h or exceeds 40 mph or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, Figure 4C-2 may be used in place of Figure 4C-1. Section 4C.04 Warrant 3, Peak Hour Support: The Peak Hour signal warrant is intended for use at a location where traffic conditions are such that for a minimum of 1 hour of an average day, the minor-street traffic suffers undue delay when entering or crossing the major street. Standard: This signal warrant shall be applied only in unusual cases, such as office complexes, manufacturing plants, industrial complexes, or high-occupancy vehicle facilities that attract or discharge large numbers of vehicles over a short time. The need for a traffic control signal shall be considered if an engineering study finds that the criteria in either of the following two categories are met: A. If all three of the following conditions exist for the same 1 hour (any four consecutive 15-minute periods) of an average day: 1. The total stopped time delay experienced by the traffic on one minor-street approach (one direction only) controlled by a STOP sign equals or exceeds: 4 vehicle-hours for a one-lane approach; or 5 vehicle-hours for a two-lane approach, and 2. The volume on the same minor-street approach (one direction only) equals or exceeds 100 vehicles per hour for one moving lane of traffic or 150 vehicles per hour for two moving lanes, and 3. The total entering volume serviced during the hour equals or exceeds 650 vehicles per hour for intersections with three approaches or 800 vehicles per hour for intersections with four or more approaches. B. 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-volume minor-street approach (one direction only) for 1 hour (any four consecutive 15-minute periods) of an average Chapter 4C - Traffic Control Signal Needs Studies January 21,2010 Part 4 - Highway Traffic Signals California MUTCD Page 4C-5 (FHWA's MUTCD 2003 including Revisions 1 and 2, as amended for use in California) day falls above the applicable curve in Figure 4C-3 for the existing combination of approach lanes. Option: If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 70 lem/h 64 km/h or exceeds 40 mph, or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, Figure 4C-4 may be used in place of Figure 4C-3 to satisfy the criteria in the second category of the Standard. Section 4C.05 Warrant 4, Pedestrian Volume Support: The Pedestrian Volume signal warrant is intended for application where the traffic volume on a major street is so heavy that pedestrians experience excessive delay in crossing the major street. Standard: The need for a traffic control signal at an intersection or midblock crossing shall be considered if an engineering study finds that both of the following criteria are met: A. The pedestrian volume crossing the major street at an intersection or midblock location during an average day is 100 or more for each of any 4 hours or 190 or more during any 1 hour; and B. There are fewer than 60 gaps per hour in the traffic stream of adequate length to allow pedestrians to cross during the same period when the pedestrian volume criterion is satisfied. Where there is a divided street having a median of sufficient width for pedestrians to wait, the requirement applies separately to each direction of vehicular traffic. The Pedestrian Volume signal warrant shall not be applied at locations where the distance to the nearest traffic control signal along the major street is less than 90 m (300 ft), unless the proposed traffic control signal will not restrict the progressive movement of traffic. If this warrant is met and a traffic control signal is justified by an engineering study, the traffic control signal shall be equipped with pedestrian signal heads conforming to requirements set forth in Chapter 4E. Guidance: If this warrant is met and a traffic control signal is justified by an engineering study, then: A. If at an intersection, the traffic control signal should be traffic-actuated and should include pedestrian detectors. B. If at a nonintersection crossing, the traffic control signal should be pedestrian-actuated, parking and other sight obstructions should be prohibited for at least 30 m (100 ft) in advance of and at least 6.1 m (20 ft) beyond the crosswalk, and the installation should include suitable standard signs and pavement markings. C. Furthermore, if installed within a signal system, the traffic control signal should be coordinated. Option: The criterion for the pedestrian volume crossing the major roadway may be reduced as much as 50 percent if the average crossing speed of pedestrians is less than 1.2 m/sec (4 ft/sec). A traffic control signal may not be needed at the study location if adjacent coordinated traffic control signals consistently provide gaps of adequate length for pedestrians to cross the street, even if the rate of gap occurrence is less than one per minute. Section 4C.06 Warrant 5, School Crossing Support: The School Crossing signal warrant is intended for application where the fact that school children cross the major street is the principal reason to consider installing a traffic control signal. Standard: The need for a traffic control signal shall be considered when an engineering study of the frequency and adequacy of gaps in the vehicular traffic stream as related to the number and size of groups of school children at an established school crossing across the major street shows that the number of adequate gaps in the traffic stream during the period when the children are using the Chapter 4C - Traffic Control Signal Needs Studies January 21, 2010 Part 4 - Highway Traffic Signals California MUTCD Page 4C-6 (FHWA's MUTCD 2003 including Revisions 1 and 2, as amended for use in California) crossing is less than the number of minutes in the same period (see Section 7A.03) and there are a minimum of 20 students during the highest crossing hour. Before a decision is made to install a traffic control signal, consideration shall be given to the implementation of other remedial measures, such as warning signs and flashers, school speed zones, school crossing guards, or a grade-separated crossing. The School Crossing signal warrant shall not be applied at locations where the distance to the nearest traffic control signal along the major street is less than 90 m (300 ft), unless the proposed traffic control signal will not restrict the progressive movement of traffic. Guidance: If this warrant is met and a traffic control signal is justified by an engineering study, then: A. If at an intersection, the traffic control signal should be traffic-actuated and should include pedestrian detectors. B. If at a nonintersection crossing, the traffic control signal should be pedestrian-actuated, parking and other sight obstructions should be prohibited for at least 30 m (100 ft) in advance of and at least 6.1 m (20 ft) beyond the crosswalk, and the installation should include suitable standard signs and pavement markings. C. Furthermore, if installed within a signal system, the traffic control signal should be coordinated. Section 4C.07 Warrant 6, Coordinated Signal System Support: Progressive movement in a coordinated signal system sometimes necessitates installing traffic control signals at intersections where they would not otherwise be needed in order to maintain proper platooning of vehicles. Standard: The need for a traffic control signal shall be considered if an engineering study finds that one of the following criteria is met: A. On a one-way street or a street that has traffic predominantly in one direction, the adjacent traffic control signals are so far apart that they do not provide the necessary degree of vehicular platooning. B. On a two-way street, adjacent traffic control signals do not provide the necessary degree of platooning and the proposed and adjacent traffic control signals will collectively provide a progressive operation. Guidance: The Coordinated Signal System signal warrant should not be applied where the resultant spacing of traffic control signals would be less than 300 m (1,000 ft). Section 4C.08 Warrant 7, Crash Experience Support: The Crash Experience signal warrant conditions are intended for application where the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal. Standard: The need for a traffic control signal shall be considered if an engineering study finds that all of the following criteria are met: A. Adequate trial of alternatives with satisfactory observance and enforcement has failed to reduce the crash frequency; and B. Five or more reported crashes, of types susceptible to correction by a traffic control signal, have occurred within a 12-month period, each crash involving personal injury or property damage apparently exceeding the applicable requirements for a reportable crash; and C. For each of any 8 hours of an average day, the vehicles per hour (vph) given in both of the 80 percent columns of Condition A in Table 4C-1 (see Section 4C.02), or the vph in both of the 80 percent columns of Condition B in Table 4C-1 exists on the major-street and the higher-volume minor-street approach, respectively, to the intersection, or the volume of pedestrian traffic is Chapter 4C - Traffic Control Signal Needs Studies January 21, 2010 Part 4 - Highway Traffic Signals California MUTCD Page 4C-7 (FHWA's MUTCD 2003 including Revisions 1 and 2, as amended for use in California) not less than 80 percent of the requirements specified in the Pedestrian Volume warrant. These major-street and minor-street volumes shall be for the same 8 hours. On the minor street, the higher volume shall not be required to be on the same approach during each of the 8 hours. Option: If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 70 km/h 64 km/h or exceeds 40 mph, or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, the traffic volumes in the 56 percent columns in Table 4C-1 may be used in place of the 80 percent columns. Section 4C.09 Warrant 8, Roadway Network Support: Installing a traffic control signal at some intersections might be justified to encourage concentration and organization of traffic flow on a roadway network. Standard: The need for a traffic control signal shall be considered if an engineering study finds that the common intersection of two or more major routes meets one or both of the following criteria: A. The intersection has a total existing, or immediately projected, entering volume of at least 1,000 vehicles per hour during the peak hour of a typical weekday and has 5-year projected traffic volumes, based on an engineering study, that meet one or more of Warrants 1,2, and 3 during an average weekday; or B. The intersection has a total existing or immediately projected entering volume of at least 1,000 vehicles per hour for each of any 5 hours of a nonnormal business day (Saturday or Sunday). A major route as used in this signal warrant shall have one or more of the following characteristics: A. It is part of the street or highway system that serves as the principal roadway network for through traffic flow; or B. It includes rural or suburban highways outside, entering, or traversing a City; or C. It appears as a major route on an official plan, such as a major street plan in an urban area traffic and transportation study. Section 4C.101(CA) Criterion for School Crossing Traffic Signals Standard: 1. The signal shall be designed for full-time operation. 2. Pedestrian signal faces of the International Symbol type shall be installed at all marked crosswalks at signalized intersections along the "Suggested Route to School." 3. If an intersection is signalized under this guideline for school pedestrians, the entire intersection shall be signalized. 4. School area traffic signals shall be traffic actuated type with push buttons or other detectors for pedestrians. Option: Non-intersection school pedestrian crosswalk locations may be signalized when justified. Section 4C.102(CA) Bicycle Signal Warrant Guidance: A bicycle signal should be considered for use only when the volume and collision or volume and geometric warrants have been met: 1. Volume; When W = BxVandW^50,000and B>50. Where: W is the volume warrant. B is the number of bicycles at the peak hour entering the intersection. V is the number of vehicles at the peak hour entering the intersection. B and V shall use the same peak hour. 2. Collision; When 2 or more bicycle/vehicle collisions of types susceptible to correction by a bicycle signal have Chapter 4C - Traffic Control Signal Needs Studies January 21, 2010 Part 4 - Highway Traffic Signals 7,1 California MUTCD Page 4C-8 (FHWA's MUTCD 2003 including Revisions 1 and 2, as amended for use in California) occurred over a 12-month period and the responsible public works official determines that a bicycle signal will reduce the number of collisions. 3. Geometric; (a) Where a separate bicycle/ multi use path intersects a roadway, (b) At other locations to facilitate a bicycle movement that is not permitted for a motor vehicle. (This space left intentionally blank) Chapter 4C - Traffic Control Signal Needs Studies January 21,2010 Part 4 - Highway Traffic Signals California MUTCD (FHWA's MUTCD 2003 including Revisions 1 and 2, as amended for use in California) Page 4C-9 Xo [7,0UJ fY- of* co<§s <rID ox Figure 4C-1. Warrant 2, Four-Hour Vehicular Volume 500 400 300 200 100 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 MAJOR STREET—TOTAL OF BOTH APPROACHES- VEHICLES PER HOUR (VPH) *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 approach with one lane. Figure 4C-2, Warrant 2, Four-Hour Vehicular Volume (70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 76 64 km/h OR ABOVE 40 mph ON MAJOR STREET) Q. IfcoII ! ccLU IOI 400 300 200 100 2 OR MORE LANES & 2 OR MORE LANES OR MORE LANES & 1 LANE A LANE&1 LANE '80 '60 200 300 400 500 600 700 800 900 1000 MAJOR STREET—TOTAL OF BOTH APPROACHES- VEHICLES PER HOUR (VPH) "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 approach with one lane. Chapter 4C - Traffic Control Signal Needs Studies Part 4 - Highway Traffic Signals January 21, 2010 California MUTCD (FHWA's MUTCD 2003 including Revisions 1 and 2, as amended for use in California) Page 4C-10 Figure 4C-3. Warrant 3, Peak Hour x0. LLl 600 500 400 300 200 100 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE *150 '100 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET—TOTAL OF BOTH APPROACHES- VEHICLES PER HOUR (VPH) *Note: 150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor-street approach with one lane. Figure 4C-4. Warrant 3, Peak Hour (70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE ?0 64 km/It OR ABOVE 40 mph ON MAJOR STREET) EL O I 2i 400 300 200 100 - 300 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 400 500 600 700 800 900 1000 1100 1200 1300 MAJOR STREET—TOTAL OF BOTH APPROACHES- VEHICLES PER HOUR (VPH) "Note: 100 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 75 vph applies as the lower threshold volume for a minor-street approach with one lane. Chapter 4C - Traffic Control Signal Needs Studies Part 4 - Highway Traffic Signals January 21, 2010 California MUTCD (FHWA's MUTCD 2003 including Revisions 1 and 2, as amended for use in California) Figure 4C-101 (CA), Traffic Signal Warrants Worksheet (Sheet 1 of 4) Page 4C-II DIST Major St: _ Minor St: _ Speed In built CO RTE PM limit or critical speed on major street traffic up area of isolated community of < 10,000 rni INT HATF r.At r. HATF C.HK HATP Critical Approach Speed C^itif^l Apprnar.h Sppprt > 64 km/h {40 mph) .... D 1{ V ' or > RURAL (R) population ri J D URBAN (U) mph mph WARRANT 1 - Eight Hour Vehicular Volume SATISFIED YES D NO D (Condition A or Condition B or combination of A and B must be satisfied) Condition A - Minimum Vehicle Volume 100% SATISFIED YES D NO APPROACH LANES Both ApproachesMajor Street Highest ApproachMinor Street MINIMUM REQUIREMENTS(80% SHOWN IN BRACKETS) U R 1 500 (400) 150 (120) 350 (280) 105 (84) U R 2 or More 600 (480) 200 (160) 420 (336) 140 (112) 80% SATISFIED YES ////// LJ N /'Hour Condition B - Interruption of Continuous Traffic 100% SATISFIED YES D NO D APPROACH LANES Both ApproachesMajor Street Highest ApproachMinor Street MINIMUM RE< (80% SHOWN U R 1 750 (600) 75(60) 525 (420) 53 (42) 2UIREMENTS N BRACKETS) U R 2 or More 900 (720) 100 (80) 630 (504) 70 (56) 80% SATISFIED ///// YES LJ N //.'Hour Combination of Conditions A & B SATISFIED YES D NO D REQUIREMENT TWO CONDITIONS SATISFIED 80% CONDITION A. MINIMUM VEHICULAR VOLUME AND, B. INTERRUPTION OF CONTINUOUS TRAFFIC ^ AND. AN ADEQUATE TRIAL OF OTHER ALTERNATIVES THAT COULD CAUSE LESS DELAY AND INCONVENIENCE TO TRAFFIC HAS FAILED TO SOLVE THE TRAFFIC PROBLEMS FULFILLED Yes D No D Yes D No D The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal. Chapter 4C - Traffic Control Signal Needs Studies Part 4 - Highway Traffic Signals January 21,2010 31 California MUTCD (FHWA's MUTCD 2003 including Revisions 1 and 2, as amended for use in California) Figure 4C-1Q1 (CA), Traffic Signal Warrants Worksheet (Sheet 2 of 4) Page 4C-12 WARRANT 2 - Four Hour Vehicular Volume Record hourly vehicular volumes for any four hours of an average day. APPROACH LANES 2 or One More SATISFIED* YES ''Hour NO D Both Approaches - Major Street Higher Approach - Minor Street *AII plotted points fall above the applicable curve in Figure 4C-1 . (URBAN AREAS) OR. All plotted points fall above the applicable curve in Figure 4C-2. (RURAL AREAS) Yes D No D Yes D No D WARRANT 3 - Peak Hour (Part A or Part B must be satisfied) PART A (All parts 1,2, and 3 below must be satisfied for the same one hour, for any four consecutive 15-minute periods) SATISFIED YES D NO Q SATISFIED YES Q NO D 1. 2. 3. The total delay experienced by traffic on one minor street approach (one direction only) controlled by a STOP sign equals or exceeds four vehicle-hours for a one-lane approach, or five vehicle-hours for a two-lane approach; AND The volume on the same minor street approach (one direction only) equals or exceeds 100 vph for one moving lane of traffic or 150 vph for two moving lanes; AND 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 Yes Yes D D D No No No D D D PARTS SATISFIED YES D NO D APPROACH LANES 2 or One More Hour Both Approaches - Major Street Higher Approach - Minor Street The plotted point falls above the applicable curve in Figure 4C-3. (URBAN AREAS) OR, The plotted point falls above the applicable curve in Figure 4C-4. (RURAL AREAS) Yes D No D Yes D No D The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal. Chapter 4C - Traffic Control Signal Needs Studies Part 4 - Highway Traffic Signals January 21, 2010 32_ California MUTCD (FHWA's MUTCD 2003 including Revisions 1 and 2, as amended for use in California) Page 4C-13 Figure 4C-101 (CA). Traffic Signal Warrants Worksheet {Sheet 3 of 4) SATISFIED YES D NOWARRANT 4 - Pedestrian Volume (Parts A and B Must Be Satisfied) Part A {Parts 1 or 2 must be satisfied) Hours >SATISFIED YES D NO Q 2. Pedestrian Volume Adequate Crossing Gaps Pedestrian Volume Any hour > 190 OR any 4 hours > 100 AND < 60 gaps/hr Any hour >, 95 QR Any 4 hours > 50 AND ped crossing speed < 1 .2m/s (4 ft/sec) AMD < 60 gaps/hr Yes D No D Yes D No D Yes n No D Yes O No D Yes D No D Yes Q No D Yes D No D PartB SATISFIED YES D NO D AND, The distance to the nearest traffic signal along the major street is greater BwTgQ m (300 ft) OR. The proposed traffic signal will not restrict progressive traffic flow along the major street. Yes O Yes D No D No D WARRANT 5 - School Crossing (Parts A and B Must Be Satisfied) Part A Gap/Minutes and # of Children SATISFIED YES D NO D SATISFIED YES D NO D Hour Gapsvs Minutes Minutes Children Using Crossing Number of Adequate Gaps School Age Pedestrians Crossing Street / hr Gaps < Minutes AND Children > 20/hr AND, Consideration has been given to less restrictive remedial measures. YES Q NO D YES D NO D Yes D No D PartB SATISFIED YES NO The distance to the nearest traffic signal along the major street is greater than 90 m (300 ft) OR, The proposed signal will not restrict the progressive movement of traffic. Yes D Yes D No O No D The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal. Chapter 4C - Traffic Control Signal Needs Studies Part 4 - Highway Traffic Signals January 21, 2010 California MUTCD (FHWA's MUTCD 2003 including Revisions 1 and 2, as amended for use in California) Page 4C-14 Figure 4C*101 (CA), Traffic Signal Warrants Worksheet (Sheet 4 of 4) WARRANT 6 - Coordinated Signal System (AH Parts Must Be Satisfied) SATISFIED YES D NO D MINIMUM REQUIREMENTS > 300m (1000 ft) DISTANCE TO NEAREST SIGNAL N ft, S ft, E ft, W ft YesQ NoQ On a one-way street or a street that has traffic predominantly in one direction, the adjacent traffic control signals are so far apart that they do not provide the necessary degree ofvehicular platooning.ing: OR.. On a two-way street, adjacent traffic control signals do not provide the necessary degree of platooning and the proposed and adjacent traffic control signals will collectively provide a progressive operation. YesQ WARRANT 7 - Crash Experience Warrant (All Parts Must Be Satisfied) SATISFIED YES D NO D Adequate trial of alternatives with satisfactory observance and enforcement has failed to reduce the crash frequency. REQUIREMENTS 5 OR MORE REQUIREMENTS ONE CONDITION SATISFIED 80% Number of crashes reported within a 12 month period susceptible to correction by a traffic signal, and involving injury or damage exceeding the requirements for a reportabte crash. CONDITIONS Warrant 1 , Condition A - Minimum Vehicular Volume OR, Warrant 1 , Condition B - Interruption of Continuous Traffic Oji, Warrant 4, Pedestrian Volume Condition Fed Vol > 1 52 for any hour OR. Fed Vol > 80 for any 4 hours v7 YesQ NoQ YesQ Nod YesQ NoQ WARRANT 8 - Roadway Network (All Parts Must Be Satisfied) SATISFIED YES Q NO Q MINIMUM VOLUME REQUIREMENTS 1000Veh/Hr ENTERING VOLUMES - ALL APPROACHES During Typical Weekday Peak Hour Veh/Hr and has 5-year projected traffic volumes that meet one or more of Warrants 1 , 2, and 3 during an average weekday. OR During Each of Any 5 Hrs. of a Sat. or Sun CHARACTERISTICS OF MAJOR ROUTES Hwy. System Serving as Principal Network for Through Traffic Rural or Suburban Highway Outside Of, Entering, or Traversing a City Appears as Major Route on an Official Plan Veh MAJORROUTE A /Hr V MAJOR ROUTE B Any Major Route Characteristics Met, Both Streets FULFILLED YesQ NoQ YesQ NoQ The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal. Chapter 4C - Traffic Control Signal Needs Studies Part 4 - Highway Traffic Signals January 21,2010