Agenda packet — Atherton City Council, June 17, 2026 (part 4 of 4)

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Chapter 4C – Traffic Control Signal Needs Studies January 18, 2026 Part 4 Highway Traffic Signals
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 geometrics, channelization, grades, sight-distance restrictions, transit stops and routes, parking conditions, pavement markings, roadway lighting, driveways, nearby railroad crossings, distance to the 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.
19 The following data, which are desirable for a more precise understanding of the operation of the intersection, may be obtained during the periods described in Item B of Paragraph 18 of this Section:

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.

Standard:
19a 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 documented.

Support:
19b Figure 4C–101(CA) and Figure 4C-103(CA) are examples of warrant sheets.

Guidance:
19c Figure 4C-103(CA) should be used only for new intersections or other locations where it is not reasonable to count actual traffic volumes.

Support:
20 The safe and efficient movement of all road users is the primary consideration in the engineering study to determine whether to install a traffic control signal or to install some other type of control or roadway configuration. Installation of a traffic control signal does not necessarily result in improved safety in every case. In some cases, the installation of a traffic control signal at an inappropriate location could adversely impact safety for one or more types of road users. The purpose of the engineering study is to evaluate all of the factors that are relevant to a specific location. The satisfaction of a warrant (or warrants) is one of the relevant factors in the engineering study, but it is not intended to be the only factor or even the overriding consideration. Agencies can install a traffic control signal at a location where no warrants are met, but only after conducting an engineering study that documents the rationale for deciding that the installation of a traffic control signal is the best solution for improving the overall safety and/or operation at the location.

Section 4C.02 Warrant 1, Eight-Hour Vehicular Volume
Support:
01 The Minimum Vehicular Volume, Condition A (see Table 4C-1), is intended for application at locations where a large volume of intersecting traffic is the principal reason to consider installing a traffic control signal. 02 The Interruption of Continuous Traffic, Condition B (see Table 4C-1), 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. 03 It is intended that Warrant 1 be treated as a single warrant. If Condition A is satisfied, then Warrant 1 is satisfied and analyses of Condition B and the combination of Conditions A and B are not needed. Similarly, if Condition B is satisfied, then Warrant 1 is satisfied and an analysis of the combination of Conditions A and B is not needed.

Guidance:
04 The need for a traffic control signal should 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 more critical minor-street approach, 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 California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Chapter 4C – Traffic Control Signal Needs Studies January 18, 2026 Part 4 Highway Traffic Signals
street and the more critical minor-street approach, respectively, to the intersection.

Standard:
05 These major-street and minor-street volumes shall be for the same 8 hours for each condition; however, the 8 hours that are selected for the Condition A analysis shall not be required to be the same 8 hours that are selected for the Condition B analysis.

Support:
06 On the minor street, the more critical volume is not required to be on the same approach during each of these 8 hours. The more critical minor-street volume is the one that meets the warranting criteria for that approach, and in the case of a one-lane minor-street approach that is opposite from a multi-lane minor-street approach might not have the higher volume.

Option:
07 If the posted or statutory speed limit or the 85th-percentile speed on the major street 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:
08 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. 09 The need for a traffic control signal should 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 more critical minor-street approach, 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 more critical minor-street approach, respectively, to the intersection.

Standard:
10 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.

Support:
11 On the minor street, the more critical volume is not required to be on the same approach during each of the 8 hours.

The more critical minor-street volume is the one that meets the warranting criteria for that approach, and in the case of a one-lane minor-street approach that is opposite from a multi-lane minor-street approach might not have the higher volume.

Option:
12 If the posted or statutory speed limit or the 85th-percentile speed on the major street 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:
01 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.

Guidance:
02 The need for a traffic control signal should 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 more critical minor-street approach (one direction only) all fall above the applicable curve in Figure 4C-1 for the existing combination of approach lanes.

Support:
03 On the minor street, the more critical volume is not required to be on the same approach during each of these 4 hours. The more critical minor-street volume is the one that meets the warranting criteria for that approach, and in the case of a one-lane minor-street approach that is opposite from a multi-lane minor-street approach might not have the higher volume.

California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Option:
04 If the posted or statutory speed limit or the 85th-percentile speed on the major street 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:
01 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.

Guidance:
02 This signal warrant should 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.
03 The need for a traffic control signal should 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 more critical minor-street approach (one direction only) for 1 hour (any four consecutive 15-minute periods) of an average day falls above the applicable curve in Figure 4C-3 for the existing combination of approach lanes.

Option:
04 If the posted or statutory speed limit or the 85th-percentile speed on the major street 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 evaluate the criteria in Item B of Paragraph 3 in this Section. 05 If this warrant is the only warrant met and a traffic control signal is justified by an engineering study, the traffic control signal may be operated in the flashing mode during the hours that the volume criteria of this warrant are not met.

Guidance:
06 If this warrant is the only warrant met and a traffic control signal is justified by an engineering study, the traffic control signal should be traffic-actuated.

Section 4C.05 Warrant 4, Pedestrian Volume
Support:
01 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.

Guidance:
02 The need for a traffic control signal at an intersection or midblock crossing should be considered if an engineering study finds that one of the following criteria is met:

A. 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 pedestrians per hour crossing the major street (total of all crossings) all fall above the curve in Figure 4C-5; or B. For 1 hour (any four consecutive 15-minute periods) of an average day, the plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding pedestrians per hour crossing the major street (total of all crossings) falls above the curve in Figure 4C-6.

California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Option:
03 If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 35 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-7 may be used in place of Figure 4C-5 to evaluate Item A in Paragraph 2 of this Section, and Figure 4C-8 may be used in place of Figure 4C-6 to evaluate Item B in Paragraph 2 of this Section. 04 Where there is a divided street having a median of sufficient width for pedestrians to wait, the criteria in Items A and B of Paragraph 2 of this Section may be applied separately to each direction of vehicular traffic.

Guidance:
05 The Pedestrian Volume signal warrant should not be applied at locations where the distance to the nearest traffic control signal or STOP sign controlling the street that pedestrians desire to cross is less than 300 feet, unless the proposed traffic control signal will not restrict the progressive movement of traffic.

Standard:
06 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 complying with the provisions set forth in Chapter 4I.

Guidance:
07 If this warrant is met and a traffic control signal is justified by an engineering study, then:

A. If it is installed at an intersection or major driveway location, the traffic control signal should also control the minor-street or driveway traffic, should be traffic-actuated, and should include pedestrian detection.

B. If it is installed at a non-intersection crossing, the traffic control signal should be installed at least 100 feet from side streets or driveways that are controlled by STOP or YIELD signs, and should be pedestrian-actuated. If the traffic control signal is installed at a non-intersection crossing, at least one of the signal faces should be over the traveled way for each approach, parking and other sight obstructions should be prohibited for at least 100 feet in advance of and at least 20 feet beyond the crosswalk or site accommodations should be made through curb extensions or other techniques to provide adequate sight distance, and the installation should include suitable standard signs and pavement markings.

C. Furthermore, if it is installed within a signal system, the traffic control signal should be coordinated.

Option:
08 The criterion for the pedestrian volume crossing the major street may be reduced as much as 50 percent if the 15thpercentile crossing speed of pedestrians is less than 3.5 feet per second (see Figures 4C-5 through 4C-8). 09 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.

Section 4C.06 Warrant 5, School Crossing
Support:
01 The School Crossing signal warrant is intended for application where the fact that schoolchildren cross the major street is the principal reason to consider installing a traffic control signal. For the purposes of this warrant, the word “schoolchildren” includes elementary through high school students.

Guidance:
02 The need for a traffic control signal should 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 schoolchildren 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 schoolchildren are using the crossing is less than the number of minutes in the same period and there are a minimum of 20 schoolchildren during the highest crossing hour. 03 Before a decision is made to install a traffic control signal, consideration should be given to the implementation of other remedial measures, such as warning signs and flashers, school speed zones, school crossing guards, or a gradeseparated crossing. 04 The School Crossing signal warrant should not be applied at locations where the distance to the nearest traffic control signal along the major street is less than 300 feet, unless the proposed traffic control signal will not restrict the progressive movement of traffic.

Standard:
05 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 complying with the provisions set forth in Chapter 4I.

California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Guidance:
06 If this warrant is met and a traffic control signal is justified by an engineering study, then:

C. Furthermore, if it is installed within a signal system, the traffic control signal should be coordinated.

Standard:
07 Criterion for school crossing traffic signals shall be as follows:

A. The signal shall be designed for full-time operation.

B. Pedestrian signal faces shall be installed at all marked crosswalks at signalized intersections along the “Suggested Route to School.”
C. If an intersection is signalized under this guideline for school pedestrians, the entire intersection shall be signalized.

Guidance:

D. School area traffic signals should be traffic actuated type with push buttons or other detectors for pedestrians.

Option:
08 Non-intersection school pedestrian crosswalk locations may be signalized when justified.

Section 4C.07 Warrant 6, Coordinated Signal System
Support:
01 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.

Guidance:
02 The need for a traffic control signal should 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. 03 The Coordinated Signal System signal warrant should not be applied where the resultant spacing of traffic control signals would be less than 1,000 feet.

Section 4C.08 Warrant 7, Crash Experience
Support:
01 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.

Guidance:
02 The need for a traffic control signal should 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. At least one of the following conditions applies to the reported crash history (where each reported crash considered is related to the intersection and apparently exceeds the applicable requirements for a reportable crash):

1. The number of reported angle crashes and pedestrian crashes within a 1-year period equals or exceeds the California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Chapter 4C – Traffic Control Signal Needs Studies January 18, 2026 Part 4 Highway Traffic Signals
threshold number in Table 4C-2 for total angle crashes and pedestrian crashes (all severities); or

2. The number of reported fatal-and-injury angle crashes and pedestrian crashes within a 1-year period equals or exceeds the threshold number in Table 4C-2 for total fatal-and-injury angle crashes and pedestrian crashes; or

3. The number of reported angle crashes and pedestrian crashes within a 3-year period equals or exceeds the threshold number in Table 4C-3 for total angle crashes and pedestrian crashes (all severities); or

4. The number of reported fatal-and-injury angle crashes and pedestrian crashes within a 3-year period equals or exceeds the threshold number in Table 4C-3 for total fatal-and-injury angle crashes and pedestrian crashes; 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 more critical minor-street approach, respectively, to the intersection, or the volume of pedestrian traffic is not less than 80 percent of the requirements specified in the Pedestrian Volume warrant (see Section 4C.05).

Standard:
03 These major-street and minor-street volumes shall be for the same 8 hours.

Support:
04 On the minor street, the more critical volume is not required to be on the same approach during each of these 8 hours. The more critical minor-street volume is the one that meets the warranting criteria for that approach, and in the case of a one-lane minor-street approach that is opposite from a multi-lane minor-street approach might not have the higher volume.

Option:
05 If the posted or statutory speed limit or the 85th-percentile speed on the major street 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:

A. The traffic volumes in the 56 percent columns in Table 4C-1 may be used in place of the 80 percent columns.

B. Tables 4C-4 and 4C-5 may be used in place of Tables 4C-2 and 4C-3, respectively. Option:
06 Agencies may calibrate Highway Safety Manual (HSM) (AASHTO, 2010) safety performance functions (SPFs) to their own crash data or develop their own SPFs to produce agency specific average crash frequency values. When documented as part of the engineering study, these agency specific crash frequency values may be used instead of the values shown in Tables 4C-2 through 4C-5 when applying the Crash Experience signal warrant.

Support:
07 The values in Tables 4C-2 through 4C-5 for Minimum Number of Reported Crashes that correspond to the Crash Experience signal warrant were derived using the safety performance functions (SPFs) in the Highway Safety Manual (HSM) (AASHTO, 2010) for stop-controlled and signalized intersections with characteristics that are considered typical. The values in Tables 4C-2 through 4C-5 are representative of average crash frequency for the given intersection condition. The values correspond to the threshold at which the signalized intersection safety performance outperforms the stop-controlled intersection, for otherwise identical conditions and equivalent traffic.

Section 4C.09 Warrant 8, Roadway Network
Support:
01 Installing a traffic control signal at some intersections might be justified to encourage concentration and organization of traffic flow on a roadway network.

Guidance:
02 The need for a traffic control signal should 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 non-normal business day (Saturday or Sunday). 03 A major route as used in this signal warrant should have at least one 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; California MUTCD 2026 Edition
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Chapter 4C – Traffic Control Signal Needs Studies January 18, 2026 Part 4 Highway Traffic Signals
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.10 Warrant 9, Intersection Near a Grade Crossing Support:
01 The Intersection Near a Grade Crossing signal warrant is intended for use at a location where none of the conditions described in the other eight traffic signal warrants are met, but the proximity of a grade crossing on an approach controlled by a STOP or YIELD sign at a highway-highway intersection is the principal reason to consider installing a traffic control signal.

Guidance:
02 This signal warrant should be applied only after adequate consideration has been given to other alternatives or after a trial of an alternative has failed to alleviate the safety concerns associated with the grade crossing. Among the alternatives that should be considered or tried are:

A. Providing additional pavement that would enable vehicles to clear the track or that would provide space for an evasive maneuver, or
B. Reassigning the stop controls at the highway-highway intersection to make the approach across the track a nonstopping approach. 03 The need for a traffic control signal should be considered if an engineering study finds that both of the following criteria are met:

A. A grade crossing exists on an approach controlled by a STOP or YIELD sign at a highway-highway intersection and the center of the track nearest to the intersection is within 140 feet of the stop line or yield line on the approach; and
B. During the highest traffic volume hour during which rail traffic uses the crossing, the plotted point representing the vehicles per hour on the major street (total of both approaches) of the highway- highway intersection and the corresponding vehicles per hour on the minor-street approach that crosses the track (one direction only, approaching the intersection) falls above the applicable curve in Figure 4C-9 or 4C-10 for the existing combination of approach lanes over the track and the distance D, which is the clear storage distance as defined in Section 1C.02.
04 The following considerations apply when plotting the traffic volume data on Figure 4C-9 or 4C-10:

A. Figure 4C-9 should be used if there is only one lane approaching the highway-highway intersection at the track crossing location and Figure 4C-10 should be used if there are two or more lanes approaching the highwayhighway intersection at the track crossing location.

B. After determining the actual distance D, the curve for the distance D that is nearest to the actual distance D should be used. For example, if the actual distance D is 95 feet, the plotted point should be compared to the curve for D=90 feet.

C. If the rail traffic arrival times are unknown, the highest traffic volume hour of the day should be used.

Option:
05 The traffic volume on the minor-street approach to the highway-highway intersection may be multiplied by up to three adjustment factors as provided in Paragraphs 6 through 8 of this Section. 06 Because the curves are based on an average of four occurrences of rail traffic per day, the vehicles per hour on the minor-street approach may be multiplied by the adjustment factor shown in Table 4C-6 for the appropriate number of occurrences of rail traffic per day.
07 Because the curves are based on typical vehicle occupancy, if at least 2% of the vehicles crossing the track are buses carrying at least 20 people, the vehicles per hour on the minor-street approach may be multiplied by the adjustment factor shown in Table 4C-7 for the appropriate percentage of high-occupancy buses. 08 Because the curves are based on tractor-trailer trucks comprising 10% of the vehicles crossing the track, the vehicles per hour on the minor-street approach may be multiplied by the adjustment factor shown in Table 4C-8 for the appropriate distance and percentage of tractor-trailer trucks.

California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Standard:
09 If this warrant is met and a traffic control signal at the highway-highway intersection is justified by an engineering study, then:

A. The traffic control signal shall have actuation on the minor street, B. Preemption control shall be provided in accordance with Sections 4F.19 and 8D.09, and C. The grade crossing shall have flashing-light signals (see Section 8D.02).

Guidance:
10 If this warrant is met and a traffic control signal at the highway-highway intersection is justified by an engineering study, the grade crossing should have automatic gates (see Section 8D.03).

California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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2 OR MORE LANES & 2 OR MORE LANES
2 OR MORE MAJOR-STREET LANES
& 1 MINOR-STREET LANE
1 MAJOR-STREET LANE &
2 OR MORE MINOR-STREET LANES
1 LANE & 1 LANE
300 400 500 600 700 800 900 1000 1100 1200 1300 1400
100
200
300
400
500
MINOR
STREET
MORE

CRITICAL

APPROACH -
VPH
115*
80*
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-1. Warrant 2, Four-Hour Vehicular Volume
Chapter 4C – Traffic Control Signal Needs Studies (Figures) Part 4 Highway Traffic Signals
January 18, 2026
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Figure 4C-2. Warrant 2, Four-Hour Vehicular Volume (70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 40 MPH ON MAJOR STREET) MINOR
STREET
MORE

CRITICAL

APPROACH -
VPH
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 200 300 400 500 600 700 800 900 1000
100
200
300
400
60*
80*
2 OR MORE LANES & 2 OR MORE LANES
2 OR MORE MAJOR-STREET LANES
& 1 MINOR-STREET LANE
1 MAJOR-STREET LANE &
2 OR MORE MINOR-STREET LANES
1 LANE & 1 LANE
Chapter 4C – Traffic Control Signal Needs Studies (Figures) Part 4 Highway Traffic Signals
January 18, 2026
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Figure 4C-3. Warrant 3, Peak Hour
150*
100 100*
200
300
400
500
MINOR
STREET
MORE

CRITICAL

APPROACH -
VPH
600
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 2 OR MORE LANES & 2 OR MORE LANES
2 OR MORE MAJOR-STREET LANES
& 1 MINOR-STREET LANE
1 MAJOR-STREET LANE &
2 OR MORE MINOR-STREET LANES
1 LANE & 1 LANE
Chapter 4C – Traffic Control Signal Needs Studies (Figures) Part 4 Highway Traffic Signals
January 18, 2026
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Figure 4C-4. Warrant 3, Peak Hour (70% Factor)
(COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 40 MPH ON MAJOR STREET) MAJOR STREET—TOTAL OF BOTH APPROACHES—

VEHICLES PER HOUR (VPH)
300 400 500 600 700 800 900 1000
MINOR
STREET
MORE

CRITICAL

APPROACH -
VPH
100
200
300
400
75*
100*
1100 1200 1300
2 OR MORE LANES & 2 OR MORE LANES
2 OR MORE MAJOR-STREET LANES
& 1 MINOR-STREET LANE
1 MAJOR-STREET LANE &
2 OR MORE MINOR-STREET LANES
1 LANE & 1 LANE
*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 (Figures) Part 4 Highway Traffic Signals
January 18, 2026
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Figure 4C-5. Warrant 4, Pedestrian Four-Hour Volume
300 400 500 600 700 800 900 1000 1100 1200 1300 1400
100
200
300
400
500

TOTAL OF ALL

PEDESTRIANS

CROSSING
MAJOR STREETPEDESTRIANS

PER HOUR (PPH)
15th-percentile
crossing speed is
less than 3.5 feet
per second.
107*
53**
MAJOR STREET—TOTAL OF BOTH APPROACHES—

VEHICLES PER HOUR (VPH)
* 107 pph applies as the lower threshold volume
** 53 pph applies as the lower threshold volume if
the 15th-percentile crossing speed is less than

3.5 feet per second
Chapter 4C – Traffic Control Signal Needs Studies (Figures) Part 4 Highway Traffic Signals
January 18, 2026
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Figure 4C-6. Warrant 4, Pedestrian Peak Hour
300 1800
100
200
300
400
500
600
700

TOTAL OF ALL

PEDESTRIANS

CROSSING
MAJOR STREETPEDESTRIANS

PER HOUR (PPH)
133*
MAJOR STREET—TOTAL OF BOTH APPROACHES—

VEHICLES PER HOUR (VPH)
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 15th-percentile
crossing speed is
less than 3.5 feet
per second.
66**
* 133 pph applies as the lower threshold volume
** 66 pph applies as the lower threshold volume if
the 15th-percentile crossing speed is less than

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200 1000
100
200
300
400

TOTAL OF ALL

PEDESTRIANS

CROSSING
MAJOR STREETPEDESTRIANS

PER HOUR (PPH)
75*
MAJOR STREET—TOTAL OF BOTH APPROACHES—

VEHICLES PER HOUR (VPH)
300 400 500 600 700 800 900
Figure 4C-7. Warrant 4, Pedestrian Four-Hour Volume (70% Factor) 15th-percentile
crossing speed is
less than 3.5 feet
per second.
37**
* 75 pph applies as the lower threshold volume
** 37 pph applies as the lower threshold volume if
the 15th-percentile crossing speed is less than

3.5 feet per second
*** Refer to FHWA’s List of Known Errors for error
in the parenthesis below the figure title. Refer
to Section 1A.04 for more details.
(COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 40*** MPH ON MAJOR STREET) Chapter 4C – Traffic Control Signal Needs Studies (Figures) Part 4 Highway Traffic Signals
January 18, 2026
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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100
200
300
400
500

TOTAL OF ALL

PEDESTRIANS

CROSSING
MAJOR STREETPEDESTRIANS

PER HOUR (PPH)
93*
MAJOR STREET—TOTAL OF BOTH APPROACHES—

VEHICLES PER HOUR (VPH)
200 300 400 500 600 700 800 900 1000 1100 1200
Figure 4C-8. Warrant 4, Pedestrian Peak Hour (70% Factor) 15th-percentile
crossing speed is
less than 3.5 feet
per second.
46**
* 93 pph applies as the lower threshold volume
** 46 pph applies as the lower threshold volume if
the 15th-percentile crossing speed is less than

3.5 feet per second
*** Refer to FHWA’s List of Known Errors for error
in the parenthesis below the figure title. Refer to
Section 1A.04 for more details.
(COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 40*** MPH ON MAJOR STREET) Chapter 4C – Traffic Control Signal Needs Studies (Figures) Part 4 Highway Traffic Signals
January 18, 2026
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Figure 4C-9. Warrant 9, Intersection Near a Grade Crossing (One Approach Lane at the Track Crossing)

MINOR STREET,

CROSSING

APPROACH -

EQUIVALENT
VPH**
50 100
150
200
250
300
350
0 100 200 300 400 500 600 700 800
MAJOR STREET—TOTAL OF BOTH APPROACHES—VEHICLES PER HOUR (VPH) D = 130 ft
D = 110 ft
D = 90 ft
D = 70 ft
D = 50 ft
D = 30 ft
25*
Major
Street
Minor Street
D
6 ft
* 25 vph applies as the lower threshold volume
** VPH after applying the adjustment factors in Tables 4C-6, 4C-7, and/or 4C-8, if appropriate Chapter 4C – Traffic Control Signal Needs Studies (Figures) Part 4 Highway Traffic Signals
January 18, 2026
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Figure 4C-10. Warrant 9, Intersection Near a Grade Crossing (Two or More Approach Lanes at the Track Crossing)

MINOR STREET,

CROSSING

APPROACH -

EQUIVALENT
VPH**
50 100
150
200
250
300
350
0 100 200 300 400 500 600 700 800
25*
MAJOR STREET—TOTAL OF BOTH APPROACHES—VEHICLES PER HOUR (VPH) D = 130 ft
D = 1 10 ft
D = 90 ft
D = 70 ft
D = 50 ft
D = 30 ft
Minor Street
D
6 ft
Major Street
* 25 vph applies as the lower threshold volume
** VPH after applying the adjustment factors in Tables 4C-6, 4C-7, and/or 4C-8, if appropriate Chapter 4C – Traffic Control Signal Needs Studies (Figures) Part 4 Highway Traffic Signals
January 18, 2026
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Figure 4C-101(CA). Traffic Signal Warrants Worksheet (Sheet 1 of 5)

REQUIREMENT FULFILLED

TWO CONDITIONS
SATISFIED 80%
A. MINIMUM VEHICULAR VOLUME
AND,
B. INTERRUPTION OF CONTINUOUS TRAFFIC

CONDITION
Yes No
Combination of Conditions A & B SATISFIED NO YES
WARRANT 1 - Eight Hour Vehicular Volume

MINIMUM REQUIREMENTS
(80% SHOWN IN BRACKETS)

U R U R

APPROACH
LANES
Both Approaches
Major Street
Highest Approach
Minor Street
1 2 or More
750
(600)
525
(420)
900
(720)
630
(504)
75 (60)
53 (42)
100
(80)
70 (56)
Hour
Condition B - Interruption of Continuous Traffic

MINIMUM REQUIREMENTS
(80% SHOWN IN BRACKETS)

U R U R

APPROACH
LANES
Both Approaches
Major Street
Highest Approach
Minor Street
1 2 or More
500
(400)
350
(280)
600
(480)
420
(336)
150
(120)
105
(84)
200
(160)
140
(112)
Hour
Condition A - Minimum Vehicle Volume 100% SATISFIED NO YES 80% SATISFIED NO YES
100% SATISFIED NO YES
80% SATISFIED NO YES

DIST CO RTE PM

CALC DATE

CHK DATE
Major St:

Minor St:

Critical Approach Speed
Critical Approach Speed
mph
mph
Speed limit or critical speed on major street traffic > 40 mph.........................

In built up area of isolated community of < 10,000 population....................... or RURAL (R)

URBAN (U)
CALC

COUNT DATE

SATISFIED YES NO
(Condition A or Condition B or combination of A and B must be satisfied)

AND, AN ADEQUATE TRIAL OF OTHER ALTERNATIVES THAT COULD

CAUSE LESS DELAY AND INCONVENIENCE TO TRAFFIC HAS FAILED

TO SOLVE THE TRAFFIC PROBLEMS
Yes No
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.

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 (Figures) Part 4 Highway Traffic Signals
January 18, 2026
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Figure 4C-101(CA). Traffic Signal Warrants Worksheet (Sheet 2 of 5) Record hourly vehicular volumes for any four hours of an average day.

WARRANT 2 - Four Hour Vehicular Volume

APPROACH LANES
Both Approaches - Major Street
Higher Approach - Minor Street
One
2 or
More Hour
*All plotted points fall above the applicable curve in Figure 4C-1. (URBAN AREAS) Yes No SATISFIED* YES NO
WARRANT 3 - Peak Hour
(Part A or Part B must be satisfied)

1. 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

2. 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

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 No
Yes No
Yes No

SATISFIED YES NO

PART A SATISFIED YES NO

PART B SATISFIED YES NO

APPROACH LANES
Both Approaches - Major Street
Higher Approach - Minor Street
One
2 or
More Hour
(All parts 1, 2, and 3 below must be satisfied for the same one hour, for any four consecutive 15-minute periods)
OR, All plotted points fall above the applicable curve in Figure 4C-2. (RURAL AREAS) Yes No The plotted point falls above the applicable curve in Figure 4C-3. (URBAN AREAS) Yes No OR, The plotted point falls above the applicable curve in Figure 4C-4. (RURAL AREAS) Yes No The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal.

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Figure 4C-101 (CA). Traffic Signal Warrants Worksheet (Sheet 3 of 5) The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal.

Part B
WARRANT 5 - School Crossing
(Parts A and B Must Be Satisfied)
Part A
Gap/Minutes and # of Children

SATISFIED NO YES
Gaps < Minutes
School Age Pedestrians Crossing Street / hr AND Children > 20/hr Minutes Children Using Crossing
Number of Adequate Gaps
Gaps
vs
Minutes
YES NO
YES NO

SATISFIED YES NO
Vehicles per hour for
any 4 hours
Figure 4C-5 or Figure 4C-6
AND, The distance to the nearest traffic signal along the major street is greater than 300 ft
OR, The proposed traffic signal will not restrict progressive traffic flow along the major street.

Yes No
Yes No
Hours >
WARRANT 4 - Pedestrian Volume
(Parts 1 and 2 Must Be Satisfied)
Part 1 (Parts A or B must be satisfied)
A.

Part 2

SATISFIED NO YES
AND, Consideration has been given to less restrictive remedial measures. Yes No

SATISFIED NO YES
The distance to the nearest traffic signal along the major street is greater than 300 ft
OR, The proposed signal will not restrict the progressive movement of traffic.

Yes No
Yes No

SATISFIED YES NO
Figure 4C-7 or Figure 4C-8

SATISFIED YES NO

SATISFIED YES NO
Hour
Vehicles per hour for
any 1 hour
Hours >
B.

Pedestrians per hour for
any 4 hours
Pedestrians per hour for
any 1 hour
Chapter 4C – Traffic Control Signal Needs Studies (Figures) Part 4 Highway Traffic Signals
January 18, 2026
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Figure 4C-101(CA). Traffic Signal Warrants Worksheet (Sheet 4 of 5) The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal.

WARRANT 7 - Crash Experience Warrant
(All Parts Must Be Satisfied)
Adequate trial of alternatives with satisfactory observance and enforcement has failed to reduce the crash frequency.

Yes No

SATISFIED NO YES
WARRANT 6 - Coordinated Signal System
(All Parts Must Be Satisfied)

MINIMUM REQUIREMENTS DISTANCE TO NEAREST SIGNAL
> 1000 ft N ______ ft, S ______ ft, E ______ ft, W ______ ft Yes No 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.

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.

SATISFIED NO YES
WARRANT 8 - Roadway Network
(All Parts Must Be Satisfied)

MINIMUM VOLUME

REQUIREMENTS ENTERING VOLUMES - ALL APPROACHES FULFILLED 1000 Veh/Hr
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. Yes No OR
During Each of Any 5 Hrs. of a Sat. or Sun ______ Veh/Hr

CHARACTERISTICS OF MAJOR ROUTES
Hwy. System Serving as Principal Network for Through Traffic Rural or
Suburban Highway Outside Of, Entering, or Traversing a City Any Major Route Characteristics Met, Both Streets
MAJOR

ROUTE A
Appears as Major Route on an Official Plan

SATISFIED NO YES
MAJOR

ROUTE B
Yes No

REQUIREMENTS
Yes No
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 reportable crash. 5 OR MORE

REQUIREMENTS CONDITIONS
ONE CONDITION Yes No

SATISFIED

MINIMUM

REPORTED CRASHES
Table 4C-2, Angle crashes and pedestrian crashes
OR, Table 4C-2, Fatal-and-injury angle crashes and
pedestrian crashes
OR, Table 4C-3, Angle crashes and pedestrian crashes
Yes No
Warrant 1, Condition A - Minimum Vehicular Volume
OR, Warrant 1, Condition B -
Interruption of Continuous Traffic
OR, Warrant 4, Pedestrian Volume Condition
Ped Vol > 80% of Figure 4C-5 through Figure 4C-8
OR, Table 4C-3, Fatal-and-injury angle crashes and
pedestrian crashes

ONE CONDITION
SATISFIED 80%
Yes No
Chapter 4C – Traffic Control Signal Needs Studies (Figures) Part 4 Highway Traffic Signals
January 18, 2026
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Figure 4C-101 (CA). Traffic Signal Warrants Worksheet (Sheet 5 of 5) WARRANT 9 - Intersection Near a Grade Crossing
(Both Parts A and B Must Be Satisfied)
Yes No
PART B
There is one minor street approach lane at the track crossing - During the highest traffic volume hour during which rail traffic uses the crossing, the plotted point falls above the applicable curve in Figure 4C-9.

SATISFIED NO YES
Yes No
PART A
A grade crossing exists on an approach controlled by a STOP or YIELD sign and the center of the track nearest to the intersection is within 140 feet of the stop line or yield line on the approach. Track Center Line to Limit Line ______ ft The minor street approach volume may be multiplied by up to three following adjustment factors (AF) as described in Section 4C.10.
1- Number of Rail Traffic per Day________________________________ Adjustment factor from table 4C-2____ 2- Percentage of High-Occupancy Buses on Minor Street Approach_____ Adjustment factor from table 4C-3____ 3- Percentage of Tractor-Trailer Trucks on Minor Street Approach_______ Adjustment factor from table 4C-4____ NOTE: If no data is availale or known, then use AF = 1 (no adjustment) OR, There are two or more minor street approach lanes at the track crossing - During the highest traffic volume hour during which rail traffic uses the crossing, the plotted point falls above the applicable curve in Figure 4C-10.

Major Street - Total of both approaches : ______ VPH
Minor Street - Crosses the track (one direction only, approaching the intersection):
______ VPH X AF (Use Tables 4C-2, 3, & 4 below to calcualte AF) = ______ VPH Chapter 4C – Traffic Control Signal Needs Studies (Figures) Part 4 Highway Traffic Signals
January 18, 2026
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Figure 4C-102 (CA). Traffic Count Worksheet
( ) ( ) ( )
Pedestrians
Peak Total*
Number of Lanes __________
( ) ( ) ( )
AM Peak PM Peak Total*
Pedestrians
Total* Peak
Number of Lanes __________
( ) ( ) ( )
AM Peak PM Peak Total*
Pedestrians
Peak Total*
Number of Lanes __________
( ) ( ) ( )
AM Peak PM Peak Total*
Pedestrians
Total* Peak
Number of Lanes __________
*Entire Count Period
Insert North Point

DIRECTIONAL TRAFFIC COUNT
Dist Co Rte PM
Intersection Give Name
City
Day Date
Hour to Hour
Total Volume
Hour Volume
Hour Volume
AM Peak PM Peak Total*
AM Peak
PM Peak

NOT TO SCALE
Chapter 4C – Traffic Control Signal Needs Studies (Figures) Part 4 Highway Traffic Signals
January 18, 2026
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Figure 4C-103 (CA). Traffic Signal Warrants Worksheet
(Average Traffic Estimate Form)
Note: To be used only for NEW INTERSECTIONS or other locations where it is not reasonable to count actual traffic volumes.
(Based on Estimated Average Daily Traffic - See Note)
URBAN............................. RURAL............................ Minimum Requirements EADT
CONDITION A - Minimum Vehicular Volume
Satisfied ___________ Not Satisfied ___________
CONDITION B - Interruption of Continuous Traffic
Satisfied ___________ Not Satisfied ___________
Combination of CONDITIONS A + B
Satisfied ___________ Not Satisfied ___________
Number of lanes for moving traffic on each approach
Major Street

1.....................................
2 or More.......................
2 or More........................

1.....................................

Minor Street

1.....................................

1.........................................
2 or More........................
2 or More........................

Number of lanes for moving traffic on each approach
Major Street

1.....................................
2 or More.......................
2 or More........................

1.....................................

Minor Street

1.....................................

1.........................................
2 or More........................
2 or More........................

No one condition satisfied, but following conditions
fulfilled 80% or more........... _________ _________
A B
Vehicles Per Day
on Major Street
(Total of Both Approaches)
Vehicles Per Day
on Higher-Volume
Minor Street Approach
(One Direction Only)
8,000 5,600
9,600 6,720
9,600 6,720
8,000 5,600
Urban Rural
2,400 1,680
2,400 1,680
3,200 2,240
3,200 2,240
Urban Rural
12,000 8,400
14,400 10,080
14,400 10,080
12,000 8,400
Urban Rural
1,200 850
1,200 850
1,600 1,120
1,600 1,120
Urban Rural
Vehicles Per Day
on Major Street
(Total of Both Approaches)
Vehicles Per Day
on Higher-Volume
Minor Street Approach
(One Direction Only)
2 CONDITIONS
80%

DIST CO RTE PM

CALC DATE

CHK DATE
Major St:

Minor St:

Critical Approach Speed
Critical Approach Speed
mph
mph
Speed limit or critical speed on major street traffic > 40 mph.........................

In built up area of isolated community of < 10,000 population....................... or RURAL (R)

URBAN (U)
CALC

COUNT DATE
2 CONDITIONS
80%
The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal.

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Chapter 4C – Traffic Control Signal Needs Studies (Tables) January 18, 2026 Part 4 Highway Traffic Signals
Table 4C-1. Warrant 1, Eight-Hour Vehicular Volume
Condition A—Minimum Vehicular Volume
Number of lanes for moving traffic
on each approach
Vehicles per hour on major street
(total of both approaches)
Vehicles per hour on more critical
minor-street approach (one direction only)
Major Street Minor Street 100%a 80%b 70%c 56%d 100%a 80%b 70%c 56%d 1 1 500 400 350 280 150 120 105 84
2 or more 1 600 480 420 336 150 120 105 84
2 or more 2 or more 600 480 420 336 200 160 140 112
1 2 or more 500 400 350 280 200 160 140 112
*
Number of lanes for moving traffic
on each approach
Vehicles per hour on major street
(total of both approaches)
Vehicles per hour on more critical
minor-street approach (one direction only)
Major Street Minor Street 100%a 80%b 70%c 56%d 100%a 80%b 70%c 56%d 1 1 750 600 525 420 75 60 53 42
2 or more 1 900 720 630 504 75 60 53 42
2 or more 2 or more 900 720 630 504 100 80 70 56
1 2 or more 750 600 525 420 100 80 70 56
a Basic minimum hourly volume
b Used for combination of Conditions A and B after adequate trial of other remedial measures c May be used when the major-street speed exceeds 40 mph or in an isolated community with a population of less than 10,000
d May be used for combination of Conditions A and B after adequate trial of other remedial measures when the major-street speed exceeds 40 mph or in an isolated community with a population of less than 10,000 * Refer to FHWA’s List of Known Errors for error above the second sub-table. Refer to Section 1A.04 for more details.

Table 4C-2. Minimum Number of Reported Crashes in a One-Year Period Number of through lanes on
each approach
Total of angle and pedestrian
crashes (all severities)a
Total of fatal-and-injury angle
and pedestrian crashesa
Major Street Minor Street Four Legs Three Legs Four Legs Three Legs 1 1 5 4 3 3
2 or more 1 5 4 3 3
2 or more 2 or more 5 4 3 3
1 2 or more 5 4 3 3
a Angle crashes include all crashes that occur at an angle and involve one or more vehicles on the major street and one or more vehicles on the minor street
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Chapter 4C – Traffic Control Signal Needs Studies (Tables) January 18, 2026 Part 4 Highway Traffic Signals
Table 4C-3. Minimum Number of Reported Crashes in a Three-Year Period Number of through lanes
on each approach
Total of angle and pedestrian
crashes (all severities)a
Total of fatal-and-injury angle
and pedestrian crashesa
Major Street Minor Street Four Legs Three Legs Four Legs Three Legs 1 1 6 5 4 4
2 or more 1 6 5 4 4
2 or more 2 or more 6 5 4 4
1 2 or more 6 5 4 4
a Angle crashes include all crashes that occur at an angle and involve one or more vehicles on the major street and one or more vehicles on the minor street
Table 4C-4. Minimum Number of Reported Crashes in a One-Year Period Community less than 10,000 population or above 40 mph on major street Number of through lanes
on each approach
Total of angle and pedestrian
crashes (all severities)a
Total of fatal-and-injury angle
and pedestrian crashesa
Major Street Minor Street Four Legs Three Legs Four Legs Three Legs 1 1 4 3 3 3
2 or more 1 1
0 9 6 6
2 or more 2 or more 1
0 9 6 6
1 2 or more 4 3 3 3
a Angle crashes include all crashes that occur at an angle and involve one or more vehicles on the major street and one or more vehicles on the minor street
Table 4C-5. Minimum Number of Reported Crashes in a Three-Year Period Community less than 10,000 population or above 40 mph on major street Number of through lanes
on each approach
Total of angle and pedestrian
crashes (all severities)a
Total of fatal-and-injury angle
and pedestrian crashesa
Major Street Minor Street Four Legs Three Legs Four Legs Three Legs 1 1 6 5 4 4
2 or more 1 1
6 13 9 9
2 or more 2 or more 1
6 13 9 9
1 2 or more 6 5 4 4
a Angle crashes include all crashes that occur at an angle and involve one or more vehicles on the major street and one or more vehicles on the minor street
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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Chapter 4C – Traffic Control Signal Needs Studies (Tables) January 18, 2026 Part 4 Highway Traffic Signals
Table 4C-6. Warrant 9,
Adjustment Factor for Daily
Frequency of Rail Traffic
Rail traffic per day Adjustment factor
1 0.67
2 0.91
3 to 5 1.00
6 to 8 1.18
9 to 11 1.25
12 or more 1.33
Table 4C-7. Warrant 9, Adjustment Factor for
Percentage of High-Occupancy Buses
% of high-occupancy buses*
on minor-street approach
Adjustment factor
0% 1.00
2% 1.09
4% 1.19
6% or more 1.32
* A high-occupancy bus is defined as a bus occupied by at least 20 people.

Table 4C-8. Warrant 9, Adjustment Factor for
Percentage of Tractor-Trailer Trucks
% of tractor-trailer trucks
on minor-street approach
Adjustment factor
D less than 70 feet D of 70 feet or more
0% to 2.5% 0.50 0.50

2.6% to 7.5% 0.75 0.75

7.6% to 12.5% 1.00 1.00

12.6% to 17.5% 2.30 1.15

17.6% to 22.5% 2.70 1.35

22.6% to 27.5% 3.28 1.64
More than 27.5% 4.18 2.09
California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California)

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&KDSWHU-±3HGHVWULDQ+\EULG%HDFRQV -DQXDU\ 3DUW+LJKZD\7UDIILF6LJQDOV
CHAPTER 4J. PEDESTRIAN HYBRID BEACONS
Section 4J.01 Application of Pedestrian Hybrid Beacons
Support:
01 A pedestrian hybrid beacon is a special type of hybrid beacon used to warn and control traffic at an unsignalized location to assist pedestrians in crossing a street or highway at a marked crosswalk. D $FRQYHQWLRQDOWUDIILFFRQWUROVLJQDORSHUDWLRQZLWKDVWDQGDUGVLJQDOIDFHGLVSOD\LQJJUHHQ\HOORZDQGUHG VWHDG\DQGRU
IODVKLQJUHG
LQGLFDWLRQVDWDPLGEORFNFURVVZDONLVDQDOWHUQDWLYHWRWKHSHGHVWULDQK\EULGEHDFRQ Option:
02 A pedestrian hybrid beacon may be considered for installation to facilitate pedestrian crossings at a location that does not meet traffic signal warrants (see Chapter 4C), or at a location that meets traffic signal warrants under Sections 4C.05 and/or 4C.06 but a decision is made to not install a traffic control signal.

Standard:
03 If used, pedestrian hybrid beacons shall be used in conjunction with signs and pavement markings (see Section 4J.02) to warn and control traffic at locations where pedestrians enter or cross a street or highway. A pedestrian hybrid beacon shall only be installed at a marked crosswalk.

Guidance:
04 If one of the signal warrants of Chapter 4C is met and a traffic control signal is justified by an engineering study, and if a decision is made to install a traffic control signal, it should be installed based upon the provisions of Chapters 4D through 4I and 4K.
05 If a traffic control signal is not justified under the signal warrants of Chapter 4C and if gaps in traffic are not adequate to permit pedestrians to cross, or if the speed for vehicles approaching on the major street is too high to permit pedestrians to cross, or if pedestrian delay is excessive, the need for a pedestrian hybrid beacon should be considered on the basis of an engineering study that considers major-street volumes, speeds, widths, and gaps in conjunction with pedestrian volumes, walking speeds, and delay.
06 For a major street where the posted or statutory speed limit or the 85th-percentile speed is 35 mph or less, the need for a pedestrian hybrid beacon should be considered if the engineering study finds that the plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding total of all pedestrians crossing the major street for 1 hour (any four consecutive 15-minute periods) of an average day falls above the applicable curve in Figure 4J-1 for the length of the crosswalk. 07 For a major street where the posted or statutory speed limit or the 85th-percentile speed exceeds 35 mph, the need for a pedestrian hybrid beacon should be considered if the engineering study finds that the plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding total of all pedestrians crossing the major street for 1 hour (any four consecutive 15-minute periods) of an average day falls above the applicable curve in Figure 4J-2 for the length of the crosswalk. 08 For crosswalks that have lengths other than the four that are specifically shown in Figures 4J-1 and 4J-2, the values should be interpolated between the curves.

Option:
09 The criteria for the pedestrian volume crossing the major street shown in Figures 4J-1 and 4J-2 may be reduced as much as 50 percent if the 15th-percentile crossing speed of pedestrians is less than 3.5 feet per second. 10 Where there is a divided street having a median of sufficient width for pedestrians to wait, the criteria for the majorstreet traffic volume shown in Figures 4J-1 and 4J-2 may be applied separately to each direction of vehicular traffic.

Section 4J.02 Design of Pedestrian Hybrid Beacons
Standard:
01 Except as otherwise provided in this Section, a pedestrian hybrid beacon shall meet the provisions of Chapters 4D through 4G, 4I, and 4J.
02 A pedestrian hybrid beacon face shall consist of three signal sections, with a CIRCULAR YELLOW signal indication centered below two horizontally-aligned CIRCULAR RED signal indications (see Figure 4J-3). 03 When an engineering study finds that installation of a pedestrian hybrid beacon is justified, then:

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C. A pedestrian signal head complying with the provisions set forth in Chapter 4I shall be installed at each end of the marked crosswalk;
D. The pedestrian hybrid beacon shall be pedestrian actuated; and E. If the pedestrian hybrid beacon is installed at or immediately adjacent to an intersection with a minor street, a STOP sign shall be installed for each minor-street approach.

Guidance:
04 When an engineering study finds that installation of a pedestrian hybrid beacon is justified, then:

A. Parking and other sight obstructions should be prohibited for at least 100 feet in advance of and at least 20 feet beyond the marked crosswalk, or site accommodations should be made through curb extensions or other techniques to provide adequate sight distance; and
B. If installed within a signal system, the pedestrian hybrid beacon should be coordinated. 05 On approaches having posted or statutory speed limits or 85th-percentile speeds in excess of 35 mph and on approaches having traffic or operating conditions that would tend to obscure visibility of roadside hybrid beacon face locations, both of the minimum of two pedestrian hybrid beacon faces should be installed over the roadway. 06 On multi-lane approaches having posted or statutory speed limits or 85th-percentile speeds of 35 mph or less, either a pedestrian hybrid beacon face should be installed on each side of the approach (if a median of sufficient width exists) or at least one of the pedestrian hybrid beacon faces should be installed over the roadway. 07 A pedestrian hybrid beacon should comply with the signal face location provisions described in Sections 4D.05 through 4D.10.

Option:
08 A CROSSWALK—STOP ON RED (symbolic circular red) (R10-23) or a STOP ON STEADY RED—YIELD ON FLASHING RED AFTER STOP (R10-23a) sign (see Section 2B.59) may be installed facing each major street approach.
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09 A W11-2 (Pedestrian), S1-1 (School), or W11-15 (Trail) crossing warning sign with an AHEAD (W16-9P) supplemental plaque may be placed in advance of a pedestrian hybrid beacon. A Warning Beacon may be installed to supplement the W11-2, S1-1, or W11-15 sign.
10 Backplates (see Section 4D.06) may be used with pedestrian hybrid beacons.

Support:
11 Accessible pedestrian signals (see Chapter 4K) where a pedestrian hybrid beacon is used provide information in non-visual formats (such as audible tones and/or speech messages, and vibrating surfaces) so that a pedestrian with vision disabilities can know when to cross the street.

Guidance:
12 If a Warning Beacon supplements a W11-2 sign in advance of a pedestrian hybrid beacon, it should be programmed to flash only when the pedestrian hybrid beacon is not in the dark mode.

Standard:
13 If a Warning Beacon is installed to supplement the W11-2 sign, the design and location of the Warning Beacon shall comply with the provisions of Sections 4S.01 and 4S.03. 14 Bicycle signal faces (see Chapter 4H) shall not be used at a pedestrian hybrid beacon.

Section 4J.03 Operation of Pedestrian Hybrid Beacons
Standard:
01 Pedestrian hybrid beacon indications shall be dark (not illuminated) during periods between actuations. 02 Following an actuation by a pedestrian, a pedestrian hybrid beacon face shall display a flashing CIRCULAR YELLOW signal indication, followed by a steady CIRCULAR YELLOW signal indication, followed by both steady CIRCULAR RED signal indications during the pedestrian walk interval, followed by alternating flashing CIRCULAR RED signal indications during the pedestrian change interval (see Figure 4J-3). Upon termination of the pedestrian change interval, the pedestrian hybrid beacon faces shall revert to a dark (not illuminated) condition.
03 Except as provided in Paragraph 4 of this Section, the pedestrian signal heads shall continue to display a &DOLIRUQLD087&'(GLWLRQ

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steady UPRAISED HAND (symbolizing DONT WALK) signal indication when the pedestrian hybrid beacon faces are either dark or displaying flashing or steady CIRCULAR YELLOW signal indications. The pedestrian signal heads shall display a WALKING PERSON (symbolizing WALK) signal indication when the pedestrian hybrid beacon faces are displaying steady CIRCULAR RED signal indications. The pedestrian signal heads shall display a flashing UPRAISED HAND (symbolizing DONT WALK) signal indication when the pedestrian hybrid beacon faces are displaying alternating flashing CIRCULAR RED signal indications. Upon termination of the pedestrian change interval, the pedestrian signal heads shall revert to a steady UPRAISED HAND (symbolizing DONT WALK) signal indication.

Option:
04 Where the pedestrian hybrid beacon is installed adjacent to a roundabout to facilitate crossings by pedestrians with vision disabilities and an engineering study determines that pedestrians without vision disabilities can be allowed to cross the roadway without actuating the pedestrian hybrid beacon, the pedestrian signal heads may be dark (not illuminated) when the pedestrian hybrid beacon faces are dark.

Guidance:
05 The duration of the flashing yellow interval should be determined by engineering judgment. 06 The duration of the flashing yellow interval should not vary on a cycle-by-cycle basis. 07 If the pedestrian hybrid beacon is coordinated as a part of a signal system, it should remain in the dark condition after a pedestrian actuation has been received until the point in the background cycle when the predetermined duration of the flashing yellow interval needs to be initiated in order to achieve the appropriate coordinated offset.

Option:
08 If a minimum dark time between activations of the pedestrian hybrid beacon has been set on the controller, the pedestrian hybrid beacon may remain in the dark condition after a pedestrian actuation has been received until the minimum dark time has been provided.

Support:
09 The minimum dark time is a preprogrammed time set in the controller that provides time between the pedestrian actuation and beginning of the flashing yellow interval. At locations in coordinated signal systems, the dark time can be variable based on when the pedestrian actuation occurs in the coordinated signal timing sequence.

Standard:
10 The duration of the steady yellow change interval shall be determined using engineering practices in accordance with the provisions in Section 4F.17.

Guidance:
11 A steady yellow change interval should have a minimum duration of 3 seconds and a maximum duration of 6 seconds (see Section 4F.17). The longer intervals should be reserved for use on approaches with higher speeds.

Option:
12 A steady red clearance interval may be used after the steady yellow change interval. 13 The alternating flashing CIRCULAR RED signal indications may continue to flash for a short period after the pedestrian change interval has terminated to provide a buffer interval for pedestrians.

Guidance:
14 A pedestrian hybrid beacon that is located 200 feet or less from an active grade crossing should be preempted in accordance with the applicable provisions in Sections 4F.19 and 8D.09.

Standard:
15 If a pedestrian hybrid beacon is placed into a flashing mode by a conflict monitor (malfunction management unit) or by a manual switch, the pedestrian hybrid beacon faces shall display flashing CIRCULAR YELLOW signal indications to each approach of the major street and the pedestrian signal heads shall revert to a dark (not illuminated) condition.
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Figure 4J-1. Guidelines for the Installation of Pedestrian Hybrid Beacons on Low-Speed Roadways
MAJOR STREET — TOTAL OF BOTH APPROACHES —

VEHICLES PER HOUR (VPH)
L = crosswalk length
0 250 500 750 1000 1250 1500 1750 2000
100
200
300
400
500

TOTAL OF ALL

PEDESTRIANS CROSSING

THE MAJOR STREET - PEDESTRIANS

PER HOUR (PPH)
* Note: 20 pph applies as the lower threshold volume
L = 34 ft
L = 72 ft
L = 50 ft
L = 100 ft
20*
Speeds of 35 mph or less
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Figure 4J-3. Sequence for a Pedestrian Hybrid Beacon
R R
Y

1. Dark Until Activated
R R
FY

2. Flashing Yellow
Upon Activation
R R
SY

3. Steady Yellow
SR SR
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4. Steady Red During
Pedestrian Walk Interval
R R
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5. Alternating Flashing Red During
Pedestrian Change Interval

6. Dark Again Until Activated
FR R
Y
R FR
Y
Legend
SY Steady yellow
FY Flashing yellow
SR Steady red
FR Flashing red
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CHAPTER 4L. RECTANGULAR RAPID FLASHING BEACONS
Section 4L.01 Application of Rectangular Rapid Flashing Beacons Option:
01 A pedestrian-activated and/or bicyclist-activated rectangular rapid flashing beacon (RRFB) may be used to provide supplemental emphasis to pedestrian, school, and trail warning signs at marked crosswalks across uncontrolled approaches.

Standard:
02 An RRFB shall only be installed to function as a Warning Beacon (see Section 4S.03). Except as otherwise provided in this Chapter, all other provisions of the MUTCD applicable to Warning Beacons shall apply to RRFBs.
03 An RRFB shall only be used to supplement a post-mounted W11-2 (Pedestrian), S1-1 (School), or W11-15 (Trail) crossing warning sign with a diagonal downward arrow (W16-7P) plaque, or an overhead-mounted W11- 2, S1-1, or W11-15 crossing warning sign, located at or immediately adjacent to a marked crosswalk. 04 Except for crosswalks across the approach to or egress from a roundabout, or crosswalks across free-flow turn lanes separated by a channelizing island, an RRFB shall not be used for crosswalks across approaches controlled by YIELD signs, STOP signs, traffic control signals, or pedestrian hybrid beacons.

Option:
05 An additional RRFB may be installed on that approach in advance of the crosswalk, as a Warning Beacon to supplement a W11-2 (Pedestrian), S1-1 (School), or W11-15 (Trail) crossing warning sign with an AHEAD (W16-9P) or distance (W16-2P or W16-2aP) plaque.

Standard:
06 If an additional RRFB is installed on the approach in advance of the crosswalk, it shall be supplemental to and not a replacement for the RRFB at the crosswalk itself.

Section 4L.02 Design of Rectangular Rapid Flashing Beacons Standard:
01 Each RRFB unit shall consist of two rapidly-flashed rectangular-shaped yellow indications, each with an LED-array based pulsing light source. The size of each RRFB indication shall be at least 5 inches wide by at least 2 inches high.
02 The two RRFB indications for each RRFB unit shall be aligned horizontally, with the longer dimension horizontal and with a minimum space between the two indications of at least 7 inches, measured from nearest edge of one indication to the nearest edge of the other indication. The outside edges of the RRFB indications, including any housings, shall not project beyond the outside edges of the W11-2, S1-1, or W11-15 sign that it supplements.
03 An RRFB unit shall not be installed independent of the crossing warning signs for the approach that the RRFB faces. If the RRFB unit is supplementing a post-mounted sign, the RRFB unit shall be installed on the same support as the associated W11-2, S1-1, or W11-15 crossing warning sign and plaque. If the RRFB unit is supplementing an overhead-mounted sign, the RRFB unit shall be mounted directly above the top of sign or below the bottom of the sign.

Option:
04 As a specific exception to Paragraph 6 of Section 4S.01, the RRFB unit associated with a post- mounted sign and plaque may be located between and immediately adjacent to the bottom of the crossing warning sign and the top of the supplemental downward diagonal arrow plaque (or, in the case of a supplemental advance sign, the AHEAD or distance plaque) or within 12 inches above the crossing warning sign, rather than the recommended minimum of 12 inches above or below the sign assembly.
05 Signal visors and backplates, with or without a yellow retroreflective strip, may be used with RRFB units based on provisions in Section 4D.06.

Standard:
06 For any approach on which RRFBs are used to supplement post-mounted signs, at least two W11-2, S1-1, or W11-15 crossing warning signs (each with an RRFB unit and a W16-7P plaque) shall be installed at the crosswalk, one on the right-hand side of the roadway and one on the left-hand side of the roadway. &DOLIRUQLD087&'(GLWLRQ

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Guidance:
07 On a divided highway, the left-hand side RRFB assembly should be installed on the median, if practicable, rather than on the far left side of the highway.

Standard:
08 For any approach on which RRFBs are used to supplement an overhead-mounted sign, at least one W11-2, S1-1, or W11-15 crossing warning sign (without a W16-7P plaque) located approximately over the center of the lanes of the approach (or where optimum visibility can be achieved) shall be installed at the crosswalk.

Standard:
09 If used at intersections, the design of the RRFBs shall conform to the requirements for post- mounted or overhead placement described in Paragraph 3 of this Section.

Option:
10 RRFBs may be installed at intersections with more than one crosswalk on the same uncontrolled approach (see Figure 4L-1).
11 If used at intersections with two crosswalks on an uncontrolled approach, post-mounted RRFBs may be installed to face only one direction of travel at the first crosswalk that traffic encounters (see Figure 4L-1).

Standard:
12 The light intensity of the yellow indications during daytime conditions shall meet the minimum specifications for Class 1 yellow peak luminous intensity in the publication “Directional Flashing Optical Warning Devices for Authorized Emergency, Maintenance, and Service Vehicles J595,” 2005, Society of Automotive Engineers (SAE).

Option:
13 If the RRFB indications are so bright that they cause excessive glare during nighttime conditions, an automatic signal dimming device may be used to reduce the brilliance of the RRFB indications during nighttime conditions. 6XSSRUW

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14 If pedestrian push button detectors (rather than passive detection) are used to actuate the RRFB indications, a PUSH BUTTON TO TURN ON WARNING LIGHTS/AWAIT GAP IN TRAFFIC (R10-25) sign (see Section 2B.58) shall be installed explaining the purpose and use of the pedestrian push button detector. 6XSSRUW

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15 Section 4I.05 contains further information about pedestrian push button detector location criteria. 16 Section 4H.12 contains information about bicyclist push buttons.

Guidance:
D Where a RRFB is located 200 feet or less from a grade crossing, an engineering study should be made to evaluate the placement and determine if queuing could impact the grade crossing. 17 An audible information device should be used with RRFBs to assist pedestrians with vision disabilities.

Option:
18 A small light directed at and visible to pedestrians in the crosswalk may be installed integral to the RRFB or pedestrian push button detector to give confirmation that the RRFB is in operation.

Section 4L.03 Operation of Rectangular Rapid Flashing Beacons Standard:
01 The RRFB shall be normally dark, shall initiate operation only upon pedestrian actuation, and shall cease operation at a predetermined time after the pedestrian actuation or, with passive detection, after the pedestrian clears the crosswalk.
02 All RRFB units associated with a given crosswalk (including those with an advance crossing sign, if used) shall, when activated, simultaneously commence operation of their rapid flashing indications and shall cease operation simultaneously.

Guidance:
03 The minimum duration of a predetermined period of operation of the RRFBs following each actuation should be based on the procedures for the timing of pedestrian clearance times for pedestrian signals (see Section 4I.06). &DOLIRUQLD087&'(GLWLRQ

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Support:
04 One consideration for lengthening the duration of the predetermined period of operation of the RRFBs is adding the perception/reaction time for pedestrians to confirm that a vehicle will yield or stop.

Standard:
05 The predetermined flash period shall be immediately initiated each and every time that a pedestrian is detected either through passive detection or as a result of a pedestrian pressing a push button detector, including when pedestrians are detected while the RRFBs are already flashing and when pedestrians are detected immediately after the RRFBs have ceased flashing.
06 When activated, the two yellow indications in each RRFB unit shall flash in a rapidly flashing sequence. As a specific exception to the requirements for the flash rate of beacons provided in Paragraph 3 of Section 4S.01, RRFBs shall use a much faster flash rate and shall provide 75 flashing sequences per minute. 07 Except as provided in Paragraph 8 of this Section, during each 800-millisecond flashing sequence, the left and right RRFB indications shall operate using the following sequence:

A. The RRFB indication on the left-hand side shall be illuminated for approximately 50 milliseconds.

B. Both RRFB indications shall be dark for approximately 50 milliseconds.

C. The RRFB indication on the right-hand side shall be illuminated for approximately 50 milliseconds.

D. Both RRFB indications shall be dark for approximately 50 milliseconds.

E. The RRFB indication on the left-hand side shall be illuminated for approximately 50 milliseconds.

F. Both RRFB indications shall be dark for approximately 50 milliseconds.

G. The RRFB indication on the right-hand side shall be illuminated for approximately 50 milliseconds.

H. Both RRFB indications shall be dark for approximately 50 milliseconds.

I. Both RRFB indications shall be illuminated for approximately 50 milliseconds.

J. Both RRFB indications shall be dark for approximately 50 milliseconds.

K. Both RRFB indications shall be illuminated for approximately 50 milliseconds.

L. Both RRFB indications shall be dark for approximately 250 milliseconds. 08 The flash rate of each individual RRFB indication, as applied over the full flashing sequence, shall not be more than 5 flashes per second, to avoid frequencies that might cause seizures. 09 If an audible information device is used in conjunction with an RRFB, the audible information device shall not use vibrotactile indications or percussive indications.

Guidance:
10 If an audible information device is used in conjunction with an RRFB, the audible message should be a speech message that says, “Warning lights are flashing.” The audible message should be spoken twice. &DOLIRUQLD087&'(GLWLRQ

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Figure 4L-1. Example of RRFBs at Uncontrolled,
Marked Crosswalks at an Intersection
Notes:

1. When activated, the RRFBs on both approaches shall simultaneously commence operation of their rapid flashing indications and shall cease operation simultaneously.

2. If placed overhead, follow the requirements of Paragraph 8 of Section 4L.02, except that the signs may be placed approximately over the center of the intersection. &KDSWHU/±5HFWDQJXODU5DSLG)ODVKLQJ%HDFRQV
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Figure 4L-1(CA). Example of RRFBs at Uncontrolled,
Marked Crosswalks at an Intersection
NOTES:

1. When activated, the RRFBs on both approaches shall simultaneously commence operation of their rapid flashing indications and shall cease operation simultaneously.

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CHAPTER 4U. IN-ROADWAY WARNING LIGHTS
Section 4U.01 Application of In-Roadway Warning Lights
Support:
01 In-Roadway Warning Lights are special types of highway traffic signals installed in the roadway surface to warn road users that they are approaching a condition on or adjacent to the roadway that might not be readily apparent and might require the road users to reduce their speed and/or come to a stop. This includes situations warning of marked school crosswalks, marked midblock crosswalks, marked crosswalks on uncontrolled approaches, marked crosswalks in advance of roundabouts as described in Chapter 3D, and other roadway situations involving pedestrian crossings.

Standard:
02 In-Roadway Warning Lights shall not be used for any application that is not described in this Chapter. 03 When used, In-Roadway Warning Lights shall be flashed and shall not be steadily illuminated.

Support:
04 Steadily illuminated lights installed in the roadway surface are considered to be internally illuminated raised pavement markers (see Section 3B.14).

Option:
05 In-Roadway Warning Lights may be flashed in a manner that includes a continuous flash of varying intensity and time duration that is repeated to provide a flickering effect (see Section 4U.02).

Guidance:
06 If used, In-Roadway Warning Lights should not exceed a height of ¾ inch above the roadway surface.

Section 4U.02 In-Roadway Warning Lights at Crosswalks
Option:
01 In-Roadway Warning Lights may be installed at certain marked crosswalks, based on an engineering study or engineering judgment, to provide additional warning to road users.

Standard:
02 If used, In-Roadway Warning Lights at crosswalks shall be installed only at marked crosswalks with applicable warning signs. They shall not be used at crosswalks controlled by YIELD signs, STOP signs, traffic control signals, or pedestrian hybrid beacons.

If In-Roadway Warning Lights are used at a crosswalk, the following requirements shall apply:

A. Except as provided in Paragraphs 7 and 8 of this Section, they shall be installed along both sides of the crosswalk and shall span its entire length.

B. They shall initiate operation based on pedestrian actuation and shall cease operation at a predetermined time after the pedestrian actuation or, with passive detection, after the pedestrian clears the crosswalk.

C. They shall display a flashing yellow light when actuated. The flash rate shall be at least 50, but not more than 60, flash periods per minute. If they are flashed in a manner that includes a continuous flash of varying intensity and time duration that is repeated to provide a flickering effect, the flickers or pulses shall not repeat at a rate that is between 5 and 30 per second to avoid frequencies that might cause seizures.

D. They shall be installed in the area between the outside edge of the crosswalk line and 10 feet from the outside edge of the crosswalk.

E. They shall face away from the crosswalk if unidirectional, or shall face away from and across the crosswalk if bidirectional.
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03 If used on one-lane, one-way roadways, a minimum of two In-Roadway Warning Lights shall be installed on the approach side of the crosswalk. If used on two-lane roadways, a minimum of three In-Roadway Warning Lights shall be installed along both sides of the crosswalk. If used on roadways with more than two lanes, a minimum of one In-Roadway Warning Light per lane shall be installed along both sides of the crosswalk. &DOLIRUQLD087&'(GLWLRQ

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Guidance:
04 If used, In-Roadway Warning Lights should be installed in the center of each travel lane, at the center line of the roadway, at each edge of the roadway or parking lanes, or at other suitable locations away from the normal tire track paths.
05 The location of the In-Roadway Warning Lights within the lanes should be based on engineering judgment.

Option:
06 On one-way streets, In-Roadway Warning Lights may be omitted on the departure side of the crosswalk. 07 Based on engineering judgment, the In-Roadway Warning Lights on the departure side of the crosswalk on the lefthand side of a median may be omitted. 08 Unidirectional In-Roadway Warning Lights installed at crosswalk locations may have an optional, additional yellow light indication in each unit that is visible to pedestrians in the crosswalk to indicate to pedestrians in the crosswalk that the In-Roadway Warning Lights are in fact flashing as they cross the street. These yellow lights may flash with and at the same flash rate as the light module in which each is installed.

Guidance:
09 If used, the period of operation of the In-Roadway Warning Lights following each actuation should be sufficient to allow a pedestrian crossing in the crosswalk to leave the curb or shoulder and travel at a walking speed of 3.5 feet per second to at least the far side of the traveled way or to a median of sufficient width for pedestrians to wait. Where pedestrians who walk slower than 3.5 feet per second, or pedestrians who use wheelchairs, routinely use the crosswalk, a walking speed of less than 3.5 feet per second should be considered in determining the period of operation. 10 An audible information device should be used with In-Roadway Warning Lights to provide assistance for pedestrians with vision disabilities.

Standard:
11 If pedestrian push buttons (rather than passive detection) are used to actuate the In-Roadway Warning Lights, a PUSH BUTTON TO TURN ON WARNING LIGHTS/WAIT FOR GAP IN TRAFFIC (R10-25) sign (see Section 2B.58) shall be installed explaining the purpose and use of the pedestrian push button detector. 6XSSRUW

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12 Where the period of operation is sufficient only for crossing from a curb or shoulder to a median of sufficient width for pedestrians to wait, median-mounted pedestrian actuators shall be provided. 13 If an audible information device is used in conjunction with In-Roadway Warning Lights, the audible information device shall not use vibrotactile indications or percussive indications.

Guidance:
14 If an audible information device is used in conjunction with In-Roadway Warning Lights, the audible message during the time that the lights are flashing should be a speech message that says, “Warning lights are flashing.” The audible message should be spoken twice.

Standard:
The following shall be considered when evaluating the need for In-Roadway Warning Lights:

A. Whether the crossing is controlled or uncontrolled.

B. An engineering traffic study to determine if In-Roadway Warning Lights are compatible with the safety and operation of nearby intersections, which may or may not be, controlled by traffic signals or STOP/YIELD signs.

C. Standard traffic signs for crossings and crosswalk pavement markings are provided.

D. At least 40 pedestrians regularly use the crossing during each of any two hours (not necessarily consecutive) during a 24-hour period.

E. The vehicular volume through the crossing exceeds 200 vehicles per hour in urban areas or 140 vehicles per hour in rural areas during peak-hour pedestrian usage.

F. The critical approach speed (85th percentile) is 45 mph or less.

G. In-Roadway Warning Lights are visible to drivers at the minimum stopping sight distance for the posted speed limit.

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Guidance:
Typical applications of In-Roadway Warning Lights are shown in Figure 4U-101(CA). Where In-Roadway Warning Lights are located 200 feet or less from a grade crossing, an engineering study should be made to evaluate the placement and determine if queuing could impact the grade crossing. &DOLIRUQLD087&'(GLWLRQ

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Figure 4U-101(CA). Typical Layout for In-Roadway Warning Lights (IRWLs) NOTES:

1. One-Lane, One-Way Roadways, a minimum of two IRWLs shall be installed on the approach side ot the crosswalk.

2. One-Lane each direction, a minimum of three IRWLs shall be installed along both sides of the crosswalk.

3. Two-Lanes each direction, a minimum of one IRWLs per lane, shall be installed along both sides of the crosswalk.

4. IRWLs should be located off the tire tracks.

TWO-LANE EACH DIRECTION

CROSSWALK AT AN INTERSECTION
(See Note 3)
Crosswalk
STOP
STOP

TWO-LANE EACH DIRECTION

MID-BLOCK CROSSWALK
(See Note 3)

ONE-LANE EACH DIRECTION

MID-BLOCK CROSSWALK
(See Note 2)

ONE-LANE, ONE-WAY ROADWAY

MID-BLOCK CROSSWALK
(See Note 1)
LEGEND
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97

Page 494 of 538 ends

Appendix C: Warrant 1, Eight-Hour Vehicular Volume Detailed Evaluation
98

Page 495 of 538 ends

Middlefield Road and Watkins Avenue
Warrant 1 - Eight-Hour Vehicular Volume
500 / 150 750 / 75 350 / 105 525 / 53 400 / 120 600 / 60 280 / 84 420 / 42 12:00 AM 40 / 6 N / NN / NN / NN / NN / NN / NN / NN / N 01:00 AM 36 / 3 N / NN / NN / NN / NN / NN / NN / NN / N02:00 AM 24 / 4 N / NN / NN / NN / NN / NN / NN / NN / N03:00 AM 22 / 3 N / NN / NN / NN / NN / NN / NN / NN / N04:00 AM 51 / 7 N / NN / NN / NN / NN / NN / NN / NN / N05:00 AM 152 / 15 N / NN / NN / NN / NN / NN / NN / NN / N06:00 AM 459 / 25 N / NN / N Y / NN / N Y / NN / N Y / N Y / N07:00 AM 1,100 / 100 Y / N Y / Y Y / N Y / Y Y / N Y / Y Y / Y Y / Y 08:00 AM 1,257 / 188 Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y09:00 AM 1,111 / 153 Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y10:00 AM 1,194 / 143 Y / N Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y11:00 AM 1,075 / 127 Y / N Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y 12:00 PM 1,109 / 106 Y / N Y / Y Y / Y Y / Y Y / N Y / Y Y / Y Y / Y01:00 PM 1,112 / 129 Y / N Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y02:00 PM 1,378 / 176 Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y03:00 PM 1,430 / 163 Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y04:00 PM 1,356 / 116 Y / N Y / Y Y / Y Y / Y Y / N Y / Y Y / Y Y / Y05:00 PM 1,463 / 135 Y / N Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y06:00 PM 1,326 / 130 Y / N Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y07:00 PM 976 / 131 Y / N Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y08:00 PM 685 / 98 Y / NN / Y Y / N Y / Y Y / N Y / Y Y / Y Y / Y09:00 PM 511 / 52 Y / NN / N Y / NN / N Y / NN / N Y / N Y / Y10:00 PM 263 / 27 N / NN / NN / NN / NN / NN / NN / NN / N 11:00 PM 143 / 19 N / NN / NN / NN / NN / NN / NN / NN / N Y- Threshold is SatisfiedN- Threshold is Not Satisfied
Either Condition A or B Must be Satisfied Both Conditions A and B Must be Satisfied 100% Threshold
Conditions B
70% Threshold
Conditions A
70% Threshold
Conditions B
80% Threshold
Conditions A
80% Threshold
Conditions B
56% Threshold
Conditions A
56% Threshold
Start Time Conditions B
Volumes
(Major/Minor)
100% Threshold
Conditions A
VPH
99

Page 496 of 538 ends

Middlefield Road and Fair Oaks Lane/Palmer Lane
Warrant 1 - Eight-Hour Vehicular Volume
500 / 150 750 / 75 350 / 105 525 / 53 400 / 120 600 / 60 280 / 84 420 / 42 12:00 AM 32 / 4 N / NN / NN / NN / NN / NN / NN / NN / N 01:00 AM 26 / 5 N / NN / NN / NN / NN / NN / NN / NN / N02:00 AM 17 / 1 N / NN / NN / NN / NN / NN / NN / NN / N03:00 AM 23 / 3 N / NN / NN / NN / NN / NN / NN / NN / N04:00 AM 39 / 4 N / NN / NN / NN / NN / NN / NN / NN / N05:00 AM 138 / 15 N / NN / NN / NN / NN / NN / NN / NN / N06:00 AM 335 / 26 N / NN / NN / NN / NN / NN / N Y / NN / N07:00 AM 881 / 106 Y / N Y / Y Y / Y Y / Y Y / N Y / Y Y / Y Y / Y 08:00 AM 996 / 196 Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y09:00 AM 727 / 128 Y / NN / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y10:00 AM 718 / 141 Y / NN / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y11:00 AM 696 / 148 Y / NN / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y 12:00 PM 733 / 136 Y / NN / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y01:00 PM 725 / 139 Y / NN / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y02:00 PM 844 / 173 Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y03:00 PM 1,047 / 264 Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y04:00 PM 1,051 / 204 Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y05:00 PM 1,092 / 167 Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y06:00 PM 955 / 144 Y / N Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y Y / Y07:00 PM 654 / 92 Y / NN / Y Y / N Y / Y Y / N Y / Y Y / Y Y / Y08:00 PM 441 / 84 N / NN / Y Y / NN / Y Y / NN / Y Y / Y Y / Y09:00 PM 346 / 36 N / NN / NN / NN / NN / NN / N Y / NN / N 10:00 PM 170 / 22 N / NN / NN / NN / NN / NN / NN / NN / N11:00 PM 104 / 19 N / NN / NN / NN / NN / NN / NN / NN / N Y- Threshold is SatisfiedN- Threshold is Not Satisfied
Either Condition A or B Must be Satisfied Both Conditions A and B Must be Satisfied 100% Threshold
Conditions B
70% Threshold
Conditions A
70% Threshold
Conditions B
80% Threshold
Conditions A
80% Threshold
Conditions B
56% Threshold
Conditions A
56% Threshold
Start Time Conditions B
Volumes
(Major/Minor)
100% Threshold
Conditions A
VPH
100

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Appendix D: Detailed Traffic Signal Warrants Worksheet
101

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California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California) District 4 San Mateo CALC Aayush Kalantri DATE
DIST CO RTE PM CHK Praveena Samaleti DATE
Major St: Middlefield Road Critical Approach Speed 30 m/h Minor St: Watkins Avenue Critical Approach Speed 25 m/h Speed limit or critical speed on major street traffic > 40 mph………. or RURAL (R)
In built up area of isolated community of < 10,000 population ………..

URBAN (U)
WARRANT 1 - Eight Hour Vehicular Volume SATISFIED YES NO Condition A - Minimum Vehicle Volume 100% SATISFIED YES NO 80 % SATISFIED YES NO
Town of Atherton
Signal Warrant Analysis
Middlefield Road and Watkins Avenue
04/07/2026
04/13/2026
Figure 4C-101 (CA). Traffic Signal Warrants Worksheet (Sheet 1 of 5)

MINIMUM REQUIREMENTS
(80% SHOWN IN BRACKETS)
Hour
Condition B - Interruption of Continuous Traffic 100% SATISFIED YES NO 80 % SATISFIED YES NO
Both Approaches
Major Street (1111)
Highest Approaches
600
(112)
(280) (336)
1 (176)
(1430) 3:0
PM
500 350 420
2 or More
150 105
U R U R 6:0
PM
APPROACH LANES 5:0
PM
(400)
Minor Street (120) (84)

MINIMUM REQUIREMENTS
(160)
1194 1326
(1257) (1112)
1257 1112
(1378)
188 135
1111 1378 1430 1463
153
(163)
163
(135)
(1463) (1326)
130
(1194)
143 129 176
(129)
200 140
(480)
(188) (153) (143)
8:0
AM
1:0
PM
2:0
PM
9:0
AM
10:00 AM
(130)
(80% SHOWN IN BRACKETS)
Hour
Combination of Conditions A & B SATISFIED YES NO
P
P

REQUIREMENT FULFILLED
No
Minor Street
Yes No
Both Approaches
(504)
525 900
(1257)

CONDITION
Major Street
R
750

APPROACH LANES
(600) (420)
630
U
(720) (1111)
1257
(1378) 9:00 AM
1112 1378
(1194) (1112)
10:00 AM
1111 1194
(1430)
1430
(1326) 6:00 PM(1463)
8:0
AM
3:0
PM
Highest Approaches
(60)

AND, AN ADEQUATE TRIAL OF OTHER ALTERNATIVES THAT COULD CAUSE LESS DELAY AND INCONVENIENCE TO TRAFFIC HAS

FAILED TO SOLVE THE TRAFFIC PROBLEMS
143
(56)
A. MINIMUM VEHICULAR VOLUME
100
(42) (80) (188) (153) (143) (130)
TWO CONDITIONS SATISFIED 80% Yes
(135)
70 129 5:0
PM
176 163
(176) (163)
R
B. INTERRUPTION OF CONTINUOUS TRAFFIC
1:0
PM
2:0
PM
1 (129)
188 153 130
1463 1326
75 53 135
2 or More
U
102

Page 499 of 538 ends

California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California) WARRANT 2 - Four Hour Vehicular Volume SATISFIED YES NO Figure 4C-101. Traffic Signal Warrants Worksheet (Sheet 2 of 5) Record hourly vehicular volumes for any four hours of an average day.

Hour
Yes No
188 176
1257 1463
Highest Approaches - Minor Street

APPROACH LANES
1378
2 or More
Both Approaches - Major Street ✓
One
*All plotted points fall above the curves in MUTCD Figure 4C-1 or 4C-2. 1430
135 8:0
AM
✓ 163 2:0
PM
3:0
PM
5:00 PM
103

Page 500 of 538 ends

California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California) WARRANT 3 - Peak Hours PART A or PART B SATISFIED YES NO PART A Part A was not conducted as part B is satisfied SATISFIED YES NO (All parts, 1, 2 and 3 below must be satisfied)

1. YES NO

2. YES NO

3. YES NO

PART B SATISFIED YES NO
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
Figure 4C-101. Traffic Signal Warrants Worksheet (Sheet 3 of 5) The total entering volume services during the hour equals or exceeds 800 vph for intersections with four or more approaches or 650 vph for intersections with three approaches.

The total delay experienced for traffic on one minor street approach controlled by a STOP sign equals or exceeds four vehiclehours for a one-lane approach and five vehicle-hours for a two-lane approach; AND 3:0 PM
Hour
✓
Both Approaches - Major Street
The plotted points for vehicles per hour on major streets (both approaches) and the corresponding per hour higher volume vehicle minor street approach (one direction only) for one hour (any 4 consecutive 15 minute intervals) 163
2 or More 3:0
PM
Highest Approaches - Minor Street
✓ 1430
APPROACH LANES One
104

Page 501 of 538 ends

Figure 4C-5 or Figure 4C-6
Vehicles per hour for any 4 hours 1100
4 7:00 AM
8:00 AM
4:00 PM5:00 PM
Hours - - - >
SATISFIED Yes No
SATISFIED Yes No
Part 2
Yes No
Yes No
5:00 PM
B.

Vehicles per hour for any 1 hour 1463
Figure 4C-7 or Figure 4C-8
Pedestrians per hour for any 1 hour 4
AND, The distance to the nearest traffic signal along the major street is greater than 300 ft OR, The proposed traffic signal will not restrict progressive traffic flow along the major street. 105

Page 502 of 538 ends

California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California) WARRANT 5 - School Crossing SATISFIED YES NO
(Parts A and B Must Be Satisfied)
Part A SATISFIED Yes No
Gap/Minutes and # of Children
Gaps < Minutes Yes No
AND Children > 20/hr Yes No
Yes No
Part B
Yes No
Yes No
WARRANT 6 - Coordinated Signal System SATISFIED YES NO
(All parts must be satisfied)
Yes No
Yes No
WARRANT 7 - Crash Warrant SATISFIED YES NO
(All parts must be satisfied)
YES NO
YES NO
P
X
X

X YES NO
X
P

P YES NO
X
WARRANT 8 - Roadway Network SATISFIED YES NO
(All Parts Must Be Satisfied)
P
YES NO
1000 Veh/Hr OR
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
YES NO
Figure 4C-101. Traffic Signal Warrants Worksheet (Sheet 5 of 5) ✓
✓ x
x
x
1 Table 4C-2, Angle crashes and pedestrian crashes
OR, Table 4C-2, Fatal-and-injury angle crashes and pedestrian crashes OR, Table 4C-3, Angle crashes and pedestrian crashes
OR, Table 4C-3, Fatal-and-injury angle crashes and pedestrian crashes

MAJOR ROUTE B
OR, Warrant 1, Condition B - Interruption of Continuous Traffic

CONDITIONS
Number of
Adequate Gaps
School Age Pedestrians Crossing Street/hr

FULFILLED

MINIMUM REQUIREMENTS DISTANCE TO NEAREST SIGNAL FULFILLED

REQUIREMENTS

MINIMUM VOLUME

REQUIREMENTS

ONE CONDITION
SATISFIED 80%
Warrant 1, Condition A - Minimum Vehicular Volume

ENTERING VOLUMES - ALL APPROACHES
AND, Consideration has been given to less restrictive remedial measures.

OR, Warrant 4, Pedestrian Volume Condition - Ped Vol ≥ 80% of Figure 4C-5 through Figure 4C-8 1 crashes (10/10/2025)
≥1000 ft S ____ ft, E ≈ 1,685 ft, W ≈ 645 ft
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.

CHARACTERISTICS OF MAJOR ROUTES MAJOR ROUTE A
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 reportable crash.

Gaps vs
Minutes
Minutes Children
Using Crossing
Any Major Route Characteristics Met, Both Streets
The distance to the nearest traffic signal along the major street is greater than 300 ft OR, The proposed traffic signal will not restrict progressive traffic flow along the major street.

Adequate trial of alternatives with satisfactory observance and enforcement has failed to reduce the crash frequency. 5 OR MORE
N/A
During Typical Weekday Peak Hour (05:00 PM - 06:00 PM) 1598 Veh/Hr and has 5-year projected traffic volumes that meet one or more of Warrants 1, 2 and 3 during an average weekday
During Each of Any 5 Hrs. of a Sat. and/or Sun _____ Veh/Hr

ONE CONDITION

SATISFIED

MINIMUM

REPORTED

CRASHES
✓
106

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California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California) District 4 San Mateo CALC Aayush Kalantri DATE
DIST CO RTE PM CHK Praveena Samaleti DATE
Major St: Middlefield Road Critical Approach Speed 30 m/h Minor St: Fair Oaks Lane/Palmer Lane Critical Approach Speed 25 m/h Speed limit or critical speed on major street traffic > 40 mph………. or RURAL (R)
In built up area of isolated community of < 10,000 population ………..

URBAN (U)
WARRANT 1 - Eight Hour Vehicular Volume SATISFIED YES NO Condition A - Minimum Vehicle Volume 100% SATISFIED YES NO 80 % SATISFIED YES NO
Hour
Condition B - Interruption of Continuous Traffic 100% SATISFIED YES NO 80 % SATISFIED YES NO
Hour
Combination of Conditions A & B SATISFIED YES NO


144
1092 955
(144)
75 53 167
2 or More
(80% SHOWN IN BRACKETS)
U
2:00 PM
3:00 PM
1 (173)
196 141
3:00 PM
R
B. INTERRUPTION OF CONTINUOUS TRAFFIC
10:00 AM
12:00 PM
8:00 AM
(167)
70 173
5:00 PM
264 204
(264) (204)
2:00 PM
Yes
(480)
(196) (141) (136)
TWO CONDITIONS SATISFIED 80%
(42) (80) (196) (141) (136) (144)
200 140
Highest Approaches
(60)

AND, AN ADEQUATE TRIAL OF OTHER ALTERNATIVES THAT COULD CAUSE LESS DELAY AND INCONVENIENCE TO TRAFFIC HAS

FAILED TO SOLVE THE TRAFFIC PROBLEMS
136
(56)
A. MINIMUM VEHICULAR VOLUME
100
8:00 AM
4:00 PM
(1092) (955)
144
(733)
136 173 264
(173)
(1051)
1051
(204)
(955)
204
6:00 PM
(1092)
(167)
141
(733) (844)
12:00 PM
718 733
(1047)
10:00 AM
196 167
1092
844 1047
718 733 1047 1051 955
(996) (844)
996
(720) (718)
996
844
(1047)
R
750

APPROACH LANES
(600) (420)
Minor Street

MINIMUM REQUIREMENTS
630
U
(160)
(400)
525 900
(996)

CONDITION
Major Street
(120) (84)
Figure 4C-101 (CA). Traffic Signal Warrants Worksheet (Sheet 1 of 5)

MINIMUM REQUIREMENTS
(80% SHOWN IN BRACKETS)
URUR
6:00 PM
APPROACH LANES 5:00 PM1
(264)
(1051)
4:00 PM
500 350 420
2 or More
150 105
Both Approaches
Both Approaches
(504)
Major Street (718)
Highest Approaches
600
(112)
(280) (336)
Signal Warrant Analysis
Middlefield Road and Fair Oaks Lane/Palmer Lane
04/07/2026
04/13/2026
Yes No
Town of Atherton

REQUIREMENT FULFILLED
No
Minor Street
107

Page 504 of 538 ends

Hour
204 3:0
PM
4:0
PM
5:00 PM
8:0
AM
✓
*All plotted points fall above the curves in MUTCD Figure 4C-1 or 4C-2. 1051
167
2 or More
Both Approaches - Major Street ✓
One
1047
Highest Approaches - Minor Street

APPROACH LANES
Yes No
196 264
996 1092
108

Page 505 of 538 ends

1. YES NO

2. YES NO

3. YES NO

PART B SATISFIED YES NO
The total delay experienced for traffic on one minor street approach controlled by a STOP sign equals or exceeds four vehiclehours for a one-lane approach and five vehicle-hours for a two-lane approach; AND The total entering volume services during the hour equals or exceeds 800 vph for intersections with four or more approaches or 650 vph for intersections with three approaches.

Figure 4C-101. Traffic Signal Warrants Worksheet (Sheet 3 of 5) The volume on the same minor street approach equals or exceeds 100 vph for one moving lane of traffic or 150 vph for two moving lanes: AND 3:0
PM
Hour APPROACH LANES
264
2 or More 3:0
PM
Highest Approaches - Minor Street
✓ 1047
One
The plotted points for vehicles per hour on major streets (both approaches) and the corresponding per hour higher volume vehicle minor street approach (one direction only) for one hour (any 4 consecutive 15 minute intervals) ✓
Both Approaches - Major Street
109

Page 506 of 538 ends

California MUTCD 2026 Edition
(FHWA’s MUTCD 2023 Edition, as amended for use in California) WARRANT 4 - Pedestrian Volume SATISFIED YES NO
(Parts 1 and 2 Must Be Satisfied)
Part 1 (Parts A or B must be satisfied)
Figure 4C-101. Traffic Signal Warrants Worksheet (Sheet 4 of 5) Hours - - - >
SATISFIED Yes No 8:00 AM
3:00 PM4:00 PM5:00 PM Figure 4C-5 or Figure 4C-6
Vehicles per hour for any 4 hours 996
1 A.
1047 1051 1092
Pedestrians per hour for any 4 hours 2 0 1
Hours - - - >
SATISFIED Yes No
SATISFIED Yes No
Part 2
Yes No
Yes No
Figure 4C-7 or Figure 4C-8
Pedestrians per hour for any 1 hour 1
AND, The distance to the nearest traffic signal along the major street is greater than 300 ft OR, The proposed traffic signal will not restrict progressive traffic flow along the major street.

Vehicles per hour for any 1 hour 1092 5:00 PM
110

Page 507 of 538 ends

X YES NO
X
P

P YES NO
X
WARRANT 8 - Roadway Network SATISFIED YES NO
(All Parts Must Be Satisfied)
P
YES NO
1000 Veh/Hr OR
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
YES NO
Figure 4C-101. Traffic Signal Warrants Worksheet (Sheet 5 of 5) Any Major Route Characteristics Met, Both Streets
The distance to the nearest traffic signal along the major street is greater than 300 ft OR, The proposed traffic signal will not restrict progressive traffic flow along the major street.

Adequate trial of alternatives with satisfactory observance and enforcement has failed to reduce the crash frequency. 5 OR MORE
N/A
During Typical Weekday Peak Hour (03:00 PM - 04:00 PM) 1334 Veh/Hr and has 5-year projected traffic volumes that meet one or more of Warrants 1, 2 and 3 during an average weekday
During Each of Any 5 Hrs. of a Sat. and/or Sun _____ Veh/Hr

ONE CONDITION

SATISFIED

MINIMUM

REPORTED

CRASHES
✓
≥1000 ft N ____ ft, S >1,000 ft, E ≈ 985 ft, W ≈ 2,210 ft 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.

Gaps vs
Minutes
Minutes Children
Using Crossing

MINIMUM VOLUME

REQUIREMENTS

ONE CONDITION
SATISFIED 80%
Warrant 1, Condition A - Minimum Vehicular Volume

ENTERING VOLUMES - ALL APPROACHES
AND, Consideration has been given to less restrictive remedial measures.

OR, Warrant 4, Pedestrian Volume Condition - Ped Vol ≥ 80% of Figure 4C-5 through Figure 4C-8 2 crashes (01/07/2024 - 10/16/2024)

FULFILLED

MINIMUM REQUIREMENTS DISTANCE TO NEAREST SIGNAL FULFILLED

REQUIREMENTS

CONDITIONS
Number of
Adequate Gaps
School Age Pedestrians Crossing Street/hr

MAJOR ROUTE B
OR, Warrant 1, Condition B - Interruption of Continuous Traffic ✓
✓ x
x
x
1 Table 4C-2, Angle crashes and pedestrian crashes
OR, Table 4C-2, Fatal-and-injury angle crashes and pedestrian crashes OR, Table 4C-3, Angle crashes and pedestrian crashes
OR, Table 4C-3, Fatal-and-injury angle crashes and pedestrian crashes 111

Page 508 of 538 ends

1 Middlefield Road Traffic Study
City Council Meeting | 06.17.26

Page 509 of 538 ends

2 Study Area

Page 510 of 538 ends

Middlefield Road Traffic Study
Two intersections:
§ @ Watkins Avenue
§ @ Fair Oaks Lane / Palmer Lane
Warrants Analysis for:
§ Traffic Signals
§ High Intensity Activated Crosswalk (HAWK)
§ Rectangular Rapid Flashing Beacon (RRFB)

Page 511 of 538 ends

Data Collection
§ Tuesday, March 10, 2026
§ Seven approaches total
§ Watkins (3 approaches)
§ Fair Oaks Lane/Palmer Avenue (4 Approaches)
§ 24-hour vehicular counts
§ 7-hour turning movement counts including bikes
and pedestrians

Page 512 of 538 ends

5 Watkins

WATKINS AVENUE

Page 513 of 538 ends

Traffic Signal Warrants Summary
Warrant 1 - 8-hour vehicle volume – any one of the following would satisfy this warrant:

A. 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. This is compared hourly and 8 hours must be satisfied. (one-lane each way [urban] main roadway/approach roadway = 500 / 150). This is compared at both 100% and at 80% of the threshold.

B. 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. This is compared hourly and 8 hours must be satisfied.

Warrant 2 - 4-hour vehicle volume
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. Hourly vehicle volumes are plotted against a curve measuring the hourly vehicular volume of the major street (total of both approaches) and the corresponding vehicles per hour on the more critical minor-street approach (one direction only) and 4 hours need to plot above the curve.

Page 514 of 538 ends

Traffic Signal Warrants Summary
Warrant 3 – Peak Hour:

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.

Warrant 4 - Pedestrian Volume
Intended for application where the traffic volume on a major street is so heavy that pedestrians experience excessive delay in crossing the major street.

Warrant 5 – School Crossing:
intended for application where the fact that schoolchildren cross the major street is the principal reason to consider installing a traffic control signal.

Warrant 6 – Coordinated Signal System:

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.

Page 515 of 538 ends

Traffic Signal Warrants Summary
Warrant 7 – Crash Experience:

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.

Warrant 8 – Roadway Network:

Installing a traffic control signal at some intersections might be justified to encourage concentration and organization of traffic flow on a roadway network.

Warrant 9 – Intersection near Grade Crossing:

The Intersection Near a Grade Crossing signal warrant is intended for use at a location where none of the conditions described in the other eight traffic signal warrants are met, but the proximity of a grade crossing on an approach controlled by a STOP or YIELD sign at a highwayhighway intersection is the principal reason to consider.

Page 516 of 538 ends

9 Middlefield Road at Watkins Avenue

Page 517 of 538 ends

10 Hourly Vehicular Volume (page 101)

Page 518 of 538 ends

11 Peak-hour Turning
Movement Counts (page 42)

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12 Warrant 1 – Eight-Hour Vehicular Volume (page 115)
U = Urban
R= Rural
Major Street = Middlefield Rd
Minor Street = Watkins Ave
Middlefield
Watkins
Middlefield
Watkins

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13 Warrant 2 – Four-Hour Vehicular Volume (page 104) Watkins Avenue Middlefield Road

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14 Warrant 3 – Peak Hour Vehicular Volume (page
107) Watkins Avenue
Middlefield Road

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15 Fair Oaks / Palmer

FAIR OAKS/PALMER

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16 Middlefield Road at Fair Oaks / Palmer

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17 Hourly Vehicular Volume (page 102)

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18 Warrant 1 – Eight-Hour Vehicular Volume (page 119)
U = Urban
R= Rural
Major Street = Middlefield Rd
Minor Street = Fair Oaks Ave/Palmer Ln

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19 Peak-hour Turning
Movement Counts (page 47)

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20 Warrant 2 – Four-Hour Vehicular Volume (page 105)

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21 Warrant 3 – Peak Hour Vehicular Volume (page 108)

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22 High Intensity Activated Crosswalk (HAWK)

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23 High Intensity Activated Crosswalk (HAWK)

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24 Rectangular Rapid Flashing Beacon (RRFB)

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25 Rectangular Rapid Flashing Beacon (RRFB)

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26 Next Steps
§ TBPSC recommended moving forward with the next step in the evaluation process and suggested that the evaluation include current as well as out year volume projections and that the analysis show current operations, the impacts of installing the Watkins Signal, followed by the signal at Fair Oaks Lane/Palmer Avenue
§ City Council to provide feedback and direction to staff

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Discussion/Questions 27

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Item No. 12
Town of Atherton
CITY COUNCIL STAFF REPORT – REGULAR AGENDA
TO: HONORABLE MAYOR AND CITY COUNCIL

GEORGE RODERICKS, CITY MANAGER
FROM: MONA EBRAHIMI, CITY ATTORNEY
DATE: JUNE 17, 2026
SUBJECT: CITY MANAGER PERFORMANCE EVALUATION AND

APPROVAL OF AMENDMENT TO CITY MANAGER

EMPLOYMENT CONTRACT

RECOMMENDATION
It is recommended that the Council review the staff report and consider adoption of the attached amendment to the employment agreement between the Town of Atherton and George Rodericks.

BACKGROUND
Each year beginning in early spring, the City Council conducts an annual evaluation of the City Manager’s performance. The City Council conducted a performance review of the City Manager and found him to be performing outstandingly. As such, they wished to amend his contract to reflect his service to the Town, but also to bring his salary in conformance with a cost-of-living adjustment.

ANALYSIS
To achieve this, the City Council desires to amend the City Manager's contract and increase his existing salary from $294.973 to $302,347 per year, which is comprised of a 2.5% cost of living (CPI) adjustment. Additionally, the City Council would like to offer a one-time $15,000 bonus for excellent performance and retention.

FISCAL IMPACT
The approval of this thirteenth amendment to the City Manager's employment agreement will result in an increase of $7,374 to his annual salary and a $15,000 increase for the bonus. No other changes are being proposed.

GOAL ALIGNMENT

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City Manager Contract Amendment
JUNE 17, 2026

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This Report and its contents are in alignment with the following Council Policy Goals:
• Goal D - Be Forward Thinking

POLICY FOCUS
This Thirteenth Amendment to the employment agreement which provides CPI salary adjustments to the City Manager for his performance and a one-time bonus, also serves as a retention tool for the Town.

PUBLIC NOTICE
Public notification was achieved by posting the agenda, with this agenda item being listed, at least 72 hours prior to the meeting in print and electronically. Information about the project is also disseminated via the Town’s electronic News Flash and Atherton Online. There are approximately 1,200 subscribers to the Town’s electronic News Flash publications. Subscribers include residents as well as stakeholders –to include, but be not limited to, media outlets, school districts, Menlo Park Fire Protection District, service provides (water, power, and sewer), and regional elected officials.

COMMISSION/COMMITTEE FEEDBACK/REFERRAL
This item has not been before a Town Committee or Commission

ATTACHMENTS

1. Thirteenth Amendment

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4908-2213-7774, v. 1
Amendment No.13 to the Employment Agreement
between the Town of Atherton and George Rodericks
The Employment Agreement ("Agreement") entered into by and between the TOWN OF ATHERTON, a municipal corporation ("Town") and GEORGE RODERICKS ("City Manager") on or about October 19, 2012, and amended on July 1, 2013, July 1, 2014, July 1, 2015, July 1, 2016, July 1, 2017, July 1, 2019, February 17, 2021, September 15, 2021, June 15, 2022, June 21, 2023, June 19, 2024, and June 18, 2025.

The Parties wish to make the following amendments to the Agreement as set forth below:

1. The parties agree to replace the following sentence from Paragraph 4 of the Agreement:
"The Town shall pay a base salary of $294,973 per year, payable in prorated monthly installments, payable at the same intervals and in the same manner as regular employees." This deleted sentence will be replaced with the following sentences in Paragraph 4 of the Agreement:
"The Town shall pay a base salary of $302,347 per year, payable in prorated monthly installments, payable at the same intervals and in the same manner as regular employees."

2. The Town shall pay City Manager a one-time bonus in the amount of $15,000.

3. All other provisions of the Agreement shall remain in full force and effect.

In witness whereof, the parties have executed this 13th Amendment to the Agreement as of June 17, 2026 and taking effect on July 1, 2026.

TOWN OF ATHERTON
_________________________
Stacy Holland, Mayor

CITY MANAGER
_________________________
George Rodericks
Approved as to Form:
___________________________
Mona G. Ebrahimi, City Attorney

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Atherton City CouncilJune 17, 2026

Atherton City Council
June 17, 2026