A. The vehicles per hour given in both of the 80 percent columns of Condition A in Table 4C-1 exist on the major-street and the higher-volume minor-street approaches, respectively, to the intersection; and B. The vehicles per hour given in both of the 80 percent columns of Condition B in Table 4C-1 exist on the major-street and the higher-volume minor-street approaches, respectively, to the intersection.
These major-street and minor-street volumes shall be for the same 8 hours for each condition; however, the 8 hours satisfied in Condition A shall not be required to be the same 8 hours satisfied in Condition B.
On the minor street, the higher volume shall not be required to be on the same approach during each of the 8 hours.
Option:
08 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.
Standard:
02 The need for a traffic control signal shall be considered if an engineering study finds that, for each of any 4 hours of an average day, the plotted points representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicles per hour on the higher-volume minor-street approach (one direction only) all fall above the applicable curve in Figure 4C-1 for the existing combination of approach lanes. On the minor street, the higher volume shall not be required to be on the same approach during each of these 4 hours.
Option:
03 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.
Standard:
02 This signal warrant shall be applied only in unusual cases, such as office complexes, manufacturing plants, industrial complexes, or high-occupancy vehicle facilities that attract or discharge large numbers of vehicles over a short time.
03 The need for a traffic control signal shall be considered if an engineering study finds that the criteria in either of the following two categories are met:
A. If all three of the following conditions exist for the same 1 hour (any four consecutive 15-minute periods) of an average day:
1. The total stopped time delay experienced by the traffic on one minor-street approach (one direction only) controlled by a STOP sign equals or exceeds: 4 vehicle-hours for a one-lane approach or 5 vehicle-hours for a two-lane approach; and
2. The volume on the same minor-street approach (one direction only) equals or exceeds 100 vehicles per hour for one moving lane of traffic or 150 vehicles per hour for two moving lanes; and California MUTCD 2014 Edition Page 831
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) Chapter 4C – Traffic Control Signal Needs Studies November 7, 2014 Part 4 – Highway Traffic Signals
3. The total entering volume serviced during the hour equals or exceeds 650 vehicles per hour for intersections with three approaches or 800 vehicles per hour for intersections with four or more approaches.
B. The plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicles per hour on the higher-volume minor-street approach (one direction only) for 1 hour (any four consecutive 15-minute periods) of an average 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 the second category of the Standard. 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.
Standard:
02 The need for a traffic control signal at an intersection or midblock crossing shall 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-7.
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-6 may be used in place of Figure 4C-5 to evaluate Criterion A in Paragraph 2, and Figure 4C-8 may be used in place of Figure 4C-7 to evaluate Criterion B in Paragraph 2.
Standard:
04 The Pedestrian Volume signal warrant shall 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. 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 4E.
Guidance:
06 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 TRAFFIC SIGNAL VOLUME WARRANT ANALYSIS (2010 MUTCD)
MAJOR STREET: EB WB # OF APPROACH LANES: 2
MINOR STREET: NB SB # OF APPROACH LANES: 2
CITY, STATE: Salinas CA
COMMENTS: Background Plus Project
ISOLATED COMMUNITY WITH POPULATION LESS THAN 10,000 (Y OR N) N 85TH PERCENTILE SPEED GREATER THAN 40 MPH ON MAJOR STREET (Y OR N) N MAJOR ST MINOR ST Ped Count WARRANT 2 WARRANT 3
TWO-WAY
TRAFFIC
TRAFFIC
HEAVY LEG
CROSSING
MAJOR ST MAIN LINE
SIDE
STREET
BOTH
MET MAIN LINE
SIDE
STREET
BOTH
MET MAIN LINE
SIDE
STREET
BOTH
MET MAIN LINE
SIDE
STREET
BOTH
MET
Four-Hour Peak Hour
THRESHOLD VALUES 600 200 900 100 480 160 720 80 60 75
06:30 AM TO 07:30 AM
07:30 AM TO 08:30 AM
08:30 AM TO 09:30 AM 1,387 326
Y Y Y Y Y Y Y Y Y Y Y Y Y Y
09:30 AM TO 10:30 AM
10:30 AM TO 11:30 AM
11:00 AM TO 12:00 PM
12:30 PM TO 01:30 PM
01:30 PM TO 02:30 PM
02:30 PM TO 03:30 PM
03:30 PM TO 04:30 PM
04:30 PM TO 05:30 PM 1,949 532
Y Y Y Y Y Y Y Y Y Y Y Y Y Y
05:30 PM TO 06:30 PM
06:30 PM TO 07:30 PM
07:30 PM TO 08:30 PM
08:30 PM TO 09:30 PM
09:30 PM TO 10:30 PM
3,336 858 2 2 2 22 2 22 2 22 22 2
4 HRS NEEDED 1 HR NEEDED
NOT
SATISFIED SATISFIED
09/18/19
Kimley-Horn and Associates
Skyway Boulevard
Airport Boulevard
WARRANT 1 - Condition B, Part 1 WARRANT 1 - Condition A, Part 2 WARRANT 1 - Condition B, Part 2
NOT SATISFIED NOT SATISFIED NOT SATISFIED
8 HOURS NEEDED 8 HOURS NEEDED 8 HOURS NEEDED for both Condition A & B WARRANT 1 - Condition A, Part 1
J. SENSITIVITY ANALYSIS
HCM 6th TWSC
1: Roy Diaz Street & US 101 NB Ramps 10/16/2019
Synchro 10 ReportSalinas Airport TIA 7:15 am 08/01/2019 Background (Travel Center Phase 1 Only) Plus Project Kimley-Horn & Associates Page 1
Intersection
Int Delay, s/veh 5.3
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 311 0223 3 5 4
Future Vol, veh/h 311 0223 3 5 4
Conflicting Peds, #/hr 0 00000
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - 0 - - 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 74 74 74 74 74 74
Heavy Vehicles, % 16 100 50 50 50 20
Mvmt Flow 420 0334 4 7 8
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 13 4 482 0 - 0
Stage 1 4 -----
Stage 2 9 -----
Critical Hdwy 6.56 7.2 4.6 - - -
Critical Hdwy Stg 1 5.56 -----
Critical Hdwy Stg 2 5.56 -----
Follow-up Hdwy 3.644 4.2 2.65 - - -
Pot Cap-1 Maneuver 971 852 872 - - -
Stage 1 984 -----
Stage 2 979 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 968 852 872 - - -
Mov Cap-2 Maneuver 968 -----
Stage 1 981 -----
Stage 2 979 -----
Approach EB NB SB
HCM Control Delay, s 11.5 4.6 0
HCM LOS B
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 872 - 968 - -
HCM Lane V/C Ratio 0.003 - 0.434 - -
HCM Control Delay (s) 9.1 - 11.5 - -
HCM Lane LOS A - B - -
HCM 95th %tile Q(veh) 0 - 2.2 - -
HCM 6th TWSC
1: Roy Diaz Street & US 101 NB Ramps 10/16/2019
Synchro 10 ReportSalinas Airport TIA 4:30 pm 07/31/2019 Background (Travel Center Phase 1 Only) Plus Project Kimley-Horn & Associates Page 1
Intersection
Int Delay, s/veh 3.5
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 378 0123 8 3 3
Future Vol, veh/h 378 0123 8 3 3
Conflicting Peds, #/hr 0 00000
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - 0 - - 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 15 0 100 0 33 6
Mvmt Flow 411 0123 9 0 5
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 7 3 908 0 - 0
Stage 1 3 -----
Stage 2 4 -----
Critical Hdwy 6.55 6.2 5.1 - - -
Critical Hdwy Stg 1 5.55 -----
Critical Hdwy Stg 2 5.55 -----
Follow-up Hdwy 3.635 3.3 3.1 - - -
Pot Cap-1 Maneuver 981 1087 462 - - -
Stage 1 987 -----
Stage 2 986 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 979 1087 462 - - -
Mov Cap-2 Maneuver 979 -----
Stage 1 985 -----
Stage 2 986 -----
Approach EB NB SB
HCM Control Delay, s 11.3 4.3 0
HCM LOS B
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 462 - 979 - -
HCM Lane V/C Ratio 0.002 - 0.42 - -
HCM Control Delay (s) 12.8 - 11.3 - -
HCM Lane LOS B - B - -
HCM 95th %tile Q(veh) 0 - 2.1 - -