Agenda Item No._
CITY OF YUCAIPA
AGENDA REPORT
TO: Honorable Mayor and City Council
FROM: Fermin Preciado, Director of Development ServiceVCity Engineer LY For (7 Landon Kern, Assistant City Engineer /-K
Katrina Kunkel, Associate Engineer g\l
FOR: City Council Meeting of March 11,2024
SUBJECT: Wildwood Canyon Road Engineering Study and Traffic Analysis RECOMMENDATION:
That the City Council receive an update regarding a traffic analysis completed along Wildwood Canyon Road and provide direction to staff regarding optional traffic improvements.
BAC KG ROUND/DISC U SSION :
In Spring 2023, staff was directed by the City Council to complete a traffic analysis for the intersection of Wildwood Canyon Road and Canyon Drive, including the pedestrian crosswalk.
The direction was in response to multiple citizen concerns that were shared during public comment at the City Council meetings following a fatal accident involving a cyclist at a location near the intersection located at Wildwood Canyon Road and Canyon Drive. Following the initiation of the traffic analysis with the City's on-call traffic engineer, staff coordinated with the citizens directly to gain a better understanding of their concems. At that time, staff was introduced to representatives from the Wildwood Watcher Fire Safe Council (WWFSC). WWFSC consists of a non-profit organization coordinated by a group of residents that live in the area north of Wildwood Canyon Road between Mesa Grande Drive and Oak Glen Road. The non-profit group was formed as a means of reducing fire risk in their area through grant applications for hazard fuel mitigation and resource management projects. WWFSC has expanded their scope to include advocacy for any observed safety concerns in the area. WWFSC shared their traffic concerns with staff, including the crosswalk/trail crossing at Wildwood Canyon Road the intersection of Wildwood Canyon Road and Oak View Road, and speeding along Wildwood Canyon Road.
The traffic analysis includes a Traffic Control Device Warrants Analysis for the intersection of Wildwood Canyon Road and Canyon Drive, a Focused Intersection Evaluation for the intersection of Wildwood Canyon Road at Oak View Road, and an Engineering and Traffic Survey for Speed Limits along Wildwood Canyon Road from Mesa Grande Drive to Oak Glen Road. Staff has met with the representatives of WWFSC throughout the process to maintain a collaborative approach.
Canyon Drive Pedestriar/Trail Crossing Intersection Evaluation The analysis at Wildwood Canyon Road and Canyon Drive (trail crossing analysis) includes a traffic signal warrant analysis report, a multiway stop sign analysis, an in-roadway warning light system analysis and a flashing beacon analysis to determine if these traffic control devices are warranted for the intersection. The California Manual on Uniform Traffic Control Devices requires warrant analysis be completed and certain metrics be met in order install traffic control devices.
These metrics include quantifiable items such as traffic volumes, pedestrian volumes, accident occurrence and roadway geometry. Typically, data is collected during peak weekday hour traffic (generally 7am-9am and 4pm-7pm). However, due to the unique nature of the intersection, data for the analyses was also collected on a Saturday when pedestrian, bicycle and equestrian activity was anticipated to be at peak volumes. The volume of traffic on the minor street of an intersection (in this case Canyon Drive) plays a significant role in determining if a control device is warranted.
The trail crossing analysis was finalized in January 2024 and the results were reviewed by staff.
The trail crossing analysis determined that a traffic signal, multi-way stop signs, and in-roadway waming lights devices are not warranted at this time. The trail crossing analysis also includes a field review for sight distance visibility and intersection lighting, which were both found to be adequate and meet industry standards. Although a traffic signal, stop signs and in-roadway warning lights were not warranted, the analysis did provide some optional recommendations that the City Council could choose to implement, including the following items:
l. Re-paint white ladder style marked crosswalks at the intersection due to fading.
2. Install advance Yield lines and Yield Here to Pedestrian signs.
3. Install a solar-powered Rectangular Rapid Flashing Beacon (RRFB) system at the marked crosswalk.
The FY23l24Pavement Striping Program is currently out for bid. Staff has integrated the proposed recommendations for striping (items I & 2) into the bid package for installation. The optional RRFB (item 3) includes push-button pedestrian activated flashing beacons, which could be installed at either side of the crosswalk. The estimated cost for an RRFB is $40,000. Should the City Council elect to pursue these improvements, staff can integrate them into the upcoming Fiscal Y ear 2024-25 (FY25) Budget.
Oak View Road Intersection Evaluation
The analysis at Wildwood Canyon Road and Oak View Road includes an evaluation of the intersection from a traffic engineering perspective, including roadway geometry, signing & striping and sight distance. Results for the Intersection Evaluation at Wildwood Canyon Road and Oak View Road determined that the existing roadway geometry is adequate, meets industry standards, and there are no required improvements. However, the City Council may consider the following optional recommendations:
l. Refresh the existing signing and striping atlnear the intersection.
2. Add Side-Street Ahead warning signs on Wildwood Canyon Road in advance of the intersection.
3. Add double-yellow striping to create a "median" at the intersection.
4. Add a double-arrow end-of-roadway warning sign on the south side of Wildwood Canyon Road, facing southbound Oak View Road traffic.
5. Restrict on-street parking along the north side of Wildwood Canyon Road and along both sides of Oak View Road for 20 to 40 feet from the intersection.
6. Add double-yellow centerline along Oak View Road the intersection of Wildwood Canyon Road.
7. As part of a larger roadway project for Wildwood Canyon Road, when the City has acquired additional right-of-way and constructed Wildwood Canyon Road to its ultimate condition, the City may consider restriping the left-turn pocket to allow for the storage of two cars or more to allow for deceleration to occur in the left-turn pocket.
Staff has integrated the proposed recommendations that can be implemented with existing roadway conditions for striping (items I through 6) into the FY23l24 Pavement Striping Program bid package. The estimated cost to acquire right-of-way and construct roadway improvements along Wildwood Canyon Road (item 7) is approximately $350,000. Should the City Council elect to pursue these improvements, staff can integrate them into the upcoming FY25 Budget.
Wildwood Can)ron Road Traffic Survey for Speed Limits
The speed survey for Wildwood Canyon Road from Mesa Grande Drive to Oak Glen Road was conducted to determine if the posted speed limit of 45 mph should remain. The speed survey, as required by the California Vehicle Code (CVC) and the Califomia Manual on Uniform Traffic Control Devices (CAMUTCD), collects and analyzes data associated with prevailing speeds, accident records, and highway, traffic and roadside conditions not readily apparent to the driver.
Results from the study determined that the posted 45 mph speed limit should remain.
FISCAL IMPACT:
The recommended action does not result in a fiscal impact. Should the City Council direct staff to complete any of the additional optional traffic improvements, staffcan integrate those improvements into the proposed FY25 Capital lmprovement Program (CIP) with the upcoming budget adoption process.
Optional improvements include any or all of the following:
Rectangular Rapid Flashing Beacon (Canyon Drive Intersection) $40,000 Roadway Widening Improvements (Oak View Road lntersection) $350,000 Attachments:
l. Traffic Control Device Warrant Analysis for the intersection of Wildwood Canyon Road and Canyon Drive.
2. Focused lntersection Evaluation - Intersection of Wildwood Canyon Road at Oak View Road in the City of Yucaipa, CA.
3. Engineering and Traffic Survey for Speed Limits
Approved by:
ATTACHMENT 1
TRAFFIC CONTROL DEVICE WARRANTS ANALYSIS
FOR THE INTERSECTION OF
WILDWOOD CANYON ROAD AND CANYON DRIVE
IN THE
CITY OF YUCAIPA, CA
JANUARY IO,2024
INTRODUCTION
The City of Yucaipa requested Hartzog & Crabill, Inc. to complete a Traffic Control Device Warrants Analysis for the intersection of Wildwood Canyon Road and Canyon Drive. This analysis was completed in order to veri$ if a traffic signal, multi-way stop sign, or other traffic control device installation is justified and recommended based on meeting standard guidelines. It is understood that pedestrians, bicycles, and horses cross Wildwood Canyon Road at this intersection from the park located on the south-side to access the horse trail located northerly along Canyon Drive, especially during the weekend. The location is a 'T'-intersection with Wildwood Canyon Road running in the east-west directions and Canyon Drive intersecting in the north-south directions (on the north side of Wildwood Canyon Road). The intersection is located northeast of lnterstate l0 San Bernardino Freeway, and east of Bryant Street (see Location Map below). The intersection lies in the southeasterly area of the City of Yucaipa, entirely within City jurisdiction. Presently, the intersection has a l-Way Stop sign installation controlling the southbound Canyon Drive approach, while Wildwood Canyon Road is uncontrolled.
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Trallic Control Device llarrants Analysis - llildwood Canyon Rd at Canyon Dr, in the City of Yucaipa, CA
BACKGROUND
Wildwood Canyon Road, from Mesa Grande Drive to Oak View Road, has a street-width of approximately (32) feet and is classified as an east-west minor arterial roadway. The rural roadway has a mix of rural and residential properties along the north side, and community park frontage on the south side. At the intersection with Canyon Drive, the 2-lane roadway provides for one ( I ) through-lane of traffic in each direction which are divided by a painted double-yellow centerline and delineated with white, right edge-line striping. Both sides of the roadway are improved with asphalt curb or berm only. There is a white ladder-style marked crosswalk across the west leg of the intersection, and applicable Pedestrian Crossing warning signs and Equestrian Crossing signs, along with advance solar-powered flashing beacons. There are no disabled access curb ramps located at any comer of the intersection with Canyon Drive. There is also a Bear Crossing posted sign, and a Wildwood Canyon State park wayfinding sign facing eastbound traffic. Wildwood Canyon Road has a posted speed limit of 45 MPH. There are no posted street-parking restrictions along either side of Wildwood Canyon Road, yet if necessary due to the narrow street width, it is likely that vehicles may park off the pavement on the south-side or within the approximate four (4) foot space between the asphalt curb and white edge-line striping.
Wildwood Park is located on the south-side of this intersection. See Exhibil I (next page) for photo imoges of lVildwood Canyon Road,
Canyon Drive, north of Wildwood Canyon Road, has a street-width of approximately (20) feet and is classified as a north-south local rural roadway. The roadway has primarily residential and rural frontage on both sides, and leads northerly to the Wildwood Canyon State Park. At the intersection with Wildwood Canyon Road, the 2-lane roadway provides for one ( I ) through-lane of traffic in each direction which are not separated by any centerline striping. Both sides of the roadway are unimproved (i.e. no curb, gutter, or sidewalk). There is a white ladder-style marked crosswalk across the north leg of the intersection. Canyon Drive does not have a posted speed limit, and is considered a local residential roadway; therefore, a prima facie speed limit for local residential streets between [5 and 25 MPH may be applicable. There is a Stop sign posted for southbound traffic. There are no street-parking restrictions along either side of Canyon Drive, yet due to the narrow street width it is likely that vehicles may park on the side of the road off the pavement, if neces sary. See Exhibit 2 (following page) for a photo image of Canyon Drive.
Hartzog & Crabill, Inc.Page 2 of 2I
TrafJic Control Device Waruants Analysis - Wildwood Canyon Rd at Canyon Dr, in the City of Yucaipa, CA
EXHIBIT I
WILDWOOD CANYON ROAD (Looking Eastbound) AT CANYON DRIVE -J-
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Troffic Control Device Warrants Analysis - Wildwood Canyon Rd at Canyon Dr, in the City of Yucaipa, CA EXHIBIT 2
CANYON DRM (Looking Southboun{ AT WILDWOOD CANYON ROAI) ry:"
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Traffic Control Device ll/srrants Analysis - Wildwood Canyon Rd ot Canyon Dr, in the City of Yucaipa, CA
TRAFFIC SIGNAL WARRANTS ANALYSIS
As is common practice with many municipal agencies, the City of Yucaipa has an adopted practice for using State guidelines as reference standards in order to provide uniformity and consistency in terms of traffic control. Therefore, the prevailing source that addresses these topics was used for this analysis, which is the State of California Manual of Uniform Traffic Control Devices (California MUTCD). The California MUTCD contains minimum guidelines regarding traffic volumes, collisions, speeds, visibility, and other criteria in order to satisfy the requirements, in this case, for the recommendation and installation of a traffic signal, multi-way stop, or other traffic control devices. HCI will begin with a traffic signal analysis, then the multi- way stop analysis, and continue with other device guidelines if warrants are not satisfied.
The traffic signal guidelines in Chapter 4C. Traffic Control Signal Needs Studies of the Caldornia MUTCD are included in Appendk A.
As stated in these Califomia MUTCD guidelines, as well as noted below, signalization should be considered when the following Standard is met:
"An engineering study of traffic conditions, pedestrian characteristics, and physical characteristics of the location shall be performed to determine whether the installation of a trffic control signal is justtfied at a particular location. The investigation of the need for a traffic control signal shall include an analysis of the applicable factors contained in the following trffic signal warrants and otherfactors related to existing operation and safety at the studlt location:
Worrant l, Eight-Hour Vehicular Volume.
Warrant 2, Four-Hottr Vehicttlar Volume.
Warrant 3, Peak Hour.
Warrant 4, Pedestrian Volume.
Warrant 5, School Crossing.
Warrant 6, Coordinated Signal System.
Warrant 7, Crash Experience.
Warrant 8, Roadwoy lletw'ork. "
Warrant 9, Intersection Near a Grade Crossing
In other words, in order to justify and recommend the installation of traffic control signals, as shown above there are nine (9) California MUTCD Traffic Signal Warrants that should be analyzed. If any one, or a combination, of these warrants is met then a traffic signal should be considered. Yet, as also stated in the California MUTCD: "The satisfaction of a trffic signal warrant or warrqnts shall not in itself require the installation of a trffic control signal. " Hartzog & Crabill, Inc.Page 5 of 2I
TrafJic Control Device Warrants Analysis - Wildwood Canyon Rd at Canyon Dr, in the City of Yucaipa, CA TRAFFIC SIGNAL WARRANTS ANALYSIS (continued)
Traffic volume data and collision history provide a good overall picture of intersection characteristics; hence, these are the conditions first reviewed by HCI in completing traffic signal warrants analyses, or other traffic control device analyses. Accordingly, the following analysis has focused on volume and collision data to determine if a traffic signal is warranted at the intersection of Wildwood Canyon Road and Canyon Drive, although all applicable traffic signal warrants and other factors such as restricted sight distance were included. It should be noted, if the warrant criteria in these guidelines are not met, the installation of an un-warranted traffic signal is typically not recommended.
Traffic Volumes
The Support guidelines describing the minimum volumes needed for a traffic control signal in Warrant 1, Eight-Hour Vehicular Volume, of the California MUTCD is stated as follows:
"The Minimum Vehiailar Volume, Condition A, is intended for application at locations where a large volume of intersecting trffic is the principal reason to consider installing a traffic control signal. "
"The Interruption of Continuous Trffic, Condition B, is intended for application at locations where Condition A is not satis.fied and where the trffic volume on a major street is so heavy that trffic on a minor intersecting street srffirs excessive delay or conflict in entering or crossing the major street."
HCI collected Average Daily Traffic (ADT) vehicular approach counts to the intersection on Saturday, August 26, 2023, and also midweek on Thursday, October 19, 2023, in order to account for vehicles that typically use this 3-way intersection. The higher Thursday ADT bi- directional count for Wildwood Canyon Road is 5,927 vehicles per day with the highest AM peak-hour bi-directional volume having 555 vehicles, and 506 vehicles in the PM peak-hour.
The ADT directional approach count for Canyon Drive is 66 vehicles with the highest AM peak- hour directional volume having 7 vehicles, and 10 vehicles in the PM peak-hour. Table I (next page) provides a breakdown of the approach volumes.
The traflic volume data collected for this intersection is included in Appendk B.
Hartzog & Crabill, Inc.Page 6 of 2I
TRAFFIC SIGNAL WARRANTS ANALYSIS (continue{
TABLE I
24-HOUR INTERSECTION APPROACH VEHICLE COUNTS
AND HIGHEST HOURLY VOLUMES
Wildwood Canyon Road is considered the 'through' or'major' street at this rural residential/park 3-Way intersection, since it carries higher volumes from both approaches, and drivers are not required to slow down, or even stop, before proceeding straight through the intersection. In comparison, Canyon Drive is considered the 'minor' street as southbound drivers on Canyon Drive are required to stop at Wildwood Canyon Road and look both ways before proceeding to make a left-turn or right turn. It is typically expected that the traffic volumes on the minor street are significantly less than those on the major street. As can be seen from the table above, this is the case, as Canyon Drive carries just over lYo of the entire traffic entering the intersection (Wildwood Canyon Road carries 99Yo of entering traffic).
A part of the California MUTCD guideline criteria also calls for a reduction in the required minimum volumes when the critical approach speed (or 8|'h-percentile speed) on the major street exceeds 40 MPH. If this is the case, the minimum vehicular volumes to be met for a traffic signal installation are reduced to 70o . As mentioned, the posted speed limit on Wildwood Canyon Road is 45 MPH, and a prior 85th percentile speed was recorded at 50.2 MPH.
Therefore, theTDYo minimum volumes are considered applicable, and were used in this analysis.
All traffic count and speed data gathered were applied to the Traffic Signal Warrants Worksheets for the Traffic Volume Warrants #1, #2, and #3. As a result, the existing traffic volumes did not meet the minimum volumes required to satisfy any of the volume warrant criteria.
Hartzog & Crabill, Inc.Poge 7 of 2I
Street Direction ADT Volume Directional Split Highest Hourly Volume Wildwood Canyon
Road
Eastbound 3,01 6 st%308 (4-sPM)
Westbound 2,911 49%40s (7 - 8 AM)
Canyon Drive
Southbound 66 t00%l0 (6-7PM)
Traffic Control Device ll/srrants Analysis - Wildwood Canyon Rd at Canyon Dr, in the City of Yucaipa, CA
TRAFFIC SIGNAL WARRANTS ANALYSIS (continued)
Collision Historv
The California MUTCD guidelines in the Traffic Control Signal Needs Studies regarding collisions require that all of the following general criteria below are met in order to satisff Warrant #7 - Crash Experience:
"(A) Adequate trial of alternatives when satisfactory observance and enforcement has failed to reduce the crash frequency; and (B). Five (5) or more reported crashes, of types susceptible to correction by a traffic control signal, have occurued within a l2-month period, each crash involving personal injury or properD, damage apparentll' exceeding the applicable requirements for a reportable crash; and (C). For each of any 8 hours of an average day, the vehicles per hour (vph) given in both of the 80 percent cohtmns of Condition A in Table 4C-l ... exists on the major street and the higher-volume minor-street approach ...".
The available collision history reported for the intersection was gathered from the Statewide Integrated Traffic Records System (SWITRS). More specifically, the raw citywide collision data was obtained from the /-SWITRS website, HCI then formatted and prepared a comprehensive 5- year intersection traffic collision history report for this intersection (attached in Appendix C).
Collisions considered susceptible to correction by a traffic control signal are generally of the 'Broadside', 'Head-on', or other right-angle type involving vehicles and/or pedestrians/bicycles from conflicting approaches. These same are not considered correctible when they occur far away from the intersection. Other types of collisions categorized as 'sideswipe', 'rear-end', and 'hit object' type collisions are generally not considered susceptible to correction by a traffic signal, unless further review indicates otherwise. HCI reviewed all data in order to determine whether there were at least five (5) collisions in a l2-month period that were susceptible to correction by the installation of a traffic control signal. Table 2 on the next page provides a recent 5-year summary of collision history atlnear this intersection.
Hartzog & Crahill, Inc.Page I of 2I
Traffic Control Device Vl/arrants Analysis - Wildwood Canyon Rd at Canyon Dr, in the City of Yucaipa, CA
Truffic Control Device ll/aruants Analysls - Wildwood Canyon Rd at Canyon Dr, tn the City of Yucoipa, CA TR{FFIC SIGNAL WARRANTS ANALYSIS (continuefi
TABLE2
INTERSECTION COLLISION SUMMARY
Notes:Information above is derived per the latest 5-year intersection traffic collision database file gathered from CHP-SWITRS (r-Srr{fR S webs ite\.
I ) Type of Coll. - Type of Collision (i. e., hroadside, rear-end, etc.) 2) Correctible? - Yes / No
As shown above, there has been one ( I ) reported collision reported near this intersection over the past (5+) years of available SWITRS collision data. The collision is not considered correctible as it did not occur at the intersection but 4l feet west of the intersection.
Since the collision warrant requires a minimum of five (5) reported crashes susceptible to correction by a traffic signal, to occur within a l2-month period, the collision warrant is not satisfied.
There are no other tralfic signal warrants satisfted or applicable for this intersection.
The completed Califurnia MUTCD Traffic Signal lVarrants lAorksheets cun be found in Appendk D.
Intersection
2018 2019 2020-21 2022 - March 2023
Date
Type of Coll.
I
Correctible?
Date
Type of Coll.
I
Correctible?
Date
Type of Coll.
I
Correctible?
Date
Type of Coll.
I
Correctible?
Wildwood
Canyon Road
at
Canyon Drive
None Reported None Reported None Reported 0U25t23 Other / No Hartzog & Crabill, Inc.Poge 9 of 2I
Traflic Control Device Vl/aruants Analysis - Wildwood Csnyon Rd at Canyon Dr, in the City of Yucaipa, CA TRAFFIC SIGNAL WARRANTS ANALYSIS (continue0
Visibilitv
Although not exactly found in the warrant criteria, another important criterion analyzed was the possibility of a driver's restricted view, especially from the side street of this T-intersection. It is noted, both roadways intersect perpendicularly, which is favorable for side-street sight distance.
However, due to the higher speeds on Wildwood Canyon Road, overall sight distance was carefully considered.
A driver's visibility (or sight distance) was measured from a typical stopped-vehicle location on Canyon Drive towards oncoming traffic on Wildwood Canyon Road. This measured distance was derived from the stopping sight distance guidelines found in the Califomia MUTCD (see Appendix E\. In this reference, a posted 45 MPH roadway speed recommends a minimum Stopping Sight Distance of 360 feet, while a 50 MPH roadway design speed (i.e., posted + 5 MPH) recommends a minimum Stopping Sight Distance of 425 feet, in order for a driver to see and stop for an object in their lane ahead. Since the 85th percentile speed of 50.2 MPH is higher than the posted speed, as a conservative measure, the 425 foot stopping sight distance was used.
As shown in Exhibit 3 (next page), this measured sight distance was clear and did meet the minimum recommended value of 425 feet when looking westerly and easterly at oncoming Wildwood Canyon Road traffic. As a result, side street visibility was found to be satisfactory.
Intersection lighting was also verified and found to be adequate as there is one street light fixture mounted on a wood utility power pole located on the south side of the intersection.
Hartzog & Crabill, Inc.Page I0 of 2I
Traffic Control Device Vl/arrants Analysis - Wildwood Canyon Rd at Canyon Dr, in the City of Yucoipa, CA EXHIBIT 3
425 foot sight distance
CANYON DRIVE (Looking lvesterly) @ WILDWOOD CANYON ROAD 425 foot sight distance
CANYON DRM (Looking Easterly) @ WILDWOOD CANYON ROAD
Hartzog & Crobill, Inc.Page II of 2I
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Traffic Control Device Warrants Analysis - Wildwood Canyon Rd at Canyon Dr, in the City of Yucaipa, CA
MULTIWAY STOP WARRANTS ANALYSIS
Since the intersection data gathered did not satisff the warrants for a traffic signal installation, a multiway stop application is considered in this section of the analysis. The Califomia MUTCD Multiway Stop Applications Guidance criteria are described in the following four main parts:
I ) As an interim measure where traffic control signals are justified; 2) Reported crashes - .fire or more in a l2-month period that are susceptible to correction;
3) Traffic and pedestrian volumes, speeds, and delay; and 4) Where a combination of the above criteria are satisfied to 80 percent.
If any one, or a combination, of these criteria is met then a multiway stop application should be considered. If these criteria are not met, the installation of an unwarranted stop sign installation is typically not recommended.
The California MIITCD STOP Sign and Multiway Stop Applications guidelines are included in Appendk F.
The California MUTCD Multiway Stop Applications section contains similar guidelines, such as minimum collisions and traffic volumes necessary for the justification of a multi-way stop control. The general guidelines given for a stop sign application begin with using engineering judgment for the installation of a stop sign(s) on a street entering a through-highway and/or where high speeds, restricted view, or crash records indicate a need for control by a stop sign.
Further guidance criteria found in the California MUTCD include the following important statements: 'STOP signs should not be used for speed control... STOP signs should be installed in a manner that minimizes the numbers of vehicles having to stop... In most cases, the street carrying the lowest volume of traflic should be stopped... A STOP sign should not be installed on the major street unless justiJied by a trofJic engineering study.,. Multiway stop control is used where the volume of traflic on the intersecting roads is approximately equal." Hartzog & Crahill, Inc.Page 12 of 2I
MULTIWAY STOP WARRANTS ANALYSIS (continae\
Interim Measure for a Tralftc Signal
It has been shown in the above analysis that a traffic control signal is not warranted, or justified.
Collision History
As also shown in the traffic signal analysis, there has been one (l) reported collision near this particular intersection during the past five (5+) years. The collision is not considered correctible as it did not occur at the intersection but 4l feet west of the intersection. Therefore, the Reported Crashes criteria for a multiway stop installation is not satisfied, as the five (5) minimum correctible reported crashes in a l2-month period are not met for this intersection.
Traffic Volumes
A part of the California MUTCD Guidance criteria also calls for a change in minimum volumes required for a multiway stop when the critical approach speed (or 85't'-percentile speed) on the major street exceeds 40 MPH. Since this is the case, the minimum vehicular volumes to be met for a multiway stop installation are reduced to 70oh and were evaluated below.
The above traffic signal analysis showed that the traffic volumes on the minor street are considerably less than those on the major street at this intersection. tt is important to note that the hourly vehicle traffic counts shown in Table I above are given for the highest one hour of traffic, and serve as a good indicator to compare with the required traffic volumes in the Califomia MUTCD multiway stop warrant. In this case, they indicate that they will not satis$ the minimum volume guidelines, even at 70Yo reduced volumes. Moreover, the average hourly minimum volumes for a multiway stop application [210 vehicles per hourfrom both approaches on the major street and 140 for the minor street (which are 70o% volumes)J are to be satisfied for q[ of eight (8) hours of an average day.
Hartzog & Crabill, Inc.Page I3 of 2I
TrafJic Control Device Warrants Analysis - Wildwood Cunyon Rd at Canyon Dr,in the City of Yucaipa, CA
Troffic Control Device Vl/arrants Analysis - Wildwood Canyon Rd at Canyon Dr, in the City of Yucaipa, CA MULTIWAY STOP WARRANTS ANALYSIS (continue0
Table 3 below shows the California MUTCD minimum volume guidelines for a Multiway Stop Application in comparison with the highest hourly traffic count data. It is noted that both Parts I and 2 of the minimum volume warrants below must be satisfied in order to fulfill this traffrc volume warrant criteria.
TABLE 3
MULTIWAY STOP SIGN WARRANT FOR MINIMUM TRAFFIC VOLUMES
WILDWOOD CANYON ROAD AT CANYON DRIVE
Part l.
the vehicular volume entering the
ntcrsection from thc major strccl
lpproaches (total of both approachesl
rverages at least 300 (or ZtO as Z0n
vchicles per hour for any (8) hours of ar
lvcrage day,
Results:
Yes, average (430) vehicles per hour
Meets 100% of required average
hourly traffic volume
and
Part 2.
Thc combincd vchicular, pedestrian, and
bicycle volume entering the intersection from
the minor strcet approachcs (total of both
approachcs) avcrages at lcast 200 (eI-!!! as.
70%) units per hour for the same (t) hours,
with an avcragc dclay to minor-street vehicular
traffic of at least 30 scconds pcr vchiclc dunng
the highest hour,
Results:
No, averrye (71vehicles per hour
Only Soh of required hourly traffic volumes
hut
Part 3.
If thc 85'h -pcrccntilc approach spccd
of the major-street traffic exceeds 65
km/h or cxcccds 40 mph, the
minimum vchicular volumc warrants
are (70) percent of the above values.
Results:
Yes, 85th = 50.2 MPH
As shown above, even when the minimum volumes required for a multiway stop are reduced to 70Yo due to higher speeds, the average hourly intersection approach volumes only partially- satisfied the required volumes (100% major street / 525 minor street). Since both parts must be met, the traffic volume warrant for a multiway stop is not satisfied.
Hartzog & Crabill, Inc.Page 14 of 2 I
OTHER TRAFFIC CONTROL DEVICE WARRANTS ANALYSIS
Due to the fact that none of the traffic signal or multiway stop warrant criteria was satisfied or found applicable, further consideration of other applicable traffic control devices were evaluated for this location. Specifically, in-roadway warning lights and/or a flashing beacon are possible traffic control installations that may be considered appropriate as a supplement for this location.
In-roadway warning lights will be evaluated below, and followed by the flashing beacon guidelines.
In-Roadway Lights
The California MUTCD describes this type of traffic control device as follows:
In-Roadway Lights are special types of highwav trffic signals installed in the roadway surface to warn users that they are approaching a condition on or adiacent to the roadway that might not be readily apparent and might require the road users to slow down and/or come to a stop...
The Caldornia MUTCD guidelines in Chapter 4N. In-Roodway Lights can be found in Appendix G.
Below are some of the applicable guidelines found in the California MUTCD for installation of this type of traffic control device:
Hartzog & Crabill, Inc.Page I5 of 2l
Traffic Control Device Warrants Analysis - ll/ildwood Canyon Rd at Canyon Dr, in the City of Yucaipa, CA
Traffic Control Device Warrants Analysis - Wildwood Canyon Rd at Canyon Dr, in the City of Yucaipa, CA OTHER TRAFFIC CONTROL DEVICE WARRANTS ANALYSIS (continued) In-Roadway Lights (continued)
Section 4N.02 In-Roadway Warning Lights at Crosswalks
Standard:
. 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, or traffic signals...
. If used, In-Roadway Warning Lights at crosswalks shall display a flashing yellow light when actuated...
o At least 40 pedestrians regularly use the crossing during each of any two hours (not necessarily ssnt.cutive) during a 24-hour period... . 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...
o The critical approach speed (85'h percentile speed) is 45 MPH or less... o In-Roadway Warning Lights are visible to drivers at the minimum stopping sight distancefor the posted speed limit...
o Public education on In-Roadwalt Warning Lights is conducted for new installations.
Based on the above guidelines, this intersection does not meet the speed criteria or the pedestrian criteria. The 85th percentile speed (which is 50.2 MPH) exceeded 45 MPH; and the pedestrian volumes were less than 40 during each of any two hours, even when including the bicycles and horses. Therefore, the warrant criteria is not considered satisfied.
Additionally, the California MUTCD provides for the following option Hartzog & Crabill, Inc.Page I6 of 2I
OTHER TRAFFIC CONTROL DEVICE WARRANTS ANALYSIS (continued) In-Roadway Lights (continued)
Option:
Overhead or roadside Flashing Yellow Beacons may be instolled in conjunction with In-Roadway Warning Lights. In-Roadway Warning Lights may be installed independently, but are not necessarily intended to be a substitute for standardflashing beacons. Engineering judgment should be exercised.
As In-Roadway Lights are considered not warranted at this location due to the higher speeds and amount of pedestrians crossing, the option above leads us to the review of a new flashing beacon system at the marked crosswalk.
Flashing Beacons
The California MUTCD describes this type of traffic control device as follows:
A flashing beacon is a highway trafic signal with one or more signal sections that operates in a flashing mode. It can provide trffic control when used as an intersection control beacon or it can provide warning when used in other applications.
Since the intersection does not meet the warrants for a traffic signal or multiway stop, the alternative use of a flashing warning beacon is applicable as supplemental emphasis to the existing marked crosswalk and pedestrian crossing warning signs.
The California MUTCD guidelines in Chapter 4L. Flashing Beacons can be found in Appendix H.
Below are some of the applicable guidelines found in the California MUTCD for installation of this type of traffic control device:
Hartzog & Crabill, Inc.Page I7 of 2I
Traffic Control Device Warrants Analysrs - Wildwood Canyon Rd at Canyon Dr, in the City of Yucaipa, CA
Traffic Control Device Vl/arrants Anulysis - Wildwood Canyon Rd ut Canyon Dr, in the City of Yucaipa, CA OTHER TRAFFIC CONTROL DEVICE WARRANTS ANALYSIS (continued) Flashing Beacons (continued)
Standard:
Beacons shall be flashed at a rate of not less than 50 nor more than 60 times per minute. The illuminated period of eachJlash shall not be less than I/2 and not more than 2/3 of the total cycle.
A Warning Beacon shall consist of one or more signal sections of a standard trffic signal face with a flashing CIRCULAR YELLOW signal indication in each signal section.
A Warning Beacon shall be used only to supplement an appropriate warning or regulatory sign or marker.
Option:
If Warning Beacons have more than one signal section, they may be fl ashed either alternativeb, or s imul taneous ly.
As there are no further applicable warrant guidelines for the installation of warning beacons, at this point engineering judgment may determine if a new flashing waming beacon system is justified at this intersection. Upon the process of elimination of applicable traffic control devices, the resulting traffic control device for crossing pedestrians at this particular location includes the installation of a new flashing warning beacon system to supplement the existing marked white crosswalk across Wildwood Canyon Road, with applicable pedestrian or horse crossing signs at the crosswalk. Since there are existing solar flashing yellow warning beacons on l0-foot high poles located in advance of the intersection, a new flashing yellow warning beacon system may be considered at the marked crosswalk. Besides the traditional overhead yellow flashing waming beacons, consideration may also be given to the installation of a solar- powered Rectangular Rapid Flashing Beacon (RRFB) system, which would include pedestrian- activated push-buttons. In addition, the current CA MUTCD guidelines for existing marked crosswalks include other measures, such as the Yield Here to Pedestrians sign (R1-5) and Yield line markings in advance of the crosswalk that are considered applicable for this location.
Hartzog & Crabill, Inc.Page 18 of 2I
WARRANTS ANALYSIS SUMMARY
HCI completed an analysis for possible recommendation of a traffic signal, a multiway stop, and in-roadway lights or flashing beacons for the existing marked crosswalk at the intersection of Wildwood Canyon Road and Canyon Drive.
The analysis of all applicable Traffic Signal Warrants provided in the California MUTCD showed that signalization is not warranted for the intersection of Wildwood Canyon Road and Canyon Drive. Specifically, all traffic count and speed data were applied to the Traffic Signal Warrants Worksheets for Traffic Volume Warrants #1, #2, and #3. The intersection traffic volume data did not come close to meeting the minimum volumes required in Warrant #l under Condition A or Condition B, nor in Warrants #2 and #3, even at the reduced 7002 minimum traffic volumes. Therefore, the minimum traffic volume warrants are not satisfied for consideration of signalization at this intersection. In terms of collision history, there has been one (l) reported collisions at the intersection during the past five (5+) years. Therefore, the Crash Warrant #7 criteria for a traffic signal is also not considered satisfied, as the five (5) minimum correctible reported crashes in a l2-month period were not met for this intersection.
Visibility was found sufficient for side-street traffic sight distance. In regards to pedestrian, bicycle, and horse activity, intersection information was collected during a peak Saturday period.
This weekend data did not meet requirements to justitr a traffic signal.
Intersection lighting was also noted in our field observations and considered adequate, as there is a streetlight fixture mounted on a utility wood pole located on the south side of the intersection.
The analysis of applicable Multiway Stop guidelines provided in the California MUTCD shows that a 3-Way Stop application is also not warranted for this intersection due to similar reasons described above.
Hartzog & Crabill, Inc.Page 19 of 2I
Traffic Control Device Wsrrants Analysis - llildwood Canyon Rd at Canyon Dr, in the City of Yucuipa, CA
WARRANTS ANALYSIS SUMMARY (continuefi
Other traffic control devices were evaluated for installation at this intersection, which included in-roadway lights and flashing beacons. The In-Roadway Lights were reviewed and found not warranted due to the higher posted and 85'h percentile speeds exceeding the standard, as well as insufficient amount of pedestrians, bicyclists, and horses crossing Wildwood Canyon Road.
Our final review of a new flashing warning beacon system to supplement the existing marked crosswalk was found appropriate for consideration at this intersection due to the higher speeds on Wildwood Canyon Road. The flashing beacon guidelines do not have specific numbers to satisfu, as a warning beacon may be used only to supplement an appropriate warning or regulatory sign such as a PED XING warning signs at the marked crosswalk.
Besides the traditional overhead yellow flashing warning beacons, consideration may also be given to the installation of a solar-powered Rectangular Rapid Flashing Beacon (RRFB) system, which would include pedestrian-activated push-buttons. It is noted, RRFBs have been shown to be more effective at alerting drivers of pedestrians crossing the street than the traditional flashing beacons because the warning lights flash in rapid succession. lt is also important to note, the historical traffic count data for this intersection from back in 2009 had more pedestrians/bicycles/equestrians activity than the 2023 data. Since this location is adjacent to a community park on the south side, and also leads to the Wildwood Canyon State Park on the north side, it may be expected that the traffic count data volumes crossing at this location may return in the future. As such, it is recommended to enhance the existing marked crosswalk for the pedestrians/bicycles/equestrians with the installation of an RRFB system with pedestrian push-button activation, and new curb ramps.
Lastly, the current CA MUTCD guidelines for existing marked crosswalks include other measures, such as the Yield Here to Pedestrians sign (Rl-5) and Yield line markings in advance of the crosswalk that are considered applicable for this location (see Appendix I).
Hartzog & Crabill, Inc.Page 20 of 2I
Traffic Control Device Vl/arrants Analysis - Wildwood Canyon Rd at Canyon Dr, in the City of Yucaipa, CA
Traffic Control Device ll/aruants Analvsis - ll/ildwood Canyon Rd at Canyon Dr, in the City of Yucaipa, CA
RECOMMENDATIONS
Upon review of the guidelines for several types of traffic control devices at the intersection of Wildwood Canyon Road and Canyon Drive, the following improvements are provided for the City's consideration:
. Re-paint the white ladder-style marked crosswalks at the intersection due to fading. o lnstall advance Yield lines and Yield Here to Pedestrians signs in conformance with the latest uncontrolled crosswalk standard signage and markings as shown in Appendix I.
All existing signs and markings are recommended to conform to Appendix I. o Install ADA-compliant curb ramps at the northwest corner and southwest area of the intersection that aligns with the marked crosswalk across Wildwood Canyon Road. o lnstall a solar-powered Rectangular Rapid Flashing Beacon (RRFB) system at the marked crosswalk.
If the City approves the above improvements, the estimated cost for the design, administration, and construction of these items is $50,000.00.
Hartzog & Crabill, Inc.Page 2l of 2l
APPENDIX A
CALIFORNIA MUTCD
TRAFFIC CONTROL SIGNAL NEEDS STADIES
GUIDELINES:
Califomia MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I & 2. as amended for use in California) CHAPTER 4C. TRAFFIC CONTROL SIGNAL NEEDS STUDIES
Section 4C.01 Studies and Factors for Justifvinq Traffic Control Signals Standard:
or An engineering study of trallic conditions, pedestrian characteristics, and physical characteristics of the location shall be performed to determine whether installation of a traflic control signal is justified at a particular location.
or" On State highways, the engineering study shall include consideration of a roundabout (yield control). lf a roundabout is determined to provide a viable and practical solution, it shall be studied in lieu of, or in addition to a traffic control signa!.
Guidance:
on, On localsfreefs and highways, the engineering study should include consideration of a roundabout (yield control). tf a roundabout is determined to provide a viable and practical solution, it should be studied in lieu of, or in addition to a traffic control signal.
Support:
or. Refer to Caltrans' website (htto:// www.dot.ca.qov/hq/traffops/liaisons/ice.html) for more information on the Traffic Operations Policy Directive 13-02, lntersection Control Evaluation (lCE), and other resources for the evaluation of intersection traffic control strategies.
oz The investigation of the need for a tratfic control signal shall include an analysis of factors related to the existing operation and safety at the study location and the potential to improve these conditions, and the applicable factors contained in the following traffic signal warrants:
Warrant I, Eight-Hour Vehicular Volume
Warrant 2, Four-Hour Vehicular Volume
Warrant 3, Peak Hour
Warrant 4, Pedestrian Volume
Warrant 5, School Crossing
Warrant 6, Coordinated Signal System
Warrant 7, Crash Experience
Warrant E, Roadway Network
Warrant 9,Intersection Near a Grade Crossing
o: The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal.
Support:
o+ Sections 8C.09 and 8C. l0 contain information regarding the use of traffic control signals instead of gates and/ or flashing-light signals at highway-rail grade crossings and highway-light rail transit grade crossings, respectively.
Guidance:
osA trffic control signal should not be installed unless one or more of the factors described in this Chapter are met.
odA trffic control signal should not be installed unless an engineering study indicates that installing a traffic control signal will improve the overall safety and,/or operation of the intersection. ot A traffic control signal should not be installed if it will seriously disrupt progressive tffic flow. oaThe study should consider the effects of the right-turn vehicles from the minor-street approaches.
Engineering judgment should be used to determine what, if any, portion of the right-turn trffic is subtracted from the minor-street traffic count when evaluating the count against the signal warrants listed in Paragraph 2. oo Engineering judgment should also be used in applying various traffic signal warrants to cases where approaches consist of one lane plus one left-turn or right-turn lane. The site-specific trffic characteristics should dictate whether an approach is considered as one lane or tvvo lanes. For example, for an approach with one lane for through and right-turning trffic plus a left-turn lane, if engineering judgment indicates that it should be considered a one-lane approach because the trffic using the left-turn lane is minor, the total traffic volume approaching the intersection should be applied against the signal warrants as a one-lane approach. The Chapter 4C - Traffic Control Signal Needs Studies
Part 4 - Highway Traffic Signals
November 7, ?014
California MUTCD 2014 Edition Page 828
(FHWA's MUTCD 2009 Edition, including Revisions I & 2. as amended for use in California) approach should be considered tv,o lanes if approximately half of the traffic on the approach turns left and the left-mrn lane is of srfficient length to accommodate all left-ntrn vehicles. rcsimilar engineering judgment and rationale should be applied to a street approach with one through/leftturn lane plus a right-turn lane. In this case, the degree of conflict of minor-street right-turn trffic with traffic on the major street should be considered. Thus, right-turn trffic should not be includecl in the minor-street volume if the movement enters the major street with minimal conflict. The approach should be evaluated as a one-lane approach with only the trffic volume in the through/left-turn lane considered. rr At a location that is under development or construction and w,here it is not possible to obtain a traffic count that would represent fitture trffic conditions, hourly volumes should be estimated as part of an engineering study for comparison with traffic signal warrants. Except for locations where the engineering study uses the satisfaction of Warrant 8 to justify a signal, a trffic control .signal installed under proiected conditions should have an engineering study done within I year of pfiting the signal into stop-and-go operation to determine if the signal is justified. If not justified, the signal should be taken out of stop-and-go operation or removed. n For signal warrant analysis, a location with a wide median, even if the median width is greater than 30 feet, should be considered as one intersection.
Option:
r: At an intersection with a high volume of left-turn traffic from the major street, the signal warrant analysis maybeperformedinamannerthatconsidersthehigherin€F
+elrrmgvdume of the major-street left-turn volumes plus the higher volume minor-street approach as the'minor street" volume and both approaches of the major street minus the higher of the major-street left-turn volume as 'major street' volume.
r+ For signal warrants requiring conditions to be present for a certain number of hours in order to be satisfied, any four sequential lS-minute periods may be considered as I hour if the separate l-hour periods used in the warrant analysis do not overlap each other and both the major-street volume and the minor-street volume are for the same specific one-hour periods.
rs For signal warrant analysis, bicyclists may be counted as either vehicles or pedestrians.
Support:
ro When performing a signal warrant analysis, bicyclists riding in the street with other vehicular traffic are usually counted as vehicles and bicyclists who are clearly using pedestrian facilities are usually counted as pedestrians.
Option:
rz Engineering study data may include the following:
A. The number of vehicles entering the intersection in each hour from each approach during 12 hours of an average day. It is desirable that the hours selected contain the greatest percentage of the 24-hour traffic volume.
B. Vehicular volumes for each traffic movement from each approach, classified by vehicle type (heavy trucks, passenger cars and light trucks, public-transit vehicles, and, in some locations, bicycles), during each l5- minute period of the 2 hours in the moming and 2 hours in the afternoon during which total traffic entering the intersection is greatest.
C. Pedestrian volume counts on each crosswalk during the same periods as the vehicular counts in Item B and during hours of highest pedestrian volume. Where young, elderly, and/or persons with physical or visual disabilities need special consideration, the pedestrians and their crossing times may be classified by general observation.
D. Information about nearby facilities and activity centers that serve the young, elderly, and/or persons with disabilities, including requests from persons with disabilities for accessible crossing improvements at the location under study. These persons might not be adequately reflected in the pedestrian volume count if the absence of a signal restrains their mobility.
E. The posted or statutory speed limit or the 85trr-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, sighfdistance restrictions, transit stops and routes, parking conditions, Chapter 4C - Traffic Control Signal Needs Studies
Part 4 - Highway Traffic Signals
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California MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I & 2. as amended for use in California)
pavement markings, roadway lighting, driveways, nearby railroad crossings, distance to nearest traffic control signals, utility poles and fixtures, and adjacent land use.
G. A collision diagram showing crash experience by type, location, direction of movement, severity, weather, time of day, date, and day of week for at least I year. rt 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 17:
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 85*'-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 3O-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:
rs 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 shal! be demonstrated.
Support:
zo Figure 4C-101(CA) and 4C-103(CA) are examples of wanant sheets.
Guidance:
u Figure aCaNpA) should be used only for new lntersections or other locations where I ls nof reasonable to count actual traffic volumes.
Section 4C.02 Warrant 1. Eisht-Hour Vehicular Volume
Support:
otThe 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. oz The Intem.rption 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. o-r It is intended that Warrant I be treated as a single warrant. If Condition A is satisfied, then Warrant I 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 I is satisfied and an analysis of the combination of Conditions A and B is not needed.
Standard:
o,r The need for a traffic control signal shall be considered if an engineering study finds that one of the following conditions exist for each of any 8 hours of an average day:
A. The vehicles per hour given in both of the 100 percent columns of Condition A in Table 4C-l exist on the major-street and the higher-volume minor-street approaches, respectively, to the intersection; or B. The vehicles per hour given in both of the 100 percent columns of Condition B in Table 4C-l exist on the major-street and the higher-volume minor-street approaches, respectively, to the intersection.
In applying each condition the major-street and minor-street volumes shall be for the same 8 hours. On the minor street, the higher volume shall not be required to be on the same approach during each of these 8 hours.
Option:
os [f 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-l may be used in place of the 100 percent columns.
Cuidance:
ooThe combination of Conditions A and B is intended for application at locations where Condition A i.s not sutisfied and Condition B is not satisfiecl and should be applied only after an atlequate trial of other alternatives that could cause less delay and inconvenience to traffic has failed to solve the trffic problems.
Chapter 4C - Traffic Control Signal Needs Studies November 7 , zol4 Part 4 - Highway Traffic Signals
Califbrnia MUTCD 2014 Edition Page 830
(FHWA's MUTCD 2009 Edition, including Revisions I & 2. as amended firr use in California) Standard:
oz The need for a traffic control signal shall be considered if an engineering study finds that both of the following conditions exist for each of any 8 hours of an average day:
A. The vehicles per hour given in both of the 80 percent columns of Condition A in Table 4C-l 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-l 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:
os 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- I may be used in place of the 80 percent columns.
Section 4C.03 Warrant 2. Four-Hour Vehicular Volume
Support:
or 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:
oz The need for a traffic control signal shall be considered if an engineering study linds 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:
o.r If the posted or statutory speed limit or the S5th-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- l.
Section 4C.04 Warrant 3, Peak Hour
Support:
or The Peak Hour signal warrant is intended for use at a location where traffic conditions are such that for a minimum of I hour of an average day, the minor-street traffic suffers undue delay when entering or crossing the major street.
Standard:
o: This signal warrant shall be applied only in unusual cases, such as oftice complexes, manufacturing plants, industrial complexes, or high-occupancy vehicle facilities that attract or discharge large numbers of vehicles over a short time.
o.r 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 I hour (any four consecutive lS-minute periods) ofan average day:
l. 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 Chapter 4C - Traffic Control Signal Needs Studies
Part 4 - Highway Traffic Signals
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California MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I & 2, as amended for use in California)
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 I hour (any four consecutive lS-minute periods) of an average day falls above the applicable curve in Figure 4C-3 for the existing combination of approach lanes.
Option:
o+ If the posted or statutory speed limit or the 8sth-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. os If this walrant 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:
ot If this warrant is the onlv worrant met and a trffic control signal is justified bv an engineering study, the trffic control signal should be trffic-actuated.
Section 4C.05 Warrant 4. Pedestrian Volume
Support:
or 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:
o: 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 I hour (any four consecutive lS-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:
or 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:
o.r The Pedestrian Volume signal warrant shall not be apptied 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. os If this warrant is met and a traflic control signal is justified by an engineering study, the traflic control signal shall be equipped with pedestrian signal heads complying with the provisions set forth in Chapter
48. Guiclance:
oalf this w'arrant is met and a traffic control signal is justified b1- an engineering study, then:
A. If it is installed at an intersection or major clriveway location, the trffic c'ontrol signal should also ctnilrol the minor-street or drivev'at- trffic, should be traffic-actuated, and should include pedestrian detection.
B. If it is installed qt a non-i,ttersection crossing,, the traffic control signal should be installed at least 100 feet from side streets or clriveways that are controlleel by STOP or YIELD signs, and should be pedestrian- actuated. If the trffic control signal is in.stalled 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 prohibitedfor at least l00feet in advance ofantl at least 20feet beyoncl the crossw,alk or site Chapter 4C - Traffic Control Signal Needs Studies November 7,2014 Part 4 - Highway Traffic Signals
California MUTCD 2014 Edition Page 832
(FHWA's MUTCD 2009 Edition, including Revisions I & 2. as amended for use in California) 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:
oz The criterion for the pedestrian volume crossing the major street may be reduced as much as 50 percent if the lSth-percentile crossing speed ofpedestrians is less than 3.5 feet per second. os 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 Crossins
Support:
or 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.
Standard:
o: The need for a traffic control signal shall be considered when an engineering study of the frequency and adequacy of gaps in the vehicular traffic stream as related to the number and size of groups of schootchildren 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 (see Section 7A.03) and there are a minimum of 20 schoolchildren during the highest crossing hour.
o.r Before a decision is made to install a traffic control signal, consideration shall be given to the implementation of other remedial measures, such as warning signs and flashers, school speed zones, school crossing guards, or a grade-separated crossing.
ru The School Crossing signal warrant shall not be applied at locations where the distance to the nearest trallic control signal along the major street is less than 3fi) feet, unless the proposed traflic control signal will not restrict the progressive movement of traffic.
Guidance:
os If this warrant is met and a trffic control signal is justifiecl by an engineering study, then:
A. If it is installed at an intersection or major drivew'ay location, the trffic control signal should al.so control the minor-street or clriveway trffic, should be traffic-actuated, and should include pedestrian detection.
B. If it is in.stallecl at a non-intersection cro.ssing, the trffic control signal should be installed at least l00feet from side streets or driveu,ays that are controlled by STOP or YIELD signs, and should be pede.strian- actuated- If the trffic control signal is installed at a non-intersectiott crossing, at least one of the signal faces should be over the traveled wa1- for each approach, parking and other sight obstructions should be prohibited for at least I 00 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 marking,s.
C. Furthennore, if it is installed within a signal system, the trffic control signal should be coordinated.
Section 4C.07 Warrant 6. Coordinated Sienal Svstem
Support:
or Progressive movement in a coordinated signal system sometimes necessitates installing traffic control signals at intersections where they would not otherwise be needed in order to maintain proper platooning of vehicles.
Standard:
oz The need for a traflic control signal shall be considered if an engineering study finds that one of the following criteria is met:
A. On a one-way street or a street that has traffic predominantly in one direction, the adjacent traffic control signals are so far apart that they do not provide the necessary degree of vehicular platooning.
B. On a two-way street, adjacent traflic control signals do not provide the necessary degree of platooning and the proposed and adjacent traffic control signals will collectively provide a progressive operation.
Chapter 4C - Traffic Control Signal Needs Studies
Part 4 - Highway Traffic Signals
November 7 ,,2014
Califomia MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I & 2. as amended for use in California)
Guidance:
otThe 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:
or The Crash Experience signal warrant conditions are intended for application where the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal.
Standard:
oz The need for a traffic control signal shall be considered if an engineering study finds that all of the following criteria are met:
A. Adequate trial of alternatives with satisfactory observance and enforcement has failed to reduce the crash frequency; and
B. Five or more reported crashes, of types susceptible to correction by a traflic control signal, have occurred within a l2-month period, each crash involving personal injury or property damage apparently exceeding the applicable requirements for a reportable crash; and C. For each of any 8 hours of an average day, the vehicles per hour (vph) given in both of the E0 percent columns of Condition A in Table 4C-l (see Section 4C.O2), or the vph in both of the E0 percent columns of Condition B in Table 4C-l exists on the major-street and the higher-volume 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. These major-street and minor-street volumes shall be for the same 8 hours. On the minor street, the higher volume shall not be required to be on the same approach during each of the E hours.
Option:
o.r If the posted or statutory speed limit or the 8sth-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- I may be used in place of the 80 percent columns.
Section 4C.09 Warrant 8. Roadwav Network
Support:
or Installing a traffic control signal at some intersections might be justified to encourage concentration and organization of traffic flow on a roadway network.
Standard:
o: The need for a traffic control signal shall be considered if an engineering study finds that the common intersection of two or more major routes meets one or both of the following criteria:
A. The intersection has a total existing, or immediately projected, entering volume of at least 1,000 vehicles per hour during the peak hour of a typical weekday and has S-year projected traffic volumes, based on an engineering study, that meet one or more of Warrants l, 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 ofany 5 hours ofa non-normal business day (Saturday or Sunday). o.r A major route as used in this signal warrant shall 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.
B. It includes rural or suburban highways outside, entering, or traversing a city.
C. It appears as a major route on an oflicial plan, such as a major street plan in an urban area traffic and transportation study.
Section 4C.10 Warrant 9.Intersection Near a Grade Crossins Suppo(:
or 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 to the intersection of a Chapter 4C - Traffic Control Signal Needs Studies November 7,2014 Part 4 - Highway Traffic Signals
California MUTCD 2014 Edition Page 834
(FHWA's MUTCD 2009 Edition, including Revisions I & 2, as amended for use in California) grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic control signal.
Guidance:
ozThis 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 intersection to make the approach across the track a non-stopping approach.
Standard:
or The need for a traflic control signal shall 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 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 traflic uses the crossing, the plotted point representing the vehicles per hour on the major street (total of both approaches) 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 14.f3.
Guidance:
o+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 ts only one lane approaching the intersection at the track crossing location and Figure 4C- l0 should be used if there are two or more lanes approaching the intersection at the t rack c ros sin g loc ation.
B. After detennining the actual distance D, the curve for the distance D that is nearest to the actual distance D should be used. For example, rf the actual distance D is 95 feet, the plotted point should be compared to the curve for D = 90 feet.
C. If the rail trffic arrival times are unknown, the highest trffic volume hour of the day should be used.
Option:
os The minor-street approach volume may be multiplied by up to three adjustment factors as provided in Paragraphs 6 through 8.
oo 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-2 for the appropriate number of occurrences of rail traffic per day.
oz Because the curves are based on typical vehicle occupancy, if at least 2Vo 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-3 for the appropriate percentage of high-occupancy buses. or Because the curves are based on tractor-trailer trucks comprising l0%o 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-4 for the appropriate distance and percentage of tractor-trailer trucks.
Standard:
os If this warrant is met and a traflic control signal at the 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 4D.27,8C.09, and EC.IO; and C. The grade crossing shall have flashing-light signals (see Chapter 8C).
Guidance:
rc If this warrant is met and a tffic control signal at the intersection is justified by an engineering study, the grade crossing should have automatic gates (see Chapter 8C).
Chapter 4C - Traffic Control Signal Needs Studies
Part 4 - Highway Traffic Signals
November 7 ,,2014
California MUTCD 2014 Edition Page 835
(FHWA's MUTCD 2009 Edition, including Revisions I & 2. as amended for use in California) Section 4C.101(CA)Criterion for School Crossinq Traffic Siqnals or Standard:
A. The signa! shall be designed for full-time operation.
B. Pedestrian signal faces of the lnternationa! Symbol type shall be installed at all marked crosswalks at signalized intersections along the "Suggested Route to Schoo!." C. !f an intersection is signalized under this guideline for school pedestrians, the entire intersection shall be signalized.
D. School area traffic signals shall be traffic actuated type with push buttons or other detectors for pedestrians.
Option:
oz Non-intersection school pedestrian crosswalk locations may be signalized when justified.
Section 4C.102(CA) Bicycle Sional Warrant
Guidance:
ot A bicycle signal should be considered for use only when the volume and collision or volume and geometric warrants have been met:
1. Volume; When W = B x V and W> 50,000 and B > 50.
Where: W is the volume wanant. B ls fhe number of bicycles af fhe peak hour entering the intersection. V is the number of vehicles at the peak hour entering the intersection. B and V shalluse ffie same peak hour.
2. Collision;When 2 or more bicycle/vehicle collrslons of types susceptlb/e to correction by a bicycle signal have occuned over a 12-month peiod and the responslb/e public works official determines that a bicycle signalwill reduce the number of collisions.
3. Geometic;
(a) Where a separate bicycle/ multiuse path intersects a roadway. (b) At other locafions to facilitate a bicycle movement that is not permitted for a motor vehicle.
Chapter 4C - Traffic Control Signal Needs Studies
Part 4 - Highway Traffic Signals
November 7, 2014
APPENDIX B
AVERAGE DAILY TRAFFIC (ADT),
& PEAK.HOUR PEDESTRIAN, BICYCLES, & HORSE
INTERSECTION DATA
FOR
WILDWOOD CANYON ROAD
AT
CANYON DRIVE
DAITY TOTALS DAIIY TOTALS
NB SB EB WB Tota!
5,9930 66 3,016 2,glt
Prepared by National Data & Surveying Services
VOLUME
Canyon Dr & Wildwood Canyon Rd
Day: Thursday
Date: toll9l2o23 Highest 8 Hours from a Side-Street Perspective.
City: Yucaipa
Project f : CA23_030067_001
450
400
350
300
250
200
r50
100
50 0 EEEEEEEEEEE8538t885883
oe EE(\ .n
-t Fa
EB W8
Etl E E
@
E oI
@
E
01 8o E E EFl
r{
fi):fi)
00:15
00:30
00:45
0 0
0 0
2 2
2 3
0 1
8 4
2 3
10 7
12:00
12:15
12:30
12245
0 2
0 5
36 63
47 47
49 48
32 56
85 113
79 109
01:fi)
01:15
01:30
01:45
0 0
0 0
4 2
3 2
2 1
0 2
6 3
3 4
13:fi)
13:15
13:30
13:45
0 0
2 1
42 50
38 47
34 40
45 47
76 90
85 95
02:fi)
02:15
02:30
02:45
0 0
0 0
0 0
2 0
1 0
0 2
1 0
2 2
14:00
14:15
14:30
14:45
2 1
2 2
68 64
55 65
57 51
47 60
t27
t26
104
t27
03:fl)
03:15
03:30
03:45
0 0
0 0
1 0
1 3
1 1
2 7
2 1
3 10
15:fi)
15:15
15:30
15:45
0 3
1 0
68 59
62 69
60 53
4L
52 128
115
104
tzt
04:00
04:15
04:30
(}4:45
1 2
0 2
4 2
4 13
5 4
4 15
15:ff)
16:15
16:30
16:45
0 0
0 0
80 83
84 51
48 48
47 55
t28
131
131
116
05:00
05:15
05:30
05:45
0 0
1 0
2 3
4 L2
7 15
10 16
9 18
15 28
17:fi)
L7zLS
17:30
L7:45
1 0
0 5
67 7L
56 7L
4L
62 53
45 109
133
119
t22
06:fi)
06:15
05:30
06:45
0 0
0 0
11 L7
18 27
20 31
32 57
31 48
50 84
18:fi)
18:15
18:30
18:45
5 4
1 0
58 51
50 50
48 45
32 27
tzl,
110
93 77
07:fi)
07:15
07:30
07:45
1 2
0 2
30 29
47 44
70 113
Lt4
L08
101
L44
161
154
19:fl)
19:15
19:30
19:45
0 0
0 0
39 38
31 40
24 15
25 15
53 53
55 56
08:00
08:15
08:30
08:45
1 0
3 0
56 46
33 37
58 57
46 44
125
103
82 81
20:fi)
20:15
20:30
2O:45
0 0
1 0
40 26
32 25
L2
13 L7
L7
52 39
50 42
09:fi)
09:15
09:30
09:45
0 0
2 2
30 39
38 32
43 38
29 39
73 77
59 73
21:fi)
21:15
21:30
2L:45
0 0
1 0
20 23
26 18
10 8
10 13
30 31
37 31
10:fi)
10:15
10:30
10:45
3 2
2 0
30 42
30 39
47 4L
35 4L
80 85
58 80
22:OO
22:tS
22:30
22:45
2 0
0 0
5 15
11 13
6 L4
L2
10 t4
29 2t
23 11:00
11:15
11:30
11:45
0 0
1 0
27 43
46 45
45 30
49 4L
72 73
95 86
23:fi)
23:15
23:30
23:45
1 0
1 0
7 8
3 4
4 5
4 0
t2
13 8
4 TOTAU 0 22 889 t342 2253 0 44 2t27 1s59 3740
SPLIT %o% t% t9% 60%38%SPLIT %o% t% 57% 42%62%
TIME NB SB EB
l5-Minutes Interval
WB TOTAL TIME NB SB EB WB TOTAT
O0:00
01:00
02:fi)
03:fi)
04:00
05:fi)
06:fi)
07:fi)
08:00
09:00
10:00
11:00
01:00
02:00
03:00
04:00
05:00
06:00
07:00
08:00
09:00
10:00
11:00
12:00
0 0
0 0
0 1
0 5
4 4
7 1
913
11 5
23 5 11
523
2t 48
73 140
150 405
L72 215
139 149
L4t 165
161 165
22 16
5 16
28 70
2t3
s60
391
292
313
327
12:00
13:00
14:0O
15:00
15:00
17:00
18:fi)
19:00
20:fi)
21:00
22:OO
23:fi)
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
fl):00
8 193 18s
3 L77 155
7 252 225
4 2s8 206
0 308 198
5 275 202
10 239 L52
0 L48 80
I L23 59
1874t
24542
22213
386
346
484
468
s06
483
401
228
183
t29
89 17
Peak Perlod
Volumc
Peak Hour
Peak Volume
Peak Hour Factol
t342
7:00
405
0.888
12:00
889
7:30
193
0.852
fi):fi)
9 0.750
to
22 9:30
Peak Perlod
Volume
Peak Hour
Peak Volume
Peak Hour Factol
to
u
t7:45
15 0.750
00:fl!
2L27
15:45
316
0.940
1569
14:15
228
0.934
12:00
3740
15:45
511
0.975
Peek Perlod
Volume
Peak Hour
Peak Volume
Peak Hour Factot
07:fl1 to O9:fi1
9 322 520
7:45 7:30 7:00
5 193 405
0.500 0.852 0.888
951
7:L5
584
0.907
Peak Perlod
Volumr
Peak Hour
Peak Volume
Peak Hour Fastor
400
15:45
211
0.851
to
5 15:00 18:00
583
5 308
17:00 16:00
0.300 0.917
989
15:00
505
0.955
WB TOTAL
WB TOTAL
Hourly lntervals
NB SB EB
STATIST!CS
NB SB EB
NB SB
-t-rtl:r
TIME
2253
7:L5
584
0.907
Prepared by National Data & Surveying Services
VOLUME
Canyon Dr & Wildwood Canyon Rd
City: Yucaipa
Project fl : CA23_030055_020
15 10
11945
12:fi)
12:15
L2:30
L2:45
59 50
59 33
50 49
42 48
1 0
0 1 2 199 )o7
120
99 101
82 402
0:00
0:15
0:30
0:45
7 2
6 2
8 8
5 7
0 0
0 0 28 L7
5 3
9 5 23
13:0O
13:15
13:30
13:45
42 4t
44 46
60 s3
52 45
1 2
2 2 2107 L73
103
95 98
93 390
1:00
1:15
1:30
1:45
3 0
5 1
3 3
3 4
0 0
0 0 13 10
2:00
2:15
2:30
2;45
1 1
1 0
3 3
1 2
0 0
0 o 9 3
4 4
2 2 L2
14:fi)
14:15
14:30
14:45
44 55
35 37
64 46
4L
53 0
2 1
0 L7L3204
108
103
77 90 378
92 85
92 go 160
3:00
3:15
3:30
3:45
1 0
2 1
1 4
0 1
0 0
0 o 5 4
2 4
2 2 10
L5:OO
15:15
15:30
15:45
54 37
42 43
51 4L
48 195 40 151
L
1 0
2 4
16:fi)
15:15
15:30
16:45
45 51
60 54
59 68
50 55
1 0
1 o )1)?70)444
105
119
111
109
4:00
4:15
4:30
4:45
1 3
1 5
3 0
2 2
0 0
0 0 7 11
4 3
3 8 18
10 8
1074 42
17:0O
17:15
17:30
L7245
54 53
39 40
54 59
54 54
0 0
0 o 221 185
108
LL2
93 94 407
5:00
5:15
5:30
5:45
8 3
5 8
2 5
4 5
0 0
0 0 t7 25
5:00
5:15
6:30
6:45
511
910
11 10
19 44 15 46
0 1
0 o 1
15 20
2L
34 91
18:00
18:15
18:30
18:45
49 38
55 42
44 36
40 189 42 158
1 0
0 4 5
88 98
80 85 352
19:fi)
19:15
19:30
19:45
32 29
4t
)9
44 34
33 30
1 3
7 5 141 13115
ll
55 81
64 )88
7:00
7:15
7:30
7:45
20 L723 L727 292s 95 45 108
0 0
1 0 1
37 40
57 70 204
59 76
86 74 295
20:fi)
20:15
20:30
20:45
24 2t
27 31
28 28
2L
25 2
0 3
0 5 to2 103
54 49
5L
55 270
8:00
8:15
8:30
8:45
30 2634 4052 3240 155 33 131
3 2
2 L 8
409
89 101
98 1)1
21:OO
21:15
21:30
2L:,45
32 32
29 19
25 1120 106 16 7A
1 0
0 o 1
65 48
36 36 185
9:00
9:15
9:30
9:45
32 54
46 52
49 48
10 s8 185 60 2t4
3 3
1 3
10:0O
10:15
10:30
1O:45
44 50
54 51
44 43
53 55
2 1
3 )205 199
90 94
720
108 4L2
22zAO
22:15
2223O
22:45
2L 2518 1813 L213 55 L2 57
0 0
0 0
46 35
25 25 L32
a)7
L24
85 113
10s
23:fiI
23:15
23:30
2ilz4S
16 ZL
11 11
1571558q44
0 0
0 o
37 22
22 25 106
11:fi)
11:15
11:30
11:45
66 s033 50ss 5613 58 2L2 46 202
8 2
2 1
3554TOTALS4t9779701988TOTALS45L922L587
sPur %2.Lv 49.L%48.8%ts.2%SPLIT %L.2%s2.6% 46.2%il.8%
PM Peak Hour
PM Pk Volume
Pk Hr Factor
19:15 15:00 16:30 15:15
L7 232 22L u7
0.607 0.8s3 0.921 0.939
AM Peak Hour
AM Pk Volume
Pk Hr Factor
10:30 10:15 9:00 10:15
2t4 u615227
0.459 0.860 0.892 0.899
7 - 9 Volume
7-9PeakHour
7-9PkVolume
Pk Hr Factor
251
8:00
155
0.750
499 I a-6Volume
8:oo lo - s Peak Hour
29s lo - t Pk volume
0.858 I t* Hr Factor
9 239 2 453 395 851
16:00 15:00 15:308:00 7:45 16:15
L43 2 232 22L u7
0.500 0.853 0.921 0.9390.667 0.794
Day: Saturday
Date: 0812612023
TotalEBWB
2,899 2,657 5,642DAITY TOTALS 086
NB SB
TOTALEBWBSBAM Period NB NB 5B EB WBTOTAL PM Period
TotalEBWB
5,642DAILY TOTALS SBNB
0 Canyon Dr
0 2 0
0 1 0
189 201
0 0 0 0
1 4 0 0
224 204
t,u
tro
coottoo]g
=
=CLtoo
CL
o!l3
o5
n
CL
0 0 0
0 0 0
1-Way Stop(SB)
441
0.90 AM
403
NOON
0.96 0
PM
CONTROL
TEV
PHF
PM NOON AM
211 194
PM NOON AM
AM 4 AM
NOON
PM 0 PM000
t'
0 0 3
0 0 0
0 0
0 0 0 0
+
PM 0 0 0 0
AM 0
4 NooN
AM NOON PM
o+
+0
AM NOON PM
OPM
NooN 0 0 NooN
0AM
205 226
10 0
5 {+bl,
0100 ot
1+
o€
os
.Io
Jo
+1
ao 0000art?
Canyon Dr
Prepared by National Data & Surveyi.g Services
Canyon Dr & Witdwood Canyon Rd
Peak Hour Turni.g Movement Count
lD: 23-030055-001
City: Yucaipa
Day: Saturday
Date: 08/2612023
ooCz{
!m
4o0a
otfoE
Y
IIJ
o.
10:15 am - 11:15 am
01:30 pm - 02:30 pm
NONE
Totals (AM)
9:00 AM - 12:00 PM
12:00 PM - 03:00 PM
NONE
Total Bikes (AM)j L oooJtr.
Or{ON€tr'
it?ooo
ett ?ooo
oott)o€tnor{.t t rr
it?oooit?ooo
ooo{trr
rrl ?oooa\$
j L
1-
t_
t-
l-
Lt
224+
43 204+
01 o t3
<- 201
fo
10 +. 189
fo
t0
+0
fo
6t
2+
0a
t0
+1
f00a-l
-l
-J l_S .d.
a$Pedestrian s (C rosswalks)-J0,
0.)
0a-l
-J l_
Total Bikes (NOON)
t0
+0
f0
0,
0+
0a
t0
+0
eo
Totals (NOON)
-ll-
-l
AM
NOON
PM
oo
rl
ooo
zooz
zoozE
=o.
+ooo
NOON
s
S
7 [""
$Eo.
zooz E
.%.
1b
tOl"
na,
o oo
.,4'.
\!2
S
PM
NOON
AM
Srtlo
00+
1 ooo+OF{+-l l-
-J
Totals (PM)
oott
PM
AM
0 0
0 +
to
n
00t
n
NOON
AM
PM
Tota! Bikes (PM)
o.t
fl
o
0,
0+
0a =Gac
\oet?oo
l_
1-
zooz Eo.
n
s
"d.
SOUTHBOUND
ozfo
mFa
LIJ
€
rn
U'{
tpoCzg
NORTHBOUND
National Data & Surveying Services
Intersection Turning Movement Count
Location: Canyon Dr & Wildwood Canyon Rd
Clty: Yucaipa
Control: 1-Way Stop(SB)
ProrGGt ID: 23-030055-m I
Detc: 08/26/2023
NS/EW Canyon tr Gnyon Dr Wknrcd Canyon Rd Wildrood Canyon Rd t
I
I
I
0 st
I
ST
0 SR
0 srl
0 Ft
I
ET
0 ER
0 EU
0 NI
0 NT
0 NP
0lrr
SOUTHBOUND EASTBOUNDNORTHEOt'ND
0 wt
I
WT
0 lrR
0 lnI
WESTBOUND
TOTAT
101
96 9:15
9:30
l0: l5
l0:30
l0:45
I l:00
l1: l5
I l:30
I l:45
0 0
0 0
0 0
0 0
0 0
0 43
42 52
5l
65 32
53 56
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0_
0 0
0 0-
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 50
5r
50 50
49 56
46 0
0 0
0 0
0 0
012
2 t
44 45
5l
49 59 60
43 0
0 0
0 0
0 0
0 0
0 0
0 0
0 I 0_
90 93
l19
106
123
&4
ll2
104
0 8l o/^
WL WR
0 5
O OOo/o
WT
609
99.190/"
wt
0 o 00*
TOTAI.
1239
NL
0 NT
0 NR
0 M..,
0 :I
TOTAL VOLUMES
APPROACH ort's
SL ST SR stJ110180
37.93o/o 0.000/o 62.07Vo 0.qlh
EL ET ER EU858800l.3r% 98.65% 0.0096 o.qnr
0 201 3 0
0 944
0.000 0,985 0.250 0.(m
TOTAI
.l4l
0.8,96
0 0 0 0
;l 0.000 0.m 0.(m 0.(m
PEAK HR, VOL
PEAK HR, FACTOR
0100.000 0.417
0.429
224 00.862 0.(m
0.852
2 0
0.500 0.000 0.2y)0.un
0 NI
0 IrIt
0 sr
I
ST
0 sR.
0 sr.r
0 NT
0 NR
SOUTHBOUNDNORTHBOUND
0 EL
0 ER
0 EU
I
ET
EASIBOUND
0 WL
I
WT
0 wR
0 wu
WESTBOUND
TOTAI.
99 101
_81__
104
95 r00
0 0
0_
0 2
3 0
0 I
I
0 19
42 47
60 5r
5r
0 0
0 0
0 0
0 0
0 0
0 45
62 46
37 52
0 0
0 0
0 0.16000430005600o3/-r003700
0 0
33 43
50 59
0 0
39 44
0 0
105
105
74 89
l2: l5
l2:30
lJ.a_5
l:00
l: l5
l:30
2: 15
2:30
2:45
oollo00100
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 2
I
0 10
0 0
0 0
0 0
0 0
0 0
0 0
0000l0l0l020
NL
0 NT
0 NR
0 NU
0 sL 5T 5R St20100
16.670/o 0.000/o 83.33q6 0.fiXh
EL ET ER EU8601 00
r.31q6 98.6$h o.fi)% o.mqt
WL
0 WR
2 0.00o/o 0.37o/o
wt
0 0.flrh
WT
543
99.630/o
TOTAI
l 165TOTAL VOTUMES
APPROACH ort's
PEAK HR I
PEAK HR VOL I
PEAK HR FACTOR I 0.000 0.0m 0.(m 0.(m
1 0 5 00.2s0 0.000 0.62s 0.(m
4 0.333 0.mo
2il00.&t3 0.m0
0.83!)
0 0
0.000 0.0m
189 00.8,+{ 0.000
0.8+4
TOTAL
lo3
0.960
NOON
AM
0 2
I
I 0
0 0
0 0
0 0
0 0
0 0
0 0
0 I
0 0
0 0
-l
I
0 NationalData & Surveying Services
Intersection Turnirg Movement Count
Location: Canyon Dr & Wildwood Canyon Rd Project ID: 23-030055-001 City: Yucaipa Date:08/26/2023
Data - Pedestrians Crosswalks
NS/EW Streets:Canyon Dr Canyon Dr Wildwood Canyon Rd Wildwood C;nyon Rd
NORTH LEG
EB WB
SOUTH LEG
EB WB
EAST LEG
NB SB
WEST LEG
NB SB TOTAL
9:00 AM
9: 15 AM
9:30 AM
9:45 AM
0 1
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 1
0 0
1 0
0 0
1 2
0 0
10:00 AM
10:15 AM
10:30 AM
10:45 AM
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
1 0
0 0
1 0
11:00 AM
11:15 AM
11 :30 AM
11:45 AM
1 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
1 0
0 0
TOTAL VOLUMES :
APPROACH o/o's i
EB
2 100.00o/o
WB
0 0.00o/o
EB
0 WB
0 NB
0 SB
0 NB
1 SB
2 33.33o/o 66.670/o
TOTAL
5 PEAK HR :1O:15 am - 11:15 am
PEAK HR VOL :
PEAK HR FACTOR :
1 0
0.250
0.250
0 0 0 0 0 1
0.250
0.250
TOTAL
2 0.500
AM
NORTH LEG
EB WB
SOUTH LEG
EB WB
EAST LEG
NB SB
WEST LEG
NB SB TOTAL
12:00 PM
L2:L5 PM
12:30 PM
12:45 PM
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
1:00 PM
1:15 PM
1:30 PM
1:45 PM
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
2:00 PM
2: 15 PM
2:30 PM
2:45 PM
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
TOTAT VOLUMES :
APPROACH o/o's :
EB
0 WB
0 EB
0 WB
0 NB SB
00 SB
0 NB
0 TOTAL
0 PEAK HR :O1:3O Dm - O2:30 om
PEAK HR VOL :
PEAK HR FACTOR:
0 0 0 0 0 0 0 0
TOTAL
0 NOON
National Data & Surveying Services
Intersection Turnirg Movement Count
Location: C-anyon Dr & Wildwood Canyon Rd
Oty: Yucaipa
Control: l-Way Stop(SB)
Prord ID: 23-030055-001
Drtc: Wl26l2O23
NS/EW Cxryo.r 0r Canyon Dr Wildf,ood Canyon Rd Wildnood Canyon Rd 0 0 0 000 0
EL
I
ET
EASTBOUND
0 WL
I
WT
0 WR
0 WU
WESTBOUND
TOTAT
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 _9
0 0
0 a
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
I
0 t
0 I
0 2
_0
0 0
0 _q
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
I
0 0
0 t
I
0 I
0 0
0 0
I
0 0
4 L
0 0
0 0
0 0
0 0
0 0
0_
0 0
0 0
l0: l5
l0:30
l0:45
ll:fi)
l l:15
ll:30
I l:45
0 0 _ o_o o I o _0 0_00
0 0
0 0
0 0
0 0
0 0
9: t5
9:30
EtETERzu6400
60-flrh ao.fixh o.firh o.firx
WL
0 WT WR WU
4 0 0
0.00o/o 100.000/o 0.00o/o 0.0096
TOTAT
l4
NL
0 NT
0 NR
0 NU
0 :l
TOTAT VOTUMES
APPROACH o/o's
SL
0 ST
0 SR
0 gJ
0 PEAK HR. :l 1O:15 am l1:15 em 200.5m 0.(m
0-.tm
0.000 0.000 0.000 0.(m
0 00006
0.375 0.0(x)
0 0
0.000 0.mo
l00.2s0 0.000
0.250
TOTAI.
9 0.,050
0 o 0 0
;l 0.000 0,m 0.(m 0.m0
PEAK HR, VOL
PEAK HR, FACTOR
0 Fll
0 FI
0 FR
I
FT
EASTBOUNO
0 Wt
WESTBOUND
I 0
WT WR
0 unt TOTAI
0 Nt
0 NT
0 NU
0 SL
I
ST
0 SR
0 sL,
NORTHBOUND SOUTHBOUND
o
0 0
__0 _-
0 0
0q
0 0
0 0
l:{5 nl
2:(tr Pt{
2:15 Ptr
2:30 Pl'l
2:45 PM
lz:(I) Pi,l
l2: l5 PtJ
12:30 PtJ
-r?,_15-Ell:(tr Pfi
l:15 Pil
l:30 Pil
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
IIol-r-Tolol
_q_ l-
0 0
0 0
0 0
0 0
0l0tolOITTol0l0to--r-olol0l
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 000
0 0
0 0
0 0
0 0
0 0
0 I
I
I
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 00_
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
EL
0 ET
0 ER
0 EU
0 WL
0 WT
0 WR
0 lrlnj
0 TOTAL
0TOTAT VOtUlrlES
APPROACH I}6'S
NL
0 NT
0 NR
0 NU
0 SL
0 ST
0 SR
0 sU
0 0 0 0 00.000 0.m0 0.(m 0.(m
0 0 0 00.000 0.000 0.000 0.(m
TOTAL
0PEAK HR VOL I
PEAK HR, FACTOR I
O1:3O om - 02:3O om I
UUUUo.ooo o.o(n o.m o.o0o I o.ooo o.oo0 0.000 0.m
NOON
I
ST
0 AIT
SOU I HtsOUNL)NORTHEOUND
0 ER
0 EU
AM
0 0
0 0
0 NR
0 0
0 0
0 0
0 0
0 0
0 0
National Data & Surveying Services
Intersection Turning Movement Count
location: Canyon Dr & Wildwood Canyon Rd
Clty: Yucaipa
Control: l-Way Stop(SB)
Prorcr ID: 23-030055-001
DrtE:08/2q2023
Data -
NS/EW Streets:Canyon t)r Canyon Dr Wildrrood C-anyon Rd Ittldnood Canyon Rd 0 NL
0 NT
0 NR
0 M,,
0 SL
I
ST
0 SR
0 SU
0 EL
1 ET
0 ER
0 EU
NORTHBOUND SOUTHBOUND EASTBOUND
0 wt wlI
WESTBOUND
0 0
WR
I
WT TOTAI
9: l5
9:30
l0: l5
l0:30
l0:45
I l:00
I l:15
I l:30
I l:{5
0 0
0 0
0 0
0 0
0 0
0 0
0 0_
0 0
0 0
0000000000000000000000
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
I 0
0 0
0 0
0 0
0 0
0 ,0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0 0
TOTAL VOLUMES :
APPROACH o/o's :
NL
0 NT
0 NR
0 M.,
0 SL
0 ST
0 SR
0 sU
0 EL
0 ET
0 ER
0 EU
0 WL
0 WT
0 WR
0 WU
0 TOTAT
0 10:15 am 11:15 am
PEAT HR VOL
PEAK HR, FACTOR
0 00.000 0.m 0.m0 0.(m
0 0 0 0 0 0 0 00.000 0.000 0.000 0.m 0.(m 0.(m 0.0m 0.(m 0 0 0 00.000 0.000 0.000 0.(m
TOTAT
0 AM
0 llt
0 NT
0 NR
0 NU
0 SL
I
sr
0 SN,
0 ST'
NORTHBOUND SOUTHBOUND
0 EL
I
ET
0 ER
0 EU
EASTBOUND
0 wt
WESTBOUND
0 WR
I
WT
0 unl TOTAJ
-!t1s3!2:fi) Ptl
2:15 Ptl
2:30 Pftf
2:45 PM
Iz:(x) Pil
l2:l5 Ptl
12:30 Ptl
t?irJ-B!
l:00 Ptl
l:l5 Ptl
l:30 Ptl
0 0
0 0
0 0
00 0 0 _ 0_ I 0____q _g __q_oooo
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 00000000000000
000000000000000000000
0 0
0 0
0 0
0 0
9000
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
00000000000
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 -0
0 0
0 0
0 0
0 0
TOTAL VOTUT{ES
APPPOACII olD'(
NL
0 NT
0 NR
0 NU
0 SL
0 ST
0 SR
0 sU
0 EL
0 ET
0 zu
0 WL
0 WT
0 WR
0 wt,
0 TOTAL
0 PEAK HR,
PEAK HR VOL
PEAK HR, FACTOR 0.000 0.0m 0.(m 0.(m
0 0 0 00.000 0.000 0.000 0.m0
0 0 0 00.m0 0.(m 0.m0 0.(m
0 0 0 00.000 0.000 0.000 0.(m
rOTAT
NOON
9:{5 Al{
lO:fi) Al,l
t00looloolooret00loolootuulooloo
lo o
0 0
0 0
0 0
0 0
0 0
I
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0I
0 0
0 0
0 0
ER
0 0
APPENDIX C
INTERSECTION COLLISION HISTORY
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APPENDIX t)
COMPLETED
CALIFORNIA MUTCD
TRAFFIC SIGNAL WARRANTS WORKSHEETS:
WILDWOOD CANYON ROAD AT CANYON DRIVE
Califomin MUTCD 2014 Fdition
(FHWA'S MUTCD 2ff)t) Edition, including Revisions I & 2, as anrended for use in Cllitbrnia)
Flgure 4C-101 (CA), Trafflc Slgna I Warranls Worksheet (Sheet I of 5) COUNT DATE (c 3
CALC
CHK
DATE
OATEDIST CO RTE PM
Malor St:
Minor St:
wA Caa n q,a Critical Approach Speed
Critical Approach Speed
?"*ea. 45 mph
mph
Speed limit or critical speed on major street traffic > 40 mph. ln built up area of isolated community of )Hour
Combination of Conditions A & B SATISFIED YES D NO {
REQUIREMENT CONDITION '/FULFILLED
TWO CONDITIONS
SATISFIED 800/o
A MINIMUM VEHICULAR VOLUME Yestr NodAND,
B. INTERRUPTION OF CONTINUOUS TRAFFIC
ANO,AN ADEQUATE TRIAL OF OTHER ALTERNATIVES THAT COULD
CAUSE LESS DELAY AND INCONVENIENCE TO TRAFFIC HAS FAILED
TO SOLVE THE TRAFFIC PROBLEMS
Yestr NoD
The salisfaclion o, a traltic signal warrant or warrants shall nol in itself require the installation ol a lraffic control signal.
Cltirptcr 4C - Traftlc (lontrol Sigrurl Nccds Studies
[)lrl 4 - Ilighrvay Trlftic Signirls
MINIMUM REOUIREMENTS
(80% sHowN tN BRACKETS)
U U R
APPROACH
LANES 1 2 or More
5*OetBoth Approaches
Major Street
500
(400)
1350 \
keao/
600
(480)
420
(s36)ZoC 37e 4n 4b4 4tt 31 I
Highesl Approach
Minor Street
150
(t20)
/fu5
(84 )
200
fi60)
t40
(r12)+1 I -7 +6 lo
MINIMUM REQUIREMENTS
(80% sHowN tN BRACKETS)
(,U U R
APPROACH
LANES 1 -^.2 or More
<525
ld?o\t
Both Approaches
Maior Strcet
750
(600)
900
(7201
630
(s04)3n 3dl 31fl fn 4Gl 4tt 31 t
Hrghest Approach
Minor Stieet
75 (60)
53 u2l
r r00
(80)
70 (56)5 +1 I 1 4 6 lo
Ntrt'e rrrbcr 7,201,1
a
/Av)
t6)t
California MUTCD 2014 Edition
(FllWA's MUTCD 2ffi9 Edition, including Revisions I & 2, ns arncndcd for usc in Cllifornia) Flgure 4C-101 (CA). Trafllc Signal Warrants Worksheet (Sheet 2 ot 5) WARRANT 2 - Four Hour Vehlcular Volume
Record hourly vehicular volumes for any four hours ol an SATISFIED'YES D NO {
APPROACH LANES
2or
More
U
378 +71 qn AIBoth Approaches - Major Street ,/
,/I 1 b loHigher Approach - Minor Street
YesD NoD'All plotted points fall above the applicable curve in Figure 4C-1. (URBAN AREAS) Yes tr No [yQB, An ptotted points fatt above the applicable curve ln Fieure 4c-2.[RuRAr-nnees-i) SATISFIED YES tr NO
SATISFIED YES tr NO D
{WARRANT3-PeakHour
(Part A oll.rt ! must be satlsfied)
PART A
N/A (Ail
one
parts 1, 2, and 3 below must be satlsfied for the same
hour, for any four consecutlve 1S-mlnute perlods)
PART B SATISFIED YES tr NO {
APPROACH LANES
2or
^
Hour
The satisfaclion of a lraffic signal warranl or warrants shall not in ilself require lhe inslallation of a lraffic conlrol signal.
Chirptcr 4C - Traftlc Control Sigrrnl Nceds Sttrdies
Part 4 - Highrvay Trlftlc Signlls
1. The lotal delay experienced by lraflic on one minor slreel approach (one direclion only) conlrolled bv b STOP sign equals or exceeds four vehicle.hours for a one-lane approach, or frve vehicle-hours for a hvo-lano approach; ANQ
2. The volume on lhe same minor streel approach (one direclion only) equals or exceeds 100 vph for one moving lane of lraflic or ,l50 vph for two moving lanes;ANQ
3. The totel entering volume serviced during the hour equals or exceeds 800 vph for lntersections ivith four or more approaches or 650 vph for intersections with three aogrcaches.
Yes E] No D
Yes tr No
YesD NoD
555Both Approaches - Major Street ,/
,/IHigher Approach - Minor Street
Yestr NoDThe plotted polnl falls above the applicable curve in Flgure 4C-3. (URBAN AREAS) Yestr NodOB, Ihe plolted point lalls above the applicable curve in Figure 4C-4. (RURAL AREAS) Novcrnbcr 7, 20l4
\
Culifornia MUTCD 2014 Fdition
(FllWA's MUTCD 2fi)9 Edition, including Rcvisiotts I & 2. ls anrcndt'd firr use in Califomia)
Figure 4C-1 . Wa rrant 2, Four-Hour Vehicular Volume
500
400
MINOR
STREET 3oo
HIGHER.
VOLUME
APPROACH - 200
VPH
r00 It5'
80'
300 400 500 600 700 800 900 1000 r t00 1200 t300 1400
MAJOR STREET-TOTAL OF BOTH APPROACHES_
vEHtcLES PER HOUR (VPH)
'Nols: I 15 vph applies as the lower lhreshold volume for a minor-streel approach with two or more lanes and 80 vph apflies as ltre lotuer lhreshold volume lor a ntlnor-slreel approach with one lane.
Figure 4C-2. Wa rrant 2, Four-Hour
(coHMUNlTy LESS THAN I 0,000 popuLATtoN
Vehicular Volume (70Y, Factor)
MINOR
STREET
HIGHER-
VOLUME
APPROACH -
VPH
400
300
200
t00
No
-
200 300 fiy +tr 600 70o 80o eooa
MAJOi SM EET_TOTAL OF BOTH APPROACHES_
3i I VEHICLES PER HOUR (VPH)
'Nots: 8O vph applies as the lower threshold lolume lor a mlnor-slreel approach with trvo or more lanes and 60 vph applles as lhe lorver threshold volurns for a minor-streel approach wilh one tane. r 000
Clrlptcr 4C --Trafllc Control Signal Nccds Studics
Pnrt 4 - Highu,uy J'rlffic Signals
\a
I OR M(IRE LA
I
VES
I
tt
OB MORE LANES&2
I
\\\\,/
2 1
&t
&t
,NE
LANE\
\
\\
\
\/
\
I
z\
\\\\Y \\=.-
-
E]llq
ABoVE 40 ItrPH 0N MAJoB STREET)
20ROBLANES
\
\
2 OR MORE &l
\
,
ag 6
Not,errrbc r ? ,2014
-I
I MORT
.}---
LANE
I
MOBE
VE \
D
California MUTCD 2014 Edition
(Fll\YA's MTJTCD 2fi)9 lldition, including Rcvisions I & 2, as anrcnded firr usc in Califontia) Figure 4C-3. Warrant 3, Peak Hour
Pagc tl37
MINOR
STBEET
HIGHER.
VOLUME
APPROACH -
VPH
600
500
100
300
200
t00
I
\\
\
\
\-\
\
L.
_/,2 OR MORI
I
LANI S&2ORM
I
)BE LANES
I\\\
\\\
\
2 OR MORE LANES & I LANtrrll/\
IE
\\\
\\\
\<f,'i,LANE\./L
E-
- I
I 50'
t00'
10O 50O 600 700 800 90O l0O0 lt00 1200 1300 l.l00 t50O t60O t70O t800 MAJOR STREET_TOTAL OF BOTH APPROACHES--
VEHToLES PER HOUR (VPH)
'Nole: 150 vph applies as lhe lorer thresholtl rrolume lor a minor-streel approach with two or more lanes and 100 vph apdles as lhe lourer threshold volume for a minor-slreet approach with one lane.
Figure 4C-4. Wa rrant 3,Peak Hour
(coMt\luNrTY LESS THAN I 0,000
400
MINOR
STREET 3oo
HIGHER.
VOLUME
APPROACH - 200
VPH
t00
Cltlptcr 4Cl -'l'ra[t-rc (]ontrol Sigrral Ncctls Studics Part 4 - Higltrvll''l'nrffic Signals
5o
300 400 soo 700 800 900 1000 I 100 1200 1300
MAJOR STREET-TOTAL OF BOTH APPROACHES-
VEHToLES PER HOUR (VPH)
'Nole: 100 vph applies as the lover lhreshold lolume lor a minor-street approach wlth tlo or nrore lanes and 75 vph applies as lhe lower lhreshold volume for a minor-slreet approach with one lane.
No
| 00'
75'
ABoVE 40 tttPH ON MAJoR STREET)
\IE LANI
i& 1LA {E
rs_
\\
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2 OR MORE I-ANES & 2 OR MOI<-t l,,of ,o,l ..o*,,\
\\&LANE
I
\
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t
L
L]-
Novcntbcr 7, 2014
\
=-
-
Calilbrnia MUTCD 2014 Edirion
(l-"llWA's MITTCD 2fi)9 Edition, including Revisions I & 2, as anre.nrlcd lbr use in Calitornia) Page tt43
Figure 4C-101 (CA). Traffic Signal Warrants Worksheef (Sheet 3 of 5) WARRANT 4 - Pedestrian Volume
(Parts 1 1nd 3 Must Be Satisfied)
SATISFIED YES f] NO {
Part 1 (Parts A or B must be s s
A.Figure 4C-5 or Flgure 4C-6 .,
SATISFIED YES O NO V
rro)
B.Flgure 4C-T or Figure 4C-8 ./
SATISFIED YES D NO V
Part 2 SATISFIED YES {NO
N/
A WARRANT 5 - School Crosslng
l-+ (Parts A and B Must Be SatlsfiEd)
Part A
Gap/Mlnutes and # of Children
SATISFIED YES D NO D
SATISFIED YES tr NO D
Hour
Gaps 20/hr
YESD NOtr
YEStr NOtr
Part B SATISFIED YES D NO D
The distance to the nearest traffic signal along the major street is greater than 300 ft Yestr NoD
OR, The proposed signal rvill not restrict lhe progressive ntovement of traffic.Yestr Notr The satislaclion ol a lrafl'ic signal warranl or wanants shall nol in itself require the lnstallelion of a kaffic conlrol signal. (lhlptcr 4C - Truffic Cuntrol .Sigrral Necds .sturlics
Plrt 4 - Ilighn,ly Truftlc Siglrirls
Vehicles per hour for
any 4 hours z0t,yb a?4 3'lB
Pedeslrians per hour for
any 4 hours Z L o o
Vehicles per hour for
eny t hour 7$$e6 Tzto fie
Pedestrians per hou r lor
any t hour L \o o
$ND,^Ihe dislance to lhe nearesl traffic signal along the major slreet is greater than 300 ft Yes {No D
QB, The proposed traffic wtll not restrict progressive traffrc llow along tlre major street.YesW Notr Minutes Children Using Crossing
Mrnutes
Gaps
vs
Number ol Adequate Gaps
School Age Pcdestrians Crossirry Street / hr
AND, Consideration has been given lo less restrictive rentedial nreasures YesD NoD Not,crrtlxr 7, 20l.l
g
v
\
Calikrrnia MUTCD 2014 Edition
([HWA's MUTCD 2fi)t) Edition, including Rcvisions I & 2, as anrcndcd l'or use in Culif<lmio) Figure 4C-5. Wa rrant 4, Pedestrian Four-Hour Volume
s00
400
TOTAL OF ALL
PEDESTRIANS 3oo
CROSSING
MAJOR STREEI:
PEDESTBIANS 2OO
PER HOUR (PPH)
t00
I 07'
300 400 s00 600 700 800 900 1000 I 100 1200 t300 1400
MAJOR STREET-TOTAL OF BOTH APPROACHES-
vEHtcLES PER HOUH (VPH)
'Note: 107 pph applies as the lotver threshold lolume.
\
\\
\\
\
-
TOTAL OF ALL
PEDESTRIANS
CROSSING
MAJOR STREET.
PEDESTRIANS
PEB HOUR (PPH)
('lruplcrl(l - J'raftlc Conlrol Sigrrul Ncctls .Sttttlic.s l)lrt 4 - l{igltrt'a1' l'rirfllc Signirls
Figure 4C-6. Wa rrant 4, Pedestrian Four'Hour
300 - ^r- 400 500 600 700 800 900
1'g ffion sTREET-TorAL oF BorH AppRoAcHEs-
VEHToLES PER HOUR (VPH)
'Note: 75 pph applies as lhe lower threshold rclume.
400
300
200
t00
Nl 0?
200
75'
I 000
(70% Factor)
\
\
\-
\\
\
-_
'1,, o ,L
=.-r
Not'ctttt,.-r 7, 20I4
Calilbrnia MUTCD 2014 Edition
(FHWA's MUTCD 2fi)9 Etlition. including Revisions I & 2, as arncnded for use in California)
Figure 4C-7. Wa rrant 4, Pedestrian Peak Hour
TOTAL OF ALL
PEDESTRIANS
CROSSING
MAJOR STREET-
PEDESTRIANS
PER HOUR (PPH)
700
600
500
400
300
200
r00
\\\
\\\,\\-\\\--\
r33
300 400 500 600 700 8@ 900 1000 r t00 1200 1300 1400 1500 1600 t700 1800 MAJOR STREET-TOTAL OF BOTH APPROACHES_
VEHToLES PER HOUR (VPH)
'Nole: 133 pph applies as lhe loler threshold volume.
Figure 4C-8. Wa rrant 4, Pedestrian Peak Hou r (7oo/o Factor) s00
400
TOTAL OF ALL
PEDESTRIANS 3oo
CROSSING
MAJOR STREET.
PEDESTRIANS 2oo
PER HOUR (PPH)
r00 93'
20o :90 glw2g -ue.lon s00 600 700 800 900 t000 I 100
STREET-TOTAL OF BOTH APPROACHES-
VEHToLES PER HOUR (VPH)
I 200
'Note: 93 pph applies as the loler lhreshold volume.
Clruptt:r 4C -'l'nrfl-rc Clorttrol Sigrral Ncetls Stutlics Part 4 - Highrvay Trirftrc .Signals
\\
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l.o ?+^
Noverttbcr 7, 2014
Nt0z
California MUTCD 2014 Edition
(FHWA's tvlUTCD 2fi)9 Edition, including Rcvisions I & 2, ts lrncnded for usc in Crrlifomiir) Flgure 4C-l01 (CA). Traffic Slgnal Warrants Worksheet (Steet 1of 5) WARRANT 6 - Coordlnated Slgnal System
(All Parts Must Be Satisfied)
SATISFIED YES tr NO {
MINIMUM REQUIREMENTS DISTANCE TO NEAREST SIGNAL
NoEYesft,S fi, El6rmn, w-ftN: 1000 ft
Yes I
On a one.way streel or a slreel lhat has lraflic predominanlly in one direction, the adjacenl traffrc control-signals are so lar apart that lhey do nol provide lhe necessary degree of adlacent traffic control signals do
the proposed and adjacent traflic
not provide the necessary
control signals will collectively
galog1rnevehicular
Q-8, on a
degree of
provide a
SATISFIED YES tr NOWARRANT 7 - Crash ExPerience Warrant GI_Partq Must Be Satlsfled)
Adequale lrial ol allernalives with satisfactory observance and enforcement has falled lo reduce the crash frequency.
YesE NoD
REOUIREMENTS
5 OR MORE
Number of crashes reported rvilhin a 12 month period
susceptible to correction by a traffic signal, and lnvolving infury or damage oxceeding the reqttirements for a reportable crash.
L
YesE rlod
REQUIREMENTS CONDITIONS ,l
YesD Nod
ONE CONDITION
SATISFIED 800/o
Warranl 1, Condilion A -
Minimum Vehicular Volume
08, Warrartt 1, Condition B -
lnterruption ol Continuous Trafflc
QB, Warrant 4, Pedestrian Volume Condition
PCd Vol > 80% of Figure 4C-5 lhrough Figure 4C-B
SATISFIED YES tr NO {WARRANT I - Roadway Network
(All Parts Must Be Satisfied)
MINIMUM VOLUME
REOUIREMENTS ENTERING VOLUMES - ALL APPROACHES ,/FULFILLED 1000 Veh/Hr
During Typical Weekd ay Peak Hour
-Veh/Hr
and hbs S-year projected traffrc volumes that meet one or more of Warranti 1,2, and 3 during an average weekday.
OR
During Each of Any 5 Hrs. of a Sat. or Sun Veh/Hr
yes D ttoD
CHARACTERISTICS OF MAJOR ROUTES [IA"JOR
ROUTE A
IIAJOR
ROUTE B
Hwy. Systenr Serving as Principal Network for Through Traffic Rural or
Suburba 'llEnyrJ Outside of ,j telgg.or Travers rlg lcg_ Appears as Major Route on an Offrcial Plan
Any Major Route Characteristics Met, Both Streets yes fl The salisfaction of a traflic signal warranl or warranls shall not in ilself require tha inslallalion of a lraflic conlrol signal Ohlptcr 4C - Traffic Clontrol Siglral Ncctls .Sttrtlics Part a - Higltrvuy Traftlc Sigrral.s
Novcrrtl>cr 7,2014
N l
_t_.---'
California MUTCD 2014 Edition
(FHWA's IVIUTCD 2ffi9 Edition, including Rcvisions I & 2. as anrended fur usc in Cnlifornia)
Flgure 4C.101 (CA). fraffic Slgnal Warrants Worksheet (Sheer S of 5) ilt WARRANT I - Intersection Near a Grade crossing
(Both Parts A and B Must Be Satisfied)
SATISFIED YES D NO D
The.minor streel approac! volume may be multiplied by up lo lhree following adjustment laclors (AF) as described in Section 4C.10.
1- Number of Rail Traffic per Adjustntent factor from table 4C-2-. 2- Percentage ol High-Occupancy Buses on Minor Slreet Approach_ Adjuslment faclor from table 4C.3_ 3- Percentage ol Tractor-Trailer Trucks on Minor Slreel Approach_ Adjuslment factor from table 4C-4_ NOTE: lf no dala is availale or knorwr, lhen use AF = 1 (no adjuslment) Chaptc'r 4(l - Trirffic Control Signal Ncr.ds Studic.s
[)lrt 4 - Highrval, Traftic .Siglrals
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 Yes E Nofl
PART B
Thele ls one mlnor strset approach lane at the track crosslng . During lhe highest lraffic volume hour during rvhich rail lraflic uses lhe crossing, lhe plotled point falls above the applicable curve in Figure 4C-9.
Major Street - Tolal of both agToaches: _ VPH
Minor Street - Crosses lhe lrack (one direction only, epproaching the interseclion):
_VPHxAF(UseTables4c.2,3,&4belolvtocalculateAF)=-VPH
QB, There are two or more mlnor street approach lanes at the track crosslng .
During the highest traffic volume hour during rvhich rail lraffic uses lhe crossing, the plottcd point falls above the applicable curve in Figure 4C-10.
Major Slreet - Total of both approaches : _ VpH
Minor Street - Crosses the lrack (one direction only, approaching the intersection):
VPHxAF(UseTables4c.2.3.&4belowtocalcualteAF)=-VPH
Yes I NoE
Nttvcntt,t-r 7, 2014
APPE,NDIX E
STOPPING SIGHT DISTANCE AS A FUNCTION OF SPEED
CALIFORIYIA MUTCD
Road Type
Distance Between Signs**
A B c
Urban (leil.Fc*) - 25 or lgss"'100 Eet 100 bet 100 bet
Urban - more than 25 mph to 40 mph"'250 Eet 250 feet 250 feet Urban {Xgfcpcof}- more than 40 mph"'35O feet 350 bet 350 bet Rural 500 bet 5@ bet 500 het
Expressuay / Freoray 1,000 bet 1,500 bet 2,O40 bet
California MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I & 2. as amended fbr use in Califomia) Page I 032
Table 6C-1 . Recommended Advance Warning Sign tririnrnu Spacing .
" The column headings A. B, and C are the dimensions shown in F(lures 6H-1 hrough 6H-{6. The A dimensbn is the distance from the transiton or point of restriction to the fi]st sign. The B dimension ls the distance belrreen the tlrst and sGcond signs. The C dlmension is th€ distance betu,een thc sccond and Otird signs. (The "first sign" is the sign in a thre€-sign series that is dosest to tle TTC zone. The third sign" is the sign that is furlhest upsfeam from the TTC zone.) "' Posted speed limat, off-peak 8sth-percentrle speed prior to work starting, or other anticipated operating speed in mph.
Table 6C-2. Stopping Sight Distance as a Function of Speed on Level Roads. (Used as suggested longitudinal buffer space length or location for flagger station) Speed*Distance
20 mph 1 15 bet
25 mph 155 bet
30 mph 200 bet
35 mph 250 feet
40 mph 305 bet
45 mph 360 bet
50 mph 425 Eet
55 mph 495 Eet
60 mph 570 bet
65 mph 645 Eet
70 mph 730 Eet
75 mph 820 Eet
-/
' Posted speed
starting, or the
ofi-peak 8Sth-percentile speed prior to work
anticipated operating speed in mph
Table 6C-3. Taper Length Criteria for
Temporary Traffic Control Zones
Note. Use Table 6C-4 to calculate L
Chapter 6C - Temporary Traffic Control Elements
Part 6 - Temporary Traffic Control
Type of Taper Taper Length
Merging Taper at least L
Shitting Taper at least 0.5 L
Shoulder Taper at least 0.33 L
One-Lane. Two-Way Traffic Taper 50 feet mrnimum. 100 feet maximum Downstream Taper 50 feet minimum, 100 leet maximum
November 7, 2014
I
APPENDIX F
CALIFORNIA MUTCT)
MULTIWAY STOP APPLICATION GUIDE LINES :
California MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I &2, as amended for use in Califomia)
Standard:
or Except as provided in Paragraphs 4 and 5, the minimum sizes for regulatory signs facing traffic on multi-lane conventional roads shall be as shown in the Multi-lane column of Table 2B-l and 2B-1(CA).
Option:
oc Where the posted speed limit is 35 mph or less on a multi-lane highway or street, other than for a STOP sign, the minimum size shown in the Single Lane column in Table 28-l and 2B-1(CA)may be used. os Where a regulatory sign, other than a STOP sign, is placed on the left-hand side of a multi-lane roadway in addition to the installation of the same regulatory sign on the right-hand side or the roadway, the size shown in the Single Lane column in Table 28- I and 2B-1(CA) may be used for both the sign on the right-hand side and the sign on the left-hand side of the roadway.
Standard:
oo A minimum size of 36 x 36 inches shall be used for STOP signs that face multi-lane approaches. o; Where side roads intersect a multi-lane street or highway that has a speed limit of 45 mph or higher, the minimum size of the STOP signs facing the side road approaches, even if the side road only has one approach lane, shall be 36 x 36 inches.
os Where side roads intersect a multi-lane street or highway that has a speed limit of 40 MPH or lower, the minimum size of the STOP signs facing the side road approaches shall be as shown in the Single Lane or Multi-lane columns of Table 2B-l and 2B-1(CA)based on the number of approach lanes on the side street approach.
Guidance:
os The minimum sizes for regulatory signs facing traffic on exit and entrance ramps should be as shown in tlrc column of Table 2B-l and 2B-1(CA) that corresponds to the mainline roadway classification (Expressway or Freeway). If a minimum size is not provided in the Freeway column, the minimum size in the Expressway column should be used. IJ'a minimum size is not provided in the Freeway or Expressway Column, the size in the Oversized column should be used.
Section 28,04 Rieht-of-Wav at Intersections
Support:
or State or local laws written in accordance with the "Uniform Vehicle Code" (see Section lA.l I ) establish the right-of-way rule at intersections having no regulatory traffic control signs such that the driver of a vehicle approaching an intersection must yield the righrof-way to any vehicle or pedestrian already in the intersection.
When two vehicles approach an intersection from different streets or highways at approximately the same time, the righrof-way rule requires the driver of the vehicle on the left to yield the right-of-way to the vehicle on the right.
The righrof-way can be modified at through streets or highways by placing YIELD (Rl -2) signs (see Sections 2B.08 and 28.09) or STOP (Rl-l) signs (see Sections 28.05 through 28.07) on one or more approaches.
Guidance:
oz Engineering judgment should be used to establish intersection control. The following factors should be considered:
A. Vehicular, bicycle, and pedestrian trffic volumes on all approaches; B. Number and angle ofapproaches;
C. Approach speeds;
D. Sight distance available on each approach; and
E. Reported crash experience.
ot YIELD or STOP signs should be used at an intersection if one or more of the following conditions exist:
A. An intersection of a less important road with a main road where application of the normal right-of-way rule would not be expected to provide reasonable compliance with the law; B. A street entering a designated through highway or street; and/or C. An unsignalized intersection in a signalized area.
uIn addition, the use of YIELD or STOP signs should be considered at the intersection of nuo minor streets or local roads where the intersection has more than three approaches and where one or more of the following conditions exist:
Chapter 28 - Regulatory Signs, Barricades, and Gates
Part 2 - Signs
November 7 ,2014
California MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I & 2, as amended for use in Califomia)
A. The combined vehicular, bicycle, and pedestrian volume entering the intersection Jiom all approaches averages more than 2,000 units per day;
B. The ability to see conflicting traffic on an approach is not sfficient to allow a road user to stop or yield in compliance with the normal right-of-way rule if such stopping or yielding is necessary; and/or C. Crash records indicate thatfive or more crashes that involve thefailure to yield the right-of-way at the intersection under the normal right-of-w'ay rule have been reported within a 3-year period, or that three or more such crashes have been reported within a 2-year period. osYIELD or STOP signs should not be usedfor speed control.
Support:
oo Section 28.07 contains provisions regarding the application of multi-way STOP control at an intersection.
Guidance:
ot Once the decision has been made to control an intersection, the decision regarding the appropriate roadway to control should be based on engineering judgment. In most cases, the roadway carrying the lowest volume of trdfic should be controlled.
os A YIELD or STOP sign should not be installed on the higher volume roadway unless justified by an engineering study.
Support:
osThe following are considerations that might influence the decision regarding the appropriate roadway upon which to install a YIELD or STOP sign where two roadways with relatively equal volumes and/or characteristics intersect:
A. Controlling the direction that conflicts the most with established pedestrian crossing activity or school walking routes;
B. Controlling the direction that has obscured vision, dips, or bumps that already require drivers to use lower operating speeds; and
C. Controlling the direction that has the best sight distance from a controlled position to observe conflicting traffic.
Standard:
ro Because the potential for conflicting commands could create driver confusion, YIELD or STOP signs shallnotbeusedinconjunctionwithanytrafficcontrolsignaloperation.,@ si
eengiet+xietc.;+r
C. If a ehennelizeC turn lene is separeted frem thc oCjoeent travel lones by on islond end the ehonnelized roa STOP signs shall not be erected at any entrance to an intersection controlled by traffic signals. Refer to CVC 21355(a).
Option:
roo YIELD or STOP signs may be used at a channelized turn lane if it is separated from the adjacent travel lanes moving in same direction by an island and the channelized turn lane is not controlled by a traffic control signal.
Standard:
rr Except as provided in Section 28.09, STOP signs and YIELD signs shall not be installed on different approaches to the same unsignalized intersection if those approaches conflict with or oppose each other. ru Portable or part-time STOP or YIELD signs shall not be used except for emergency and temporary traflic control zone purposes.
n A portable or part-time (folding) STOP sign that is manually placed into view and manually removed from view shal! not be used during a power outage to control a signalized approach unless the maintaining agency establishes that the signal indication that will first be displayed to that approach upon restoration of power is a flashing red signal indication and that the portable STOP sign will be manually removed from view prior to stop-and-go operation of the traffic control signal.
Chapter 28 - Regulatory Signs, Barricades, and Gates
Part 2 - Signs
November 7 ,2014
California MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I & 2, as amended for use in Califomia) Page I 28
Option:
r+ A portable or part-time (folding) STOP sign that is electrically or mechanically operated such that it only displays the STOP message during a power outage and ceases to display the STOP message upon restoration of power may be used during a power outage to control a signalized approach.
Support:
rs Section 98.03 contains provisions regarding the assignment of priority at a shared-use path/ roadway intersection.
Section 28.05 STOP Siqn (Rl-l) and ALL WAY Plaque (Rl-3P) Standard:
or When it is determined that a full stop is always required on an approach to an intersection, a STOP (Rl- l) sign (see Figure 2B-l) shall be used.
oz The STOP sign shall be an octagon with a white legend and border on a red background. or Secondary legends shall not be used on STOP sign faces. orAt intersections where all approaches are controlled by STOP signs (see Section 28.07), an ALL WAY supplemental plaque (Rl-3P) shall be mounted below each STOP sign. The ALL WAY plaque (see Figure 2B-l) shall have a white legend and border on a red background. os The ALL WAY plaque shall only be used if all intersection approaches are controlled by STOP signs. oo Supplemental plaques with legends such as 2-WAY, 3-WAY, 4-WAY, or other numbers of ways shall not be used with STOP signs.
Support:
oz The use of the CROSS TRAFFIC DOES NOT STOP (W4-4P) plaque (and other plaques with variations of this word message) is described in Section 2C.59.
Guidance:
o* Plaques wilh the appropriate alternative messages of TRAFFIC FROM LEFT @GHD DOES NOT STOP (lY4-4aP) or ONCOMING TRAFFIC DOES NOT STOP (W4-4bP) should be used at intersections where STOP signs control all but one approach to the intersection, unless the only non-stopped approach is from a one-wqy street.
Option:
osAn EXCEPT RIGHT TURN (Rl-l0P) plaque (see Figure 2B-l) may be mounted below the STOP sign if an engineering study determines that a special combination of geometry and traffic volumes is present that makes it possible for right-turning traffic on the approach to be permitted to enter the intersection without stopping.
Support:
ro The design and application of Stop Beacons are described in Section 4L.05. r r A STOP (R1-1 ) sign is not a 'cure-all" and is not a substitute for other traffic control devices. Often, the need for a STOP (R1-1) sign can be eliminated if the sight distance is increased by removing obstructions.
Throuqh Hiqhwavs
Option:
rz STOP (R1-1 ) signs may be installed either at or near the entrance to a State highway, except at signalized intersections, or at any location so as to control trafflc within an intersection. Refer to CVC 21352and 21355, See Section 1A.11 for information regarding this publication.
Support:
r: When STOP (R1-1) signs or traffic control signals have been erected at all entrances, a highway constitutes a through highway. Refer to CVC 600,
r Authority to place STOP (R1-1) signs facing State highway traffic is delegated to the Caltrans District Directors. 0ption:
rs Local authorities may designate any highway under their jurisdiction as a through highway and install STOP (R1-1) signs in a like manner. Refer to CVC 21354.
Standard:
ro No local authority shall erect or maintain any STOP (Rl-1) sign or other traffic control device requiring a stop, on any State highway, except by permission of Galtrans. Refer to CVC 21353.
Chapter 28 - Regulatory Signs, Barricades, and Gates November 7 ,2014 Part 2 - Signs
California MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I & 2, as amended for use in Califomia)
Support:
rz Caltrans will grant such permission only when an investigation indicates that the ST0P (R1-1) sign will benefit traffic.
Section 28.06 STOP Sien Applications
Guidance:
or At intersections where afull stop is not necessary at all times, consideration shouldfirst be given to using less restrictive measures such as YIELD signs (see Sections 28.08 and 28.09). oz The use of STOP signs on the minor-street approaches should be considered d engineering judgment indicates that a stop is always required because of one or more of thefollowing conditions:
A. The vehicular traffic volumes on the through street or highway exceed 6,000 vehicles per day; B. A restricted view exists that requires road users to stop in order to adequately observe conflicting trffic on the through street or highway; and/or
C. Crash records indicate that three or more crashes that are susceptible to correction by the installation of a STOP sign have been reported within a l2-month period, or thatfive or more such crashes have been reported within a 2-year period. Such crashes include rightangle collisions involving road users on the minor-street approachfailing to yield the right-of-way to tralfic on the through street or highway.
Support:
or The use of STOP signs at grade crossings is described in Sections 88.04 and 8B.05.
Section 28.07 Multi-Wav Annlications
Support:
or Multi-way stop control can be useful as a safety measure at intersections if certain traflic conditions exist.
Safety concerns associated with multi-way stops include pedestrians, bicyclists, and all road users expecting other road users to stop. Multi-way stop control is used where the volume of traffic on the intersecting roads is approximately equal.
oz The restrictions on the use of STOP signs described in Section 28.04 also apply to multi-way stop applications.
Guidance:
ot The decision to install multi-way stop control should be based on an engineering study. u The following criteria should be considered in the engineering study for a multi-way STOP sign installation:
A. Llthere trffic control signals are justified, the multi-way stop is an interim measure that can be installed quickly to control trafic while arrangements are being madefor the installation of the trafrc control signal.
B. Five or more reported crashes in a l2-month period that are susceptible to correction by a multi-way stop installation. Such crashes include right-turn and left-turn collisions as well as right-angle collisions.
C. Minimum volumes:
I . The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300vehicles per hourfor any 8 hours ofan average day; and
2. The combined vehicular, pedestrian, and bicycle volume entering the intersectionfrom the minor street approaches (total ofboth approaches) averages at least 200 units per hourfor the same 8 hours, with an average delay to minor-street vehicular tralfic of at least 30 seconds per vehicle during the highest hour; but
3. If the 81rh-percentile approach speed of the major-street trffic exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the values provided in ltems I and 2.
D. l{here no single criterion is satisfied, but where Criteria B, C.l, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excludedfrom this condition.
Option:
os Other criteria that may be considered in an engineering study include:
A. The need to control left-turn conflicts;
B. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes; C. Locations where a road user, after stopping, cannot see conflicting traffic and is not able to negotiate the intersection unless conflicting cross traffic is also required to stop; and Chapter 2B - Regulatory Signs, Barricades, and Gates
Part 2 - Signs
November 7, 2014
California MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I & 2, as amended for use in California) Page I 30
D. An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where multi-way stop control would improve traffic operational characteristics of the intersection.
Section 28.08 YIELD Sien (Rl-2)
Standard:
or The YIELD (Rl-2) sign (see Figure 2B-l) shall be a downward-pointing equilateral triangle with a wide red border and the legend YIELD in red on a white background.
Support:
oz The YIELD sign assigns right-of-way to traffic on certain approaches to an intersection. Vehicles controlled by a YIELD sign need to slow down to a speed that is reasonable for the existing conditions or stop when necessary to avoid interfering with conflicting traffic.
Section 28.09 YIELD Sisn Applications
Option:
or YIELD signs may be installed:
A. On the approaches to a through street or highway where conditions are such that a full stop is not always required.
B. At the second crossroad of a divided highway, where the median width at the intersection is 30 feet or greater.
In this case, a STOP or YIELD sign may be installed at the entrance to the first roadway of a divided highway, and a YIELD sign may be installed at the entrance to the second roadway.
C. For a channelized tum lane that is separated from the adjacent travel lanes by an island, even ifthe adjacent lanes at the intersection are controlled by a highway traffic control signal or by a STOP sign.
D. At an intersection where a special problem exists and where engineering judgment indicates the problem to be susceptible to correction by the use of the YIELD sign.
E. Facing the entering roadway for a merge-type movement if engineering judgment indicates that control is needed because acceleration geometry and/or sight distance is not adequate for merging traffic operation.
Standard:
oz A YIELD (Rl-2) sign shall be used to assign right-of-way at the entrance to a roundabout. YIELD signs at roundabouts shall be used to control the approach roadways and shall not be used to control the circulatory roadway.
or Other than for all of the approaches to a roundabout, YIELD signs shall not be placed on all of the approaches to an intersection.
Section 28.10 STOP Sien or YIELD Sien Placement
Standard:
or The STOP or YIELD sign shall be installed on the near side of the intersection on the right-hand side of the approach to which it applies. When the STOP or YIELD sign is installed at this required location and the sign visibility is restricted, a Stop Ahead sign (see Section 2C.36) shall be installed in advance of the STOP sign or a Yield Ahead sign (see Section 2C.36\ shall be installed in advance of the YIELD sign. oz The STOP or YIELD sign shall be located as close as practical to the intersection it regulates, while optimizing its visibility to the road user it is intended to regulate. oz YIELD signs shall not be erected upon the approaches to more than one of the intersecting streets. Refer to CVC 21 356.
o: STOP signs and YIELD signs shall not be mounted on the same post. oq No items other than inventory stickers, sign installation dates, and bar codes shall be affixed to the fronts of STOP or YIELD signs, and the placement of these items shall be in the border of the sign. os No items other than official traffic control signs, inventory stickers, sign installation dates, anti- vandalism stickers, and bar codes shall be mounted on the backs of STOP or YIELD signs. oo No items other than retroreflective strips (see Section 2{.2ll or official traffic control signs shall be mounted on the fronts or backs of STOP or YIELD signs supports.
Chapter 28 - Regulatory Signs, Barricades, and Gates
Part 2 - Signs
November 7, 2014
APPENDIX G
CALIFORNIA MUTCT)
I AI-ROAD WAY LIGHT^S GUIDE LI]YES :
California MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I & 2, as amended for use in California)
CHAPTER 4N. IN.ROADWAY LIGHTS
Section 4N.01 Application of In-Roadwav Liehts
Support:
or In-Roadway 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 slow down 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 3C, and other roadway situations involving pedestrian crossings.
Standard:
oz In-Roadway Lights shall not be used for any application that is not described in this Chapter. or If used, In-Roadway Lights shall not exceed a height of 3/4 inch above the roadway surface. o+ When used, In-Roadway Lights shall be flashed and shall not be steadily illuminated.
Support:
os Steadily illuminated lights installed in the roadway surface are considered to be internally illuminated raised pavement markers (see Section 3B.l I ).
Option:
oo In-Roadway 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 4N.02).
Section 4N.02 In-Roadway Warnine Liehts at Crosswalks
Option:
or In-roadway lights may be installed at certain marked crosswalks, based on an engineering study or engineering judgment, to provide additional warning to road users.
Standard:
oz 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, or traffic control signals.
o.r lf In-Roadway Warning Lights are used at a crosswalk, the following requirements shall apply:
A. Except as provided in Paragraphs 7 and 8, 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 no 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 l0 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.
oq 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.
Chapter 4N - [n-Roadway Lights
Part 4 - Highway Traffic Signals
November 7, 2011
California MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I & 2, as amended for use in Califomia)
Guidance:
os If used, In-Roadway Ll'arning Lights slnuld be installed in the center of each travel lane, st the center line oJ' the roadway, at each edge of the roadway or parking lanes, or at other suitable locations away from the normal tire track paths.
oaThe location of the In-Roadway Warning Lights within tlrc lanes should be based on engineering judgment.
Option:
oz On one-way streets, In-Roadway Warning Lights may be omitted on the departure side of the crosswalk. or Based on engineering judgment, the In-Roadway Warning Lights on the departure side of the crosswalk on the left side of a median may be omitted.
os 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:
rc If used, the period of operation of the In-Roadway ll/arning Lights following each actuation should be sfficient 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 sfficient 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.
Standard:
r r If pedestrian pushbuttons are used to actuate the in-roadway lights, a Push Button To Turn On Warning Lights (with pushbutton symbol) (Rl0-25) sign (see Figure 28-26) shall be mounted &djoeent+e immediately above or integral with each pedestrian pushbutton. rz 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. rs ln-Roadway Warning Lights (lRWLs) shall not be placed on or within the crosswalk markings. lf the ln-Roadway Warning Lights are activated by a push button, the PUSH BUTTON FOR PEDESTRIAN WARNING LIGHTS, CROSS WITH CAUTION (R62E(CA))sign shallbe used.
r+ The following shall be considered when evaluating the need for ln-Roadway Warning Lights:
A. Whether the crossing is controlled or uncontrolled.
B. An engineering traffic study to determine if ln-Roadway Warning Lights are compatible with the safety and operation of nearby intersections, which may or may not be, controlled by kaffic signals or STOPffIELD 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 critica! approach speed (85th percentile) is 45 mph or less.
G, ln.Roadway Warning Lights are visible to drivers at the minimum stopping sight distance for the posted speed limit.
H. Public education on ln-Roadway Warning Lights is conducted for new installations. 0ption:
rs Overhead or roadside Flashing Yellow Beacons may be installed in conjunction with ln-Roadway Warning Lights. ln- Roadway Warning Lights may be installed independently, but are not necessarily intended to be a substitute for standard flashing beacons, Engineering judgment should be exercised, Guidance:
rc Typical applications of ln-Roadway Warning Lights are shown in Figure 4N-101(CA).
Chapter 4N - In-Roadway Lights
Part 4 - Highway Traffic Signals
Revised December 9, 201 5
California MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I &2, as amended for use in California) Page I 000
Section 4N.1 01 (CA) ln-Roadwav Warninq
Standard:
or When ln-Roadway Warning Lights are proposed by Caltrans on State highways, Caltrans shall pay the costs of installation and maintenance. When ln-Roadway Warning Lights are proposed and installed by a loca! agency on State highways, the installation of ln-Roadway Warning Lights shall be covered by an Encroachment Permit issued by the local Caltrans District Director. The local agency shall be responsible for installation and maintenance of the ln-Roadway Warning Lights.
Chapter 4N - In-Roadway Lights
Part 4 - Highway Traffic Signals
November 7, 2014
California MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I & 2, as amended for use in Califomia) Page l00l
Figure 4N-101 (CA). Typical Layout for ln-Roadway Warning Lights (lRWLs) ++
+t+
a EB B
EEEEEBEEE
a
Crosswalk
a
E B
t
EB ilr
t
TWO.LANE EACH DIRECTION
CROSSWALK AT AN INTERSECTION
(See Note 3)
TWO.LANE EAGH DIRECTION
MID.BLOCK CROSSWALK
(See Note 3)
+
BB
a
LEGEND
B - IRWL (Required)
E - IRWL (Optional)
C - PEDESTRIAN
PUSH.BUTTON
a
a a
t t
ONE-LANE EACH DIRECTION
MID.BLOCK CROSSWALK
(See Note 2)
ON E.LAN E, ONE-WAY ROADWAY
MID.BLOCK CROSSWALK
(See Note 1)
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 eadr 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 [acks.
Chapter 4N - In-Roadway Lights
Part 4 - Highway Traffic Signals
November 7, 2014
E EIE
BB EB
APPENDIX H
CALIFORNIA MUTCI)
FLAS HI IYG B EACOIYS G(IIDE LIIYES :
California MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I & 2, as amended for use in Califomia)
CHAPTER 4L. FLASHING BEACONS
Section 4L.01 General Desien and Operation of Flashins Beacons Support:
or A Flashing Beacon is a highway traffic signal with one or more signal sections that operates in a flashing mode. It can provide traffic control when used as an intersection control beacon (see Section 4L.02) or it can provide warning when used in other applications (see Sections 4L.03, 4L.04, and 4L.05).
Standard:
oz Flashing Beacon units and their mountings shall comply with the provisions of Chapter 4D, except as otherwise provided in this Chapter.
or Beacons shall be flashed at a rate of not less than 50 or more than 60 times per minute. The illuminated period of each flash shall be a minimum of ll2 md a maximum of 2/3 of the total cycle. or A beacon shall not be included within the border of a sign except for SCHOOL SPEED LIMIT sign beacons (see Sections 4L.04 and 78.15).
Guidance:
os If used to supplement a warning or regulatory sign, the edge of the beacon signal housing should normally be located no closer than l2 inches outside ofthe nearest edge ofthe sign.
Option:
oo An automatic dimming device may be used to reduce the brilliance of flashing yellow signal indications during night operation.
Support:
oz Typical applications for flashing beacons include the following:
A. SignalAhead
B. Stop Signs
C. Speed Limit Signs
D. Other Warning and Regulatory Signs
E. Schools
F. Fire Stations
G. lntersection Control
H. Freeway Bus Stops
L At lntersections where a more visible warning is desired. oe Typical uses include:
A. Obstructions in or immediately adjacent to the roadway.
B. Supplemental to advance waming signs,
C. At mid-block crosswalks.
D. At intersections where a warning is appropriate.
0ption:
os Only warning, regulatory or construction signs may be supplemented by flashing beacons.
Standard:
ro The cost of installing a Warning or Regulatory Sign Flashing Beacon on a State highway shall be at 100% State expense.
Section 4L.02 Intersection Control Beacon
Standard:
orAn Intersection Control Beacon shall consist of one or more signal faces directed toward each approach to an intersection. Each signal face shall consist of one or more signal sections of a standard traffic signal face, with flashing CIRCULAR YELLOW or CIRCULAR RED signal indications in each signal face. They shall be installed and used only at an intersection to control two or more directions of travel.
Chapter 4L - Flashing Beacons
Part 4 - Highway Traffic Signals
November '7 ,2014
Califomia MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I &2, as amended for use in California)
oz Application of Intersection Control Beacon signal indications shall be limited to the following:
A. Yellow on one route (normally the major street) and red for the remaining approaches for existing installations, and
B. Red for all approaches at new installations (if the warrant described in Section 28.07 for a multi-way stop is satisfied).
o: Flashing yellow signal indications shall not face conflicting vehicular approaches. o+ A STOP sign shall be used on approaches to which a flashing red signal indication is displayed on an Intersection Control Beacon (see Section 28.04).
os If two horizontally aligned red signal indications are used on an approach for an Intersection Control Beacon, they shall be flashed simultaneously to avoid being confused with grade crossing flashing-light signals. If two vertically aligned red signal indications are used on an approach for an Intersection Control Beacon, they shall be flashed alternately.
Guidance:
oo An Intersection Control Beacon should not be mounted on a pedestal in the roadway unless the pedestal is within the confines of a trffic or pedestrian island.
Option:
oz Supplemental signal indications may be used on one or more approaches in order to provide adequate visibility to approaching road users.
os Intersection Control Beacons may be used at intersections where traffic or physical conditions do not justi$r conventional traffic control signals but crash rates indicate the possibility of a specialneed. os An Intersection Control Beacon is generally located over the center of an intersection; however, it may be used at other suitable locations.
Standard:
ro New installations of overhead intersection control flashing beacon shall consist of red indications for each approach.
rr The cost of installing an lntersection Control Beacon and intersection tighting shall be shared with the local agency in the same manner as a traffic signal.
0ption:
rz Yellow flashing beacons may be used with Signal Ahead (W3-3) signs in advance of:
A. An isolated traffic signal on either a conventional highway or on an expressway in a rural area.
B. The first traffic signal approaching an urban area.
C. Any traffic signal with limited approach visibility, or where approach speeds exceed 50 mph. r: 0n divided highways where the median is 8 feet wide, or greater, the installation may consist of:
A. Two Type 1 standards, each with a SignalAhead (W3-3)sign and a 12-inch signalface, with one standard located in the median and the other off of the right shoulder; or
B, A Type 9 cantilever flashing beacon installation with a Signal Ahead (W3-3) sign and two 12-inch signal faces as shown in Caltrans' Standard Plans. See Section 'tA.11 for information regarding this publication. u The above installation designs may result in noncompliance with Caltrans' Highway Design Manual mandatory standards for horizontal clearance and shoulder width, and the advisory design standard for clear recovery zones, lf such nonstandard features cannot be avoided, the designer must obtain approval in accordance with Topic 82 of Caltrans' Highway Design Manual and the current instructions pertaining to exceptions from mandatory and advisory design standards. See Section '1A.11 for information regarding this publication.
rs 0n undivided highways or on highways where the median is less than 8 feet wide, the installation may consist of a single standard located off of the right shoulder or Type 9 cantilever flashing beacon installation as described for use on divided highways, or it may be a Type 1S-FBS flashing beacon installation, Support:
ro The cost of installing a Signal Ahead Flashing Beacon is normally included in the traffic signal project and the cost shared with the local agency.
Chapter 4L - Flashing Beacons
Part 4 - Highway Traffic Signals
November 7, 2011
California MUTCD 2014 Edition Page 990
(FHWA's MUTCD 2009 Edition, including Revisions I &2,as amended for use in California) Section 4L.03 Warnins Beacon
Support:
or Typical applications of Warning Beacons include the following:
A. At obstructions in or immediately adjacent to the roadway; B. As supplemental emphasis to warning signs;
C. As emphasis for midblock crosswalks;
D. As supplemental emphasis to regulatory signs, except STOP, DO NOT ENTER, WRONG WAY, and SPEED LIMIT signs; and
E. In conjunction with a regulatory or warning sign that includes the phrase WHEN FLASHING in its legend to indicate that the regulation is in effect or that the condition is present only at certain times.
Standard:
oz A Warning Beacon shall consist of one or more signal sections of a standard traffic signal face with a flashing CIRCULAR YELLOW signal indication in each signal section. or A Warning Beacon shall be used only to supplement an appropriate warning or regulatory sign or marker.
or Warning Beacons, if used at intersections, shall not face conflicting vehicular approaches. os If a Warning Beacon is suspended over the roadway, the clearance above the pavement shall be a minimum of l5 feet and a maximum of 19 feet.
Guidance:
ooThe condition or regulation justifiing lV'arning Beacons should largely govern their location with respect to the roadway.
ot If an obstruction is in or adjacent to the roadway, illumination of the lower portion or the beginning of the obstruction or a sign on or infront of the obstruction, in addition to the beacon, slnuld be considered. ot ll'arning Beacons should be operated only during those periods or times when the condition or regulation exists.
Option:
oe Warning Beacons that are actuated by pedestrians, bicyclists, or other road users may be used as appropriate to provide additional warning to vehicles approaching a crossing or other location. ro If Warning Beacons have more than one signal section, they may be flashed either alternately or simultaneously.
r r A flashing yellow beacon interconnected with a traffic signal controller assembly may be used with a traffic signal warning sign (see Section 2C.36).
Section 4L,04 Speed Limit Sien Beacon
Standard:
or A Speed Limit Sign Beacon shall be used only to supplement a Speed Limit sign. oz A Speed Limit Sign Beacon shall consist of one or more signal sections of a standard traffic control signal face, with a flashing CIRCULAR YELLOW signal indication in each signal section. The signal indications shall have a nominal diameter of not less than 8 inches. If two signal indications are used, they shall be vertically aligned, except that they shall be permitted to be horizontally aligned if the Speed Limit (R2-l) sign is longer horizontally than vertically.If two signal indications are used, they shall be alternately flashed.
Option:
or A Speed Limit Sign Beacon may be used with a fixed or variable Speed Limit sign. If applicable, a flashing Speed Limit Sign Beacon (with an appropriate accompanying sign) may be used to indicate that the displayed speed limit is in effect.
ol
Seetien+S++
Guidance:
os When a Speed Limit Sign Flashing Beacon ls insta//ed at the request of a local agency, or installed by the local agency under an encroachment permit fhe cosfs of installing and maintaining the beacon should be at 100% local agency expense, Chapter 4L - Flashing Beacons
Part 4 - Highway Traffic Signals
November 7, 2014
California MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I & 2, as amended for use in California)
Section 4L.05 Stop Beacon
Standard:
orA Stop Beacon shall be used only to supplement a STOP sign, a DO NOT ENTER sign, or a WRONG WAY sign.
o: A Stop Beacon shall consist of one or more signal sections of a standard traffic signal face with a flashing CIRCULAR RED signal indication in each signal section. If two horizontally aligned signal indications are used for a Stop Beacon, they shall be flashed simultaneously to avoid being confused with grade crossing flashing-light signals. If two vertically aligned signal indications are used for a Stop Beacon, they shall be flashed alternately.
o.rThe bottom of the signal housing of a Stop Beacon shall be not less than 12 inches or more than24 inches above the top of a STOP sign, a DO NOT ENTER sign, or a WRONG WAY sign.
Support:
oa A Stop Sign Flashing Beacon consists of one or two signal sections with a flashing circular red indication in each section.
Standard:
os The bottom of the housing of a Stop Sign Flashing Beacon shall not be less than 12 inches nor more than 24 inches above the top of the stop sign.
oo The cost of installing a Stop Sign Beacon shall be shared with the local agency in the same manner as a traffic signal.
Section 4L.101(CA) Flashinq Beacons at School Crosswalks Option:
or Flashing beacons at school crosswalks may be installed on State highways in accordance with CVC Sections 21372 and 21373.
oz Flashing yellow beacons may be installed to supplement standard school signing and markings for the purpose of providing advanced waming during specified times of operation when justified. or A flashing yellow beacon may be justified when ALL of the following conditions are fulfilled:
A. The uncontrolled school crossing is on the "Suggested Route to School'; and B. At least 40 school pedestrians use the crossing during each of any two hours (not necessarily consecutive) of a normal school day; and
C. The crossing is at least 600 feet from the nearest alternate crossing controlled by traffic signals, stop signs or crossing guards; and
D. The vehicular volume through the crossing exceeds 200 vehicles per hour in urban areas or 140 vehicles per hour in rural areas during the same hour the students are going to and from school during normal school hours; and E. The critical approach speeds exceeds 35 mph or the approach visibility is less than the stopping sight distance.
Standard:
or lf school authorities are to operate flashing yellow beacon, an inter.agency agreement shal! be executed to assure designations of a responsible adult to operate the beacon controls and to provide accessibility for necessary equipment maintenance.
os Where traffic signals and/or flashing beacons are justified only by the School Area Traffic Signal Warrant on a State hlghway, the installation shall be at 100% State expense. When any other warrant is met also, the cost is shared in the usualmanner.
Support:
oo Figure 4L-101(CA) shows the worksheet for flashing beacon at school crossings.
Section 4L.102(CA) Flashinq Beacons for Fire Stations
Option:
or Flashing beacons at fire station driveways or at intersections immediately adjacent to a fire station may be installed on State highways.
Chapter 4L - Flashing Beacons
Part 4 - Highway Traffic Signals
November 7,2014
Califomia MUTCD 2014 Edition Page992
(FHWA's MUTCD 2009 Edition, including Revisions I & 2, as amended for use in Califomia) Standard:
oz The flashing beacon shall be used only to supplement an appropriate warning or regulatory sign. The flashing beacon shall be actuated from an non-illuminated condition by a switch at the fire station. or The costs of installing and maintaining the flashing beacon for the fire station shall be at 100% local agency or fire department expense.
Section 41.103(CAlFlashinq Beacons at Bus Stops on Freeway lnterchanqes 0ption:
or At locations of approved bus stops within interchange areas, a flashing beacon may be provided near the top of a lighting standard to provide a flag stop.
Standard:
oz The following design and operational requirements shall be met:
A. A push button shall be provided on the lighting standard with a sign explaining the purpose and operation.
The sign shall state that if no bus has arrived within 15 minutes (or other time) after the button has been actuated it will be necessary to actuate it again.
B. The flashing beacon shall consist of a 8-inch, signal section with an uncolored or white lens mounted on the tighting standard in such a position that an approaching bus driver can see it on the freeway.
C, The operation of the control shall be such that the flashing beacon will operate for 15 minutes after the button has been actuated and then go out.
or The cost of installing and maintaining Flashing Beacons at Bus Stops on Freeway lnterchanges shall be 100% State expense.
Chapter 4L - Flashing Beacons
Part 4 - Highway Traffic Signals
November 7, 2014
APPENDIX I
CALIFORNIA MUTCT)
EXAMPLES OF CROSSWALK ENHANCEMENTS AT
UNCONTROLLED MULTILANE APPROACHES :
California MUTCD 2014 Edition
(FHWA's MUTCD 2009 Edition, including Revisions I & 2, as amended for use in Califomia) A - Two-way roadway - Midblock
-l >ff{-
Figure 38-17 (CA). Examples of Crosslvarr( Enhancements at U ncontrol led M u lti lane Approaches
i
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3 a(o
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lft
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t.
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November 7, 2014
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FHWA CA Form ( CA Rev 3 / L4)
U. S. Departnlent of Transportatittn
Federal t'l ighway' Adnt inistration-
California Division- l'itle 23
Assessment Form (DAF)Damage
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existing facilities): Demolition and removal of existing pavement. scarification and compaction of native soils
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ATTACHMENT 2
FOCUSED INTERSECTION EVALUATION :
INTERSECTION OF WILDWOOD CANYON ROAD AT OAK VIEW ROAI)
IN THE CITY OF YUCAIPA, CA
DECEMBER 1,2023
INTRODUCTION
The City of Yucaipa requested Hartzog & Crabill, Inc. (HCI) to field-review the intersection of Wildwood Canyon Road and Oak View Road and conduct an evaluation of the intersection from a traffic engineering perspective, including roadway geometry, signing & striping, and sight distance. The location is a typical 3-way intersection with Wildwood Canyon Road running in the east-west directions and Oak View Road running diagonally in the north-south directions. The intersection is located northeast of the I-10 Freeway, east of Bryant Street (see Location Map below). The intersection is entirely within the City of Yucaipa jurisdiction. At the present time, there is a one-way stop control on Oak View Road (i.e., Wildwood Canyon Road is uncontrolled).
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City of Yucaipa
San Bernardino County
Hartzog & Crabill, Inc.I
Focused Intersection Evaluation - Wildwood Canyon Road at Oak View Road, in Yucaipa, CA
BACKGROUNT)
Wildwood Canyon Road is an east-west arterial roadway with single-family residential properties and rural areas on both sides of the street. Nearby to the intersection with Oak View Road, Wildwood Canyon State Park is located on the north-side of the street and Wildwood Park on the south-side. At the 3-way intersection with Oak View Road, the approximate 32 - 36 foot wide roadway opens up to approximately 46 feet wide for turns into/out of Oak View Road. The 2-lane roadway provides for one lane of traffic in each direction, which are separated by a double-yellow centerline stripe, and bicycle route white edgelines on both sides. There are no marked crosswalks across Wildwood Canyon Road at or near the intersection with Oak View Road. The roadway primarily has asphalt curbs and edge-of-pavement on either side (i.e., not fully-improved with concrete curbs, gutters, or sidewalks). Wildwood Canyon Road has a posted speed limit of 45 MPH. On-street parking is unrestricted (i.e., allowed) along both sides of the intersection. There are nearby "Pedestrian Crossing Ahead" warning signs on Wildwood Canyon Road for a crossing location at Canyon Drive. Currently, there are no traffic controls on Wildwood Canyon Road (i.e., uncontrolled) at its intersection with Oak View Road. See Exhibit I (next page) for recent photo images of Wildwood Canyon Road Oak View Road is a north-south local roadway with single-family residential properties on both sides of the street. At the 3-way intersection with Wildwood Canyon Road, which is the southerly terminus of Oak View Road, the roadway is approximately 36 feet wide. The 2-lane roadway provides for one lane of traffic in each direction, which are not separated by any striping. There are no marked crosswalks across Oak View Road at or near the intersection. The roadway primarily has asphalt curbs and some concrete curb improvements. Oak View Road does not have a posted speed limit; however, the residential nature of this street results in a local 'prima facie' speed limit of 25 MPH and does not require posting. On-street parking is allowed on both sides of the street.
Currently, there is a stop sign, white 'STOP'pavement markings, and a limit line on Oak View Road, facing southbound traffic, at its intersection with Wildwood Canyon Road.
See Exhibit 2 (following page) for a recent photo image of Oak View Road. 2Hartzog & Crabill, Inc.
Focused Intersection Evoluation - Wildwood Canyon Road at Osk View Road, in Yucaipa, CA
EXHIBIT I
3 WII.,DWOOD CANYON ROAD (Looking EasthounA @, OAK VIEW ROAD WILDWOOD CANYON ROAD (Looking Westbounfi @ OAK VIEW ROAD -LJ
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Focused Intersection Evsluation - |lildwood Cunvon Road ut Oak View Road, in Yucaipa, CA EXHIBIT 2
OAK VIEW ROAD (Looking Southboundl @ WILDWOOD CANYON ROAD Hartzog & Crabill, [nc.4
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INTERSECTION COLLISION HISTORY
In a separate report prepared earlier this year (August 2023), HCI had gathered the latest available intersection collision history from the State of Califomia Highway Patrol (CHP) Statewide Integrated Traffic Records System website (i-SWITRS), which is where local jurisdictions report their collisions. A S-year traffic collision history summary report was prepared for the intersection. Moreover, HCI reviewed any further SWITRS reported collisions that may have occurred since the earlier report, and no additional collisions were reported.
As summarized below, out of a total of three (3) reported collisions occurring at or near this intersection over the past (5) years of available SWITRS collision data, there have been two (2) collisions categorized as 'head-on', and all incidents involved collisions with a fixed object. One of the two head-on collisions had a Primary Collision Factor (PCF) Violation Category of 'Unsafe Lane Change', while the other was categorized as 'lmproper Turning'.
TABLE 1
SWITRS COLLISION SUMMARY
Notes: Information above is derived per a recent S-year intersection traffic collision database file gathered from C HP-SW ITRS (r-S fr{fR S w e b s i t e). l) Type of Coll. - Type of Collision (i. e., broAdside, rear-end, etc.) The SWITRS traflic collision data report is included in Appendk A.
Intersection
20r 8 2019 2021-22 2022 - 2023
Date Type of Coll.Date Type of Coll.Date Type of Coll.Date Type of Coll.
Wildwood Canyon
Road
at
Oak View Road
091t3 Hir objecr 03n6 Head-On None reported 0310st23 Head-On Focused Intersection Evoluation - Wildwood Csnyon Road at Osk View Road, in Yucaipo, CA Harlzog & Crabill, [nc.5
Focused Intersection Evsluatiott - Wildwood Canyon Road at Oak View Road, in Yucaipa, CA
INTERSECTION TRAFFIC VOLUMES
lt is noted, the scope of this focused evaluation did not include obtaining new vehicular count data for this intersection. Similarly, in a separate prior report, HCI had collected Average Daily Traffic (ADT) vehicular approach counts to this intersection earlier this year on Thursday, April27,2023. Table 2 below provides a breakdown of the approach volumes. The tralftc volume data is included in Appendix B.
TABLE 2
HIGHEST 24.HOUR INTERSECTION APPROACH VEHICLE COUNTS
Wildwood Canyon Road is considered the 'through' or 'major' street at this rural, residential 3-way intersection, since it carries higher volumes from both approaches, and drivers are not required to slow down, or even stop, before proceeding straight through the intersection. In comparison, Oak View Road is considered the 'minor' street as southbound drivers on Oak View Road are required to stop at Wildwood Canyon Road and look both ways before proceeding to make a left-tum or right-turn.
It is typically expected that the traffic volumes on the minor street are significantly less than those on the major street. As can be seen from the table above, this is the case, as Oak View Road carries approximately 2oh of the entire traffic entering the intersection (Wildwood Canyon Road carries 98% of entering traffic).
It is understood that the existing traffic count data may not be representative of other seasonal tourist traffic.
6 Street Direction ADT Volume Directional Split Highest Hourly Volume Wildwood
Canyon Road
Eastbound 2,937 s2%340 (7 - 8 AM)
Westbound 2,67 5 48%304 (3-4PM)
Oak View Road
Southbound r20 r00%13 (7 - 8AM)
Hartzog & Crabill, [nc.
INTERSECTION VISIBILITY
lmpaired visibility, or restricted sight distance, due to the geometry of the intersection and possible obstructions was carefully considered during our field-review of the surrounding rural, residential intersection environment. The geometry of the intersection includes an approximate 90" angle. It is also noted, Oak View Road has a gradual horizontal and vertical curvature (i.e., side-to-side curve and incline/decline) north of the intersection.
A driver's sight distance was measured from the side-street approach to the intersection, as southbound traffic on Oak View Road are required to stop, before proceeding to make a left-turn or right-tum onto Wildwood Canyon Road. The measured distance was derived from the stopping sight distance guidelines found in the California MUTCD (see Appendk C)- In this reference, a 45 MPH roadway speed recommends a minimum Stopping Sight Distance of 360 feet. However, per a recent E&T speed survey it was determined that the 85th percentile speed along Wildwood Canyon Road was 50.2 MPH.
Therefore, a 50 MPH speed was used as a more conservative measure, which has a minimum sight distance of 425 feet. This 425-foot distance was used when looking towards approaching, uncontrolled traffic along Wildwood Canyon Road. More specifically, this stopping sight distance was field-measured from a typical 'stopped' vehicle location on Oak View Road at the intersection looking towards the oncoming lanes of cross-traffic on Wildwood Canyon Road. An orange cone was placed at this distance and a photograph was taken from a stopped driver's perspective (i.e, approx. 3.5 feet in height).
(See sight distonce photos in Exhibit 3 on the following poge) As Exhibit 3 shows, when looking for approaching traffic on Wildwood Canyon Road, a driver does have a clear line of sight to the minimum sight distance of 425 feet when looking both ways from Oak View Road.
Hartzog & Crabill, Inc.7
Focused Intersection Evaluatiort - Wildb,ood Canvon Road ut Ook View irt Yucuipa, CA
Focused Intersection Evaluation - Wildwood Canvon Road ot Oak View Road, in Yucaipa, CA EXHIBIT 3
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INTERSECTION SIGNING & STRIPING
ln regards to the existing roadway signing and striping at the intersection of Wildwood Canyon Road and Oak View Road, HC[ evaluated the intersection striping as adequate.
One factor was checking that the double-yellow centerline aligns correctly on both sides of the intersection, which it does. At this time, the following suggestions are provided for the City's consideration:
o Refresh the existing signing & striping and markings atlnear the intersection. o Add Side-Street Ahead (W2-2) waming signs on Wildwood Canyon Road, in advance of the intersection. May also add street name supplemental placard. o In order to further complete the centerline striping right at the intersection, it is suggested to add certain double-yellow striping as indicated in the attachment in Appendk D.
o Add a Double-Arrow (€)) (Wl-7) end-of-roadway warning sign on the south- side of Wildwood Canyon Road, facing southbound Oak View Road traffic as they stop.
o In order to ensure adequate sight distance is maintained at all times, consider restricting on-street parking on the north-side of Wildwood Canyon Road, on both sides of Oak View Road, for at least one, and up two, parking spots. o Consider adding a short double-yellow centerline on Oak View Road. o Due to road and ROW constraints, modifications to the left-turn pocket to meet the latest road design guidelines and standards are not practical at this time. And based on the collision history, it does not suggest that there is an immediate need to redesign the left-turn pocket. In general, a new left-turn pocket design would be a minimum 50 feet for the storage of two (2) cars. In addition, the left-tum pocket may be lengthened to allow some or all the deceleration to occur in the lefrturn pocket. The City may consider these striping improvements as part of a future roadway project for Wildwood Canyon Road when it has secured the additional ROW.
Hartzog & Crabill, Inc.9
Focused Intersection Evalustiott - Wildwood Canvon Road at Oak View irt Yucaips, CA
Focused Intersection Evaluation - lVildwood Canvon Road at Oak View Road, in Yucaipa, CA
INTERSECTION EVALUATION SUMMARY
In summary, the collision history at the intersection resulted in (3) SWITRS-reported collisions during the last fiver years of available data. One (l) collision was a Hit Object type and the other two (2) were Head-On type. The intersection traffic volumes resulted in very minor traffic volumes for the side-street (only 2oh of the entire intersection volume). During our afternoon field-review, excessive delay to any approach was not observed in terms of southbound vehicles stopping and waiting for a gap on the major roadway. HCI also evaluated the signing and striping as adequate for the intersection.
However, engineering judgment should always be included in any decision regarding traffic safety improvements. Intersection lighting was also verified and found to be adequate as there is one street light located at the northeast corner of the intersection. [n regards to pedestrian and bicycle activity, field observations confirmed a low activity of both, especially for any crossing the major roadway of Wildwood Canyon Road at this lntersectlon
It was also determined that southbound drivers along Oak View Road do have a clear line of sight when stopped and looking both ways at approaching Wildwood Canyon Road traffic. It is important to note, after a southbound driver first stops behind the limit line to look and yield to any pedestrians/bicyclists that may be crossing Oak View Road, if the initial stopping point does not provide adequate sight visibility, when clear it is acceptable for the driver to slowly creep their vehicle forward for increased visibility of approaching cross-traffic, as long as the front of the vehicle does not impede cross-traffic.
Hartzog & Crabill,, Inc 10
RECOMMENDATIONS
In overall summary, the evaluation resulted in no 'required' improvements. However, the following signing & striping 'suggestions' are provided for the City's consideration:
o Refresh the existing signing & striping and markings atlnear the intersection. o Add Side-Street Ahead (W2-2) warning signs on Wildwood Canyon Road, in advance of the intersection. May also add street name supplemental placard. o In order to further complete the centerline striping right at the intersection, it is suggested to add certain double-yellow striping as indicated in the attachment in Appendk D.
o Add a Double-Anow (€)) (Wl-7) end-of-roadway warning sign on the south- side of Wildwood Canyon Road, facing southbound Oak View Road traffic as they stop.
o [n order to ensure adequate sight distance is maintained at all times, consider restricting on-street parking on the north-side of Wildwood Canyon Road, on both sides of Oak View Road, for at least one, and up two, parking spots. . Consider adding a short double-yellow centerline on Oak View Road at the intersection with Wildwood Canyon Road.
o As part of a larger roadway project for Wildwood Canyon Road, when the City has secured the additional ROW, the City may consider restriping the left-turn pocket to provide a minimum 50 feet of storage for two (2) cars. In addition, the left-turn pocket may be lengthened to allow some or all the deceleration to occur in the left-turn pocket.
Hartzog & Crabill, Inc.ll
Focused Intersection Evaluation - Wildwood Canyon Roud st Oak View Road, in Yucuipa, CA
APPENDIX A
5-YEAR
INTE,RSECTION COLLISION HISTORY
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APPENDIX B
AVERAGE DAILY TRAFFIC (ADT)
COUNT DATA
Day: Thursday
Date: 4/2712023
City: Yucaipa
Project f : CA2 3_030028_001_002_003
Prepared by National Data & Surveying Services
VOLUME
Wildwood Canyon Rd & Oak View Rd
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Total
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77 66
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814 20 47
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1 2 6 67
10 13
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43 32
60 69
52 64
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1 0 7 245 147
99 108
95 95 3qq
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18 45
19 59 43 131
3 1
1 0 5
34 35
64 62 195
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37 34
30 26
67 63
54 67
1 0
4 1 5 25L L27
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97 88
94 384
07:00
07:15
07:30
07:45
74 100
90 76
33 49
32 39
5 3
4 1 15-3 34013 505
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19:45
19 2L
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56 39
43 45
0 0
2 1 3 183 88
75 60
63 76 274
08:00
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52 62
28 62
3t 64
33 L44 55 244
0 1
3 5 9
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91 98
94 397
20:0O
20:15
20:30
20:45
20 19
9 L4
31 35
28 19
1 0
0 0 1 113 62
52 54
37 33 176
09:00
09:15
09:30
09:45
38 36
33 34
30 33
54 38 155
5 3
1 4 14113
73 72
88 76 309
21:00
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10:00
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TOTALS 64 838 L245 2L47 TOTATS 55 2099 1430 358s
SPLIT %3.00/o 39.0% 59.00/o 37.5%SPLIT %t.6%58.5% 39.9%62.s%o AM Peak Hour
AM Pk Volume
Pk Hr Factor
08:30 07:15 07:00 07:15
15 L72 340 508
0.800 0.827 0.8s0 0.836
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PM Pk Volume
Pk Hr Factor
15:15
31s
0.895
13:00 13:30 15:15
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0.750 0.909 0.882
22 584 903
07:00 07:15 07:00 07:15
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0.550 o.827
7-9
7-9PeakHour
- 9 Pk Volume
L2 518 345
15:30 15:00 15:00 16:00
9 273 198 476
0.832 0.839 0.875
4-6
4-6PeakHour
- 6 Pk Volume
DAILY TOTALS SB
TOTALAM Period NB SB EB WB PM Period SB EB WBNB TOTAL
q
53 Total
5.732
DAILY TOTALS NB 5B
120
EB WB
2,937 2,675
297
508
APPENDIX C
CALIFORNIA MUTCT)
STOPPING SIGHT DISTANCE AS A FANCTION OF SPEED
Road Type
Distance Between
A B c
Urban 25 or less 100 Eet 100 bet 100 b€t
Urban more than 25 mph to 40 mph 250 feet 250 bet 250 Eet Urban sp€ed) - moro than 40 mph 350 het 35O tset 350 bet Rural 500 Eet 5OO bet 5O0 bet
1,000 bet bet 2,640 bet
Calitornia MUTCD 2012 Edition
(FHWA's MUTCD 2009 Edition, as amended lor use in Calitbrnia) Page I 036
Table 6C-1 . Recommended Advance Warning Sign llinimm Spacing a
" The column headrrgs A. B. and C are the dimensions shown in Fqures 6H-1 through 6H-46. The A dimenson is the drstarrce horn the transrtion or point of restrrctirn to the ffst sqn The B drnenskrn is the distance betureen the first and second sqns The C dinrcnsron is the distance b€tween the second and thrrd s€ns (The'6rst sgn" rs the srgn in a thresgn senes that s cloGest to [le TTC zone. The thrrd srgrt' is the sgn ttrat is furthest upsbeam from ore TTC zone ) Table 6C-2. Stopping Sight Distance
as a Function of Speed
Speed'Distance
20 mph 115 bet
25 mph 155 bet
30 mph 200 Eet
35 mph 250 bet
4O mph 305 Eet
45 mph 360 bet
50 mph 425 bet
55 mph 495 bet
60 mph 570 be,t
65 mph 645 bet
70 mph 730 bet
75 mph 820 Eet
-/\-
' Posted speed, ofr-peak 8Sth-percentile speed prior to work starting, or the anticipated operating speed.
Can also be used as Stopping Sight Distance as suggested bufrer space length or location for flagger station.
Table 6C-3. Taper Length Criteria for
Temporary Traffic Control Zones
Note: Use Table 6C-4 to calculate L
Chapter 6C - Temporary Tratflc Control Elements
Part 6 - Temporary Traftic Control
Type of Taper Taper Length
Merging Taper at least L
Shilting Taper al least 0.5 L
Shoulder Taper at least 0.33 L
One-Lane. Two-Way Traffic Taper 50 feet minimum, 100 leet maximum Downstream Taper 50 feet minimum, 100 bet maximum
January 13. 2012
Expres*ny / Frearay
APPENDIX t)
SIGNING & STRIPING EVALUATION EXHIBIT
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ATTACHME,NT 3
ENGINEERING AND TRAFFIC SURVEY
FOR SPEED LIMITS
CITY OF YUCAIPA
MAY 2023
PREPARED FOR:
CITY OF YUCAIPA
PUBLIC WORKS DEPARTMENT
34272 YUCAIPA BOULEVARD
YUCAIPA, CALIFORNI A 92399
PREPARED BY:
HARTZOG & CRABILL,INC.
17852 EAST ITTH STREET, SUITE IOl
TUSTIN, CALIFORNI A 92680
(714) 731-9455
TABLE OF CONTENTS
Tablg of Contents .......... .......
Traffic Engineer's Certification .....
Introduction ............... ......
Speed Trap
Basic Speed Law...................
Prima Facie Speed Limits .....
Establishment of Spe ed Zones .....
Data Collection Procedures.........
Speed Zonine Methodology..... ........
Speed Zone Survey ...............
Local Street Exemptions .......
Other Considerations
Radar Collection Time-Frames....
Analysis Factors ...........................
Field Review....
Accident History . . . .. . .. ..... . ..... ... . ... ....,.. . . . . . . ... o...
Results and Recommendations ...................
Locations of No Speed Limit Changes
Appendix A - For Each Street Segment in the Survey
Data Summ ary Sheet...... . . . . . . .. ......... . . . . . . . .. ....... . .
Radar Speed Distribution Sheet
Survey Field Sheet ........
Appendix B - Certification
Radar Gun Certification
Technician Certification
PAGE
ll
iii
I
2 4
4 5
5 5
6 7
7 7
7 9
9 9
l0
l0Support Explanations for "No Speed Limit Changes"..
Summ ary of Recommendations
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CITY OF YUCAIPA
ENGINEERING AND TRAFFIC SURVEY FOR SPEED LIMITS
Introduction
In accordance with procedures established by the State of Califomia, this Engineering and Traffic Survey has been developed for the City of Yucaipa as the basis for the establishment and enforcement of speed limits for selected streets within the City. The work provided herein was authorized by the City and was performed by the engineering consulting firm of Hartzog & Crabill, Inc. The goal of the review was two-fold. The first was to review new roadway segments to determine if speed limit postings should be recommended. The second involved a determination as to whether changes in pre-existing conditions have occurred where older speed limits should be modified.
The requirement to perform Engineering and Traffic surveys for speed limits is based on the California Vehicle Code (CVC). CVC Section 40802 states that at least once every seven (7), or fourteen (14) years, States and local agencies should re-evaluate non-statutory speed limits on segments of their roadways. Recent changes to the CA MUTCD changed the policy and procedure for setting speed limits in California. Engineering and Traffic Surveys must be performed with the use of radar or other approved electronic devices if the use of radar is to be employed to enforce speed limits. If such a survey is not performed within seven years, or fourteen years as stated previously of the date of the preceding survey, then the new data and its use will constitute a "speed trap" (see page 2). Hence, evidence using such would not be admissible in court.
The definition of a Traffic and Engineering Survey is contained in Section 627 of the Vehicle Code and is as follows:
Engineering and Traffic survey, as used in this code, means a survey of highway and traffic conditions in accordance with methods determined by the California Department of Transportation (Caltrans) for use by State and local authorities. An engineering and traffic survey shall include, among other requirements deemed necessary by the department, consideration of the following:
(a) Prevailing speeds as determined by traffic engineering measurements. (b) Accident records.
(c) Highway, traffic and roadside conditions not readily apparent to the driver.
The California Vehicle code has set certain regulations regarding the posting and enforcement of speed zones. These regulations generally reflect the viewpoint that speed zoning should be based on traffic conditions and natural driver behavior and not because of an arbitrary response to a traffic event or occurrence. Therefore, it is important to have a general understanding of a "Speed Trap", "Basic Speed Law", "Prima Facie Speed Limits" and "Intermediate Speed Zones".
I
Speed Trap (CVC 40802)
(a) A "speed trap" is either of the following
( I ) A particular section of a highway measured as to distance and with boundaries marked, designated, or otherwise determined in order that the speed of a vehicle may be calculated by securing the time it takes the vehicle to travel the known distance. (2) A particular section of a highway with a prima facie speed limit that is provided by this code or by local ordinance under paragraph ( I ) of subdivision (b) of Section 22352, or established under Section 22354,22357 ,22358, or 22358.3, if that prima facie speed limit is not justified by an engineering and traffic survey conducted within five years prior to the date of the alleged violation, and enforcement of the speed limit involves the use of radar or any other electronic device that measures the speed of moving objects. This paragraph does not apply to a local street, road, school zone, senior zone, business activity district, or speed limit adopted under Section 22358.7 or 22358.8.
(b) ( I ) For the purposes of this section, a local street or road is one that is functionally classified as "local" on the "California Road Systems Maps," that are approved by the Federal Highway Administration and maintained by the Department of Transportation. It may also be defined as a "local street or road" if it primarily provides access to abutting residential property and meets the following three conditions:
(A) Roadway width of not more than 40 feet.
(B) Not more than one-half of a mile of unintemrpted length. Intemrptions shall include official traffic control signals as defined in Section 445. (C) Not more than one traffic lane in each direction.
(2) For purposes of this section, "school zone" means that area approaching a passing a school building or the grounds thereof that is contiguous to a highway and on which is posted a standard "SCHOOL" warning sign, while children are going to or leaving the school either during school hours or during the noon recess period. "School zone" also includes the area approaching or passing any school grounds that are not separated from the highway by a fence, gate, or other physical barrier while the grounds are in use by children if that highway is posted with a standard "SCHOOL" warning sign. (3) For purposes of this section, "senior zone" means that area approaching or passing a senior center building or other facility primarily used by senior citizens, or the grounds thereof that is contiguous to a highway and on which is posted a standard "SENIOR" warning sign, pursuant to Section 22352.
(4) For purposes of this section, "business activity district" means a section of highway described in subdivision (b) of Section 22358.9 in which a standard 25 mile per hour or 20 miles per hour speed limit sign has been posted pursuant to paragraph (l) of subdivision (a) of that section.
2 (c) (l) When all of the following criteria are met, paragraph (2) of this subdivision shall be applicable and subdivision (a) shall not be applicable:
(A) When radar is used, the arresting officer has successfully completed a radar operator course of not less than 24 hours on the use of police traffic radar, and the course was approved and certified by the Commission on Peace Officer Standards and Training. (B) When laser or any other electronic device is used to measure the speed of moving objects, the arresting officer has successfully completed the training required in subparagraph (A) and an additional training course of not less than two hours approved and certified by the Commission on Peace Officer Standards and Training. (C) (i) The prosecution proved that the arresting officer complied with subparagraphs (A) and (B) and that an engineering and traffic survey has been conducted in accordance with subparagraph (B) of paragraph (2). The prosecution proved that, prior to the officer issuing the notice to appear; the arresting officer established that the radar, laser, or other electronic device conformed to the requirements of subparagraph (D). (ii) The prosecution proved the speed of the accused was unsafe for the conditions present at the time of alleged violation unless the citation was for a violation of Section 22349,22356, or 22406.
(D) The radar, laser, or other electronic device used to measure the speed of the accused meets or exceeds the minimal operational standards of the National Highway Traffic Safety Administration, and has been calibrated within the three years prior to the date of the alleged violation by an independent certified laser or radar repair and testing or calibration facility. (2) A "speed trap" is either of the following:
(A) A particular section of a highway measured as to distance and with boundaries marked, designated, or otherwise determined in order that the speed of vehicle may be calculated by securing the time it takes the vehicle to travel the know distance. (B) (i) A particular section of a highway or state highway with a prima facie speed limit that is provided by this code or by local ordinance under paragraph (l) of subdivision (b) of Section 22352, or established under Section 22354,22357,22358, or 22358.3, if that prima facie speed limit is not justified by an engineering and traffic survey conducted within one of the following time periods, prior to the date of the alleged violation, and enforcement of the speed limit involves the use of radar or any other electronic device that measures the speed of moving objects:
(I) Expect as specified in subclause (II), seven years. (II) If an engineering and traffic survey was conducted more than seven years prior to the date of the alleged violation, and a registered engineer evaluates the section of the highway and determines that no significant changes in roadway or traffic conditions 3 have occurred, including, but not limited to, changes in adjoining property or land use, roadway width, or traffic volume, l4 years.
(ii) This subparagraph does not apply to a local street, road, or school zone, senior zone, business activity district, or speed limit adopted under Section 22358.7 or 22358.8. (Amended by Stats. 2022, Ch. 406, Sec. 5. (AB l93S) Effective January l, 2023) Basic Speed Law (CVC 22350)
All fifty states base their speed regulations on the Basic Speed Law. In California, CVC 22350 defines the basic speed law as:
"No Person shall drive a vehicle upon a highway at a speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and the surface and width of the highway, and in no event at a speed which endangers the safety of persons or property." This law recognizes that driving conditions vary widely from time-to-time and place-to-place and, therefore, no set of fixed driving rules will adequately serve all conditions. The motorist will constantly adjust their driving behavior to fit the conditions encountered, and must leam to do this with a minimum of assistance from the police. The Basic Speed Law is founded on the belief that a majority of motorists are able to modify their driving behavior properly, as long as they are aware of the conditions around them.
Prima Facie Speed Limits (CVC 22352)
All other speed limits are prima facie limits which, "on the face of it", are reasonable and prudent under normal conditions. The opportunity given to the driver to exceed a prima facie speed limit when it is safe to do so recognizes the fact that any posted speed limit cannot adequately reflect the many different conditions of traffic, weather, visibility, etc., that may be found on the same highway at different times.
Certain prima facie limits are automatically established by law (CVC 22352), including a l5 mph limit in alleys, blind intersections, blind railroad crossing, and the 25 mph limit in business and residence districts. There is also a part time 25 mph limit in school zones when children are present in route to or from school. There is also a 25 mph limit when passing a senior center or other facility primarily used by senior citizens, contiguous to a street other than a state highway and posted with a standard "SENIOR" warning sign.
Business and residence districts are defined in the Vehicle Code as specific areas meeting a specified minimum density of roadside development. CVC Sections 235 and 515 define these regulations. A count of houses or active businesses facing on a highway must be made to determine whether or not a valid business or residence district exists. The law does not require posting these prima facie limits that are readily apparent. 4 l.
2. Establishment of Speed Zones
The reason that speed limit areas and their required postings are done is to guard reasonable drivers from the unreasonable behavior of reckless, unreliable, or otherwise dangerous drivers.
As with other similar laws, the limits identified are based on the consensus of the majority of those who drive the highway as to what speed is reasonable and safe. It is this type of information that is reflected in the analysis section of this report. Namely, posted speed limits are a reflection of that speed which most people deem to be safe as opposed to a minority of drivers who do not drive in a reasonable manner.
Speed zones are also established to advise of road conditions or hazards that may not be readily apparent to a reasonable driver. For that reason, a field review of related road/traffic variables is conducted which considers the analytical data and accident history of a particular roadway segment to determine a safe and reasonable speed limit.
Data Collection Procedures
Speed evaluation data was collected at two different survey segments on one roadway in the City of Yucaipa. These areas and the number of segments on each are described as follows:
Wildwood Canyon Rd
Mesa Grande Dr to Oak Mesa Dr
Oak Mesa Dr to Oak Glen Rd
As described in various traffic engineering documents - including information provided by the State of California, the individual locations on which radar data collection procedures were used involved considerations for the following:
a. Stop sign or traffic signal locations;
b. Visibility issues;
c. Traffic flow at intersections, cross-traffic, major driveways, crosswalks, railroad crossings and unusual turning movements;
d. The influence of other traffic factors on the speed of cars: such as on street parking, roadway features, adjacent land uses, and lighting.
e. Presence of pedestrian or bicyclists.
Speed Zonins Methodolosv
The Califomia Manual on Uniform Traffic Control Devices (CA. MUTCD) specifies a "short method of determining speed limits on City and County through Highways, Arterial and Collector Roads Procedures.
Introduction - This short method of speed zoning is based on the premise that the reasonable speed limit is one that conforms to the actual behavior of the majority of motorists, and that by measuring motorist's speeds, one will be able to select a speed limit that is both reasonable and effective. Other factors that need to be considered include, but are not limited to: the most recent two-year collision record, roadway design speed, safe stopping sight distance, super-elevation, 5 shoulder conditions, profile conditions, intersection spacing and offsets, commercial driveway characteristics, pedestrian traffic in the roadway without sidewalks.
Speed Zone Survev
- Only one person is required for the fieldwork. Speeds can be read directly from a radar speed meter.
- A section of road should be selected with representative operating speeds. If speeds vary on a given road, additional surveys should be conducted. In this case, it may be necessary to establish additional speed zones with different speed limits. The section selected should be straight and should have no traffic signal, stop sign or intersection with a major cross street. - Speed measurements should be taken during off-peak hours on weekdays. The weather should be fair with no unusual conditions prevailing. It is important that the surveyor and his equipment be so inconspicuous as not to affect traffic speeds. For this reason, an unmarked car is recommended, with the radar speed meter located as inconspicuously as possible. It should be placed so as to be able to survey traffic in both directions, and should not make an angle greater than 15 degrees with the roadway centerline.
- The survey should have a minimum sample of 100 automobiles in each survey. This may result in excessive survey periods for low-volume roads. Under these conditions, the survey should be conducted for a minimum of two hours, but in no case should the sample for any survey contain less than 50 automobiles.
- The California MUTCD states that speed limits are established at or near the 85th percentile speed, which is defined as that speed at or below which 85 percent of the traffic is moving. This speed can be selected directly from the data sheet. However, roadway conditions not readily apparent to the motorist or other roadway conditions that may impact sight distance may result in a further reduction of 5 mph in the recommended speed limit. - As a check on the validity of the proposed speed limit, an analysis should be made of the two- year accident record for the section of roadway under consideration. If this record shows an abnormally high percentage of accidents normally associated with excessive speeds, the proposed speed limit should be further reduced. This is a judgment situation, and will not usually be a factor,
- Short speed zones of less than half a mile should be avoided, except in transition areas - Speed zone changes should be coordinated with changes in roadway conditions or roadway development.
- Speed zoning in 5 mile per hour increments should be avoided if possible. A l0-mile per hour increment is preferable.
- Speed zoning should be coordinated between adjacent jurisdictions. 6 Local Street Exemptions (CVC 40802)
Many streets are designated as "Local" streets per CVC 40802. These streets are exempt from the radar study. Therefore, the speed limit for these streets does not require an Engineering and Traffic Survey. The code is as follows:
"For the purpose of this section, local streets and roads shall be defined by the latest California Road System Maps as approved by the Federal Highway Administration. When these streets do not appear on the Califomia Road System Maps, the following definition shall be used: A local street or road primarily provides access to abutting residential property and shall meet the following three conditions:
I . Roadway width of not more than 40 feet.
2. Not more than one half mile of unintemrpted length.
3. Not more than one traffic lane in each direction.
Other Considerations
Every street should be inspected for unusual traffic, roadway and roadside conditions not readily apparent to a motorist. A check should be made of the adequacy of traffic control devices, roadway alignment, width surface conditions, accident history and any unique traffic hazards that may exist. Any of these conditions may warrant the selection of a speed lower than the 85th percentile speed for speed zoning.
Radar Collection Time Frames
The hours of radar operation were restricted to off-peak periods for heavily traveled streets and to uncongested peak periods on lightly traveled streets. All surveys were conducted in fair weather.
The radar unit was mounted at the top of the front dash of an unmarked vehicle with the meter- reading unit sustained inside the vehicle. The radar unit's calibration was checked periodically using a tuning fork.
The radar operator and assistant recorded the speed meter readings for each location on Radar Speed Survey Field Sheets included in the appendix of this report. A representative sampling of at least 50 vehictes were surveyed in each direction or a cumulative sample of 100 vehicles for both directions where possible. On low volume roads, where a total sample of 100 vehicles would result in an excessive time period, sampling was continued until a representative bell- shaped frequency distribution was attained.
Analvsis Factors
Several factors were used as input to our recommendations for speed limits. These include the 85th Percentile, the l0 MPH Pace and others. These are described in detail below. 7 I The CRITICAL SPEED, or the 85th percentile is defined as that speed at or below which 85 percent of the traffic is moving. From experience, traffic engineers have found that this is one of the most reliable factors in determining appropriate speed limits.
Hence, the accepted practice, and one that has been used in this case is to set the speed limit at or near the critical speed. This recognizes that other factors could be present where the above may not be appropriate. When this procedure is used, it not only conforms to that required by the State but it also provides a strong base for law enforcement personnel to properly enforce speed limits.
2. The 10 MPH PACE is that continuous l0 mph incremental range of speeds in which the largest number of recorded vehicles is contained. It is a measure of the dispersion of speeds within the sample surveyed. For this element, the accepted practice to the greatest extent possible is to try and keep the recommended speed limit within the l0 mph pace after considering the critical speed and any factors requiring a speed lower than the critical speed.
3. The MEDIAN (MIDDLE) SPEED, or 50th percentile speed, represents the mid-point value within the range of recorded speeds for a particular roadway location. In other words, 50oZ of the vehicles travel faster, and 50o/o travel slower than the median speeds. This value is another measure of the central tendency of the vehicle speed distribution.
4. The 15th PERCENTILE SPEED is that speed at or below which lloh of the vehicles are traveling. This value is important in determining the minimum allowable speed limit, given that the vehicles traveling below this speed tend to obstruct the flow of traffic, thereby increasing the accident potential.
5. MODAL SPEED: The modal speed is the speed, which occurs most frequently in the distribution (the most). It serves as another useful measure in verifying the correct recommendation for speed limits.
6. STANDARD DEVIATION: This is a mathematical element, which relates to measures of dispersion of data. It is used to assist in describing the center of speed distribution information around the arithmetic mean or the time mean speed. It also is used in the overall review of recommended speed limits and serves to verify the level of confidence of data used in making recommendations.
7. The MEAN (AVERAGE) is the sum of the speeds of the samples divided by the number of samples.
The numerical values of the above factors are derived from the speed distribution curves calculated for each survey location. These distribution curves represent a method of graphic analysis that compares the cumulative percentage of vehicles to the speed at which the vehicles are traveling.
8 Field Review
In addition to the availabiliry of the above statistical data, a significant aspect of speed limit recommendations is based on the field review. Its importance is that existing conditions may warrant a lower speed than is actually indicated by the application of survey data. Examples of the field data collected for the purposes of analyzing related roadway characteristics as they pertain to the determination of appropriate speed limits are listed below:
l. Segment length, width and alignment
2. Level of pedestrian activity
3. Traffic flow characteristics
4. Vertical and/or horizontal curves.
5. Driver sight distance constraints.
6. Adjacent residential/commercial/industrial etc. zoning.
7. Number of lanes and other channelization/striping factors
8. Frequency of intersections, driveways and on street parking;
9. Location of stop signs, traffic signals, and other regulatory traffic control devices;
10. Roadway conditions, bumps and dips;
I l. Obstnrctions to pedestrian visibility;
12. Land use and proximity of schools;
13. Uniformity with existing speed zones to/with adjacent jurisdictions;
14. Any other unusual conditions not readily apparent to the driver.
The results of the field review of related road/traffic variables are summarized on the Engineering and Traffic Survey forms found in the Appendix of this report.
Accident Historv
The Engineering and Traffic Survey forms summarize the available two-year accident information for the subject streets. The accident information includes the total number of accidents within each street segment and of those accidents, the number that are speed-related.
This information was obtained from the California Statewide Integrated Traffic Records System (SWITRS) for the City of Yucaipa.
The annual accident rate figures represent the number of speed-related accidents divided by years of accident records. The evaluation of accidents is useful as a check on the accuracy of recommended or existing speed limits. Should this review show a high percentage of accidents associated with excessive speeds, consideration based on professional traffic engineering judgment should be directed toward reducing the posted or recommended speed limit.
Results and Recommendations
The following Summaries: No Speed Limit Changes and the Summary of Recommendations presents the results of the radar survey for the selected two locations. As shown, the Summary of Recommendations chart presents the necessary analysis elements that in addition to the field review of a registered traffic engineer led to the recommendations indicated. 9 Locations of "No Speed Limit Changes"
The Summary indicates that both of the segments studied are recommended for no speed limit changes. The reason centers mostly on the fact that the newly measured values of the 85th percentile and the l0 MPH pace are still within the parameters of the existing speed limits.
Additional factors such as the presence of horizontal or vertical curves reducing sight distance form the basis in some instances of our recommendation. Therefore, the current postings should remain as is, are listed below:
Wildwood Canyon Road
Mesa Grande Dr to Oak Mesa Dr
Oak Mesa Dr to Oak Glen Rd
Remain posted at 45 mph
Remain posted at 45 mph
Support Explanations for "No Speed Limit Changes"
The following are support explanations for the roadway segments that the recommended speed limit is 5 mph lower or more than the newly measured 85th percentile. The various reasons for the recommendations are provided below.
Wildwood Canvon Road
Mesa Grande Drive to Oak Mesa Drive
This portion of Wildwood Canyon Road is a rural two lane roadway. The posted speed limit is 45 mph. The roadway features include one lane of travel per direction, areas of narrow to no shoulders, no pedestrian traffic, no sidewalks, no curb and gutter, minimal bicycle activity, and bear and deer signs posted along this rural roadway. Also, the roadway is winding with constant gradual to moderate vertical and horizontal curves. The speed survey resulted with an 85th percentile of 50.6 mph, and a 10 mph pace range of 42 mph to 5l mph. Although the speed data may suggest a higher speed, but with the roadway curves, areas of limited sight, it is recommended that the existing 45 mph speed limit be maintained.
Oak Mesa Drive to Oak Glen Road
This portion of Wildwood Canyon Road has one lane of travel per direction with a posted speed limit of 45 mph. Field notes state the area has no pedestrian traffic, low number of bicycle activity, and bear and deer signs posted along this rural roadway. The roadway features include a areas that are nalTow with no shoulders, no sidewalks, and constant gradual to moderate vertical and horizontal curves (winding roadway). The sight distance is limited at these curves. The speed survey resulted with an 85th percentile of 50.8 mph, and a l0 mph pace range of 4l mph to 50 mph. Although the speed data may suggest a higher speed limit, with the limited sight distance, the roadway curvature, narrowness and winding roadway, it is recommended that the existing 45 mph speed limit remain.
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APPE,NDIX A
ENGINEERING AND TRAFFIC SURVEY
CITY OF YUCAIPA
WTLDWOOD CANYON ROAD MESA GRANDE DRIVE TO OAK MESA DRIVEHCIDATE:
TIME:
511512023
12:00 PM - 12:45 PM
SURVEY BY:
CHECKED BY:
C. BUENDIA
JERRY STOCK
PREVAILING SPEED DATA
LOCATION OF SURVEY
DATE OF SURVEY
85th PERCENTILE
10 MPH PACE
PERCENT IN PACE
POSTED SPEED L!MIT
EAST OF CANYON
511s12023
50.6 MPH
42 - 51 MPH
71.4 %
45 MPH
ACCIDENT HISTORY
NO. OF MONTHS OBSERVED
SPEED-RELATED ACCI DENTS
TOTAL ACCIDENTS
ANNUAL ACCIDENT RATE
ACC./MILLION VEH. M!LES
24 2
3 1.00 ACCTDENTS PER YEAR (SPEED RELATED ONLY)
0.48 ACCIDENTS PER MVM (SPEED RELATED ONLY)
TRAFFIC FACTORS
AVERAGE DAILY TRAFFIC
LANE CONFIGURATION
TRAFFIC CONTROLS
CROSSWALKS
PEDESTRIAN/BICYCLES
TRUCK TRAFFIC
ON-STREET PARKING
OTHER
5,500
1 LANE PER DIRECTION
STOP - MESA GRANDE
AT MESA GRANDE / CANYON (sch xing-w/Flashing Beacon)
NO / FEW
FEW
NO PARKING ANYTIME
AREAS OF NARROW ROADWAY w/NO SHOULDERS
ROCK SLIDE AREA I BIKE LANES
ROADWAY FACTORS
LENGTH OF SEGMENT (MILES)
VERTICAL CURVE
HORIZONTAL CURVE
LATERAL VISIBILITY
ROAD CONDITIONS
SIDEWALKS / CURBS
DRIVEWAYS
STREET LIGHTING
OTHER
1.03 CONSTANT SLIGHT - GRADUAL UP/DOWNHILL GRADES
CONSTANT GRADUAL - MODERATE "S": CURVES (WINDING ROAD)
LIMITED SIGHT DISTANCE (areas of very)
FAIR.GOOD
NO / PARTIAL
FEW
YES
SOLID DBL YELLOW CENTERLINE
EQUESTRIAN SIGNS / DEER XING ANd BEAR SIGNS
/ WILDWOOD PARK / OPENRESIDENTIAL-ruralLAND USE
RECOMMENDED SPEED LIMIT MPH
NO CHANGESPEED L!MIT CHANGE
USTIFICATION:
This portion of Wildwood Canyon Road is a rural two lane roadway. The posted speed limit is 45 mph. The roadway features include one lane of travel per direction, areas of narrow to no shoulders, no pedestrian traffic, no sidewalks, no curb and gutter, minimal bicycle activity, and bear and deer signs posted along this rural roadway. Also, the roadway is winding with constant gradual to moderate vertical and horizontal curves. The speed survey resulted with an 85th percentile of 50.6 mph, and a 10 mph pace range of 42 mph to 51 mph. Although the speed data may suggest a higher speed, but with the roadway curves, areas of limited sight, it is recommended that the existing 45 mph speed limit be maintained.
File: Wildwood 2023-01
RADAR SPEED DISTRIBUTION SHEET
HCI CITY OF YUCAIPA
WILDWOOD CANYON ROAD
DATE: 511512023
TIME: 12:00 PM 12:45 PM
MESA GRANDE DRIVE TO OAK MESA DRIVE
SURVEY BY: C. BUENDIA
CHECKED BY: JERRY STOCK
UPPER LIMIT 1O MPH PACE:
LOWER LIMIT 1O MPH PACE:
PERCENT OVER PACE:
PERCENT IN PACE:
PERCENT UNDER PACE:
51 42
12.6 71 .4
15.9 MPH
MPH
o//o
o/to
ot/o
85th PERCENTILE SPEED
MEDIAN SPEED:
1sth PERCENTILE SPEED
50.6 45.9
40.8 MPH
MPH
MPH
SPEED 5
NUMBER OF VEHICLES10 15 20 25 VEH PCT
CUM.
PCT.
60 55
50 45
40 35
30 25
20 15
100 .Oo/"
100 .Oo/"
1 .1o/o 100 .Oo/o
X X 1.6%98.9%
X X 2.7%97.3o/o
1.1%945%
X 3.3%93.4%
X X 2.7o/"90.1o/"
X X X 11 6.0%87.4o/"
X X 10 5.5o/o 81 .3o/"
x X X X X 19 7 5.8o/o
X X X X 12 6.6%65.4o/o
X 15 8.2%58.8%
X X 11 6.O"h 50.5%
X X X X X 22 44.5o/o
X X 10 5.5%32.4o/o
X X 'l t 5.5%26.9Yo
X X 10 5 5o/"21 .4%
X X I 4.9o/"15 9o/"
X 4.9o/"11 .Oo/"
X 1 .60/o 6.0%
1 0.5%4.4o/o
0.5%3.8%
X O.5o/"3 3o/"
1 .1o/"2.7o/"
X 0.5%1 .60/"
0.0%1.1%
0.5%1.1%
(O Oo/"o.5%
1 O.5o/"O 5o/"
O.Oo/o
0.00/,
0.0%
0.0%
o.o%
O Oo/"
O.Oo/"
0.00/,
0.0%
0.0%
O.Oo/"
O.Oo/"
O.0o/o
0.0%
0.0%
)182
RADAR SPEED DISTRIBUTION SHEET
HCI
CITY OF YUCAIPA
WILDWOOD CANYON ROAD
DATEi 511512023
TIME: 12:00 PM 12:45 PM
MESA GRANDE DRIVE TO OAK MESA DRIVE
SURVEY BY: C. BUENDIA
CHECKED BY: JERRY STOCK
100 .0%
100 .0%
100 .0%
100 .0%
98.9%
97.3%
94.50/
93.4o/o
90.1%
87.4%
81 3%
75.8%
65.4%
58.8%
50.5%
445%
32.4%
26.9%
21 .4%
15.9%
11.0%
6.0%
4.4%
3.8%
3.3%
2.7%
1.6%
1.1%
1.1%
0.s%
0.5%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
}PACE
)PACE - - -85PCT
}PACE
}PACE
}PACE
}PACE
)PACE - - -MEAN
}PACE
}PACE
}PACE
1 sPCT
UPPER LIMIT 1O MPH PACE:
LOWER LIMIT 1O MPH PACE
PERCENT OVER PACE:
PERCENT IN PACE:
PERCENT UNDER PACE:
51 42
12.6 71 .4
15.9 MPH
MPH
%
o//o
o//o
50.6 45.9
40.8 MPH
MPH
MPH
85th PERCENTILE SPEED
MEDIAN SPEED:
15th PERCENTILE SPEED
SPEED
CUMMULATIVE PERCENT40 60 80 10020
60 59
58 57
56 x
x
x
x
x
55 54
53 52
51 X
X
X
X
X
50 49
48 47
46 x
X
X
X
X
45 44
43 42
41 X
X
X
X
X
40 39
38 37
36 X
X
X
X
X
35 34
33 32
31 X
X
X
X
X
30 29
28 27
26 X
X
X
X
X
25 24
23 22
21 X
X
X
X
X
20 19
18 17
16 15
Wildwood 2023-01
HCI
ENGINEERING AND TRAFFIC SURVEY
CITY OF YUCAIPA
WILDWOOD CANYON ROAD OAK MESA DRIVE TO OAK GLEN ROAD
DATE
T!ME:
511512023
1:00 PM 1:50 PM
SURVEY BY:
CHECKED BY:
C. BUENDIA
JERRY STOCK
JUSTIFICATION:
This portion of Wildwood Canyon Road has one lane of travel per direction with a posted speed limit of 45 mph. Field notes state the area has no pedestrian traffic, low number of bicycle activity, and bear and deer signs posted along this rural roadway.
The roadway features include a areas that are narrow with no shoulders, no sidewalks, and constant gradual to moderate vertical and horizontal curves (winding roadway). The sight distance is limited at these curves. The speed survey resulted with an 85th percentile of 50.8 mph, and a 10 mph pace range of 41 mph to 50 mph. Although the speed data may suggest a higher speed limit, with the limited sight distance, the roadway curvature, narrowness and winding roadway, it is recommended that the existing 45 mph speed limit remain.
PREVAILING SPEED DATA
LOCATION OF SURVEY
DATE OF SURVEY
85th PERCENTILE
10 MPH PACE
PERCENT IN PACE
POSTED SPEED LIMIT
MID-WAY EAST OF OAK MESA
5115t2023
50.8 MPH
41 - 50 MPH
71.7 %
45 MPH
40 MPH ADVISROY (at curves)
ACCIDENT HISTORY
NO. OF MONTHS OBSERVED
SPEED-RE LATED ACC I DENTS
TOTAL ACCIDENTS
ANNUAL ACCIDENT RATE
ACC./MILLION VEH. MILES
24 1
2 0.50 ACCTDENTS pER YEAR (SPEED RELATED ONLY)
0.23 ACCTDENTS pER MVM (SPEED RELATED ONLY)
TRAFFIC FACTORS
AVERAGE DAILY TRAFFIC
LANE CONFIGURATION
TRAFFIC CONTROLS
CROSSWALKS
PEDESTRIAN/B!CYCLES
TRUCK TRAFF!C
ON-STREET PARKING
OTHER
3,800
1 LANE PER DIRECTION
STOP - OAK GLEN
NONE
NO / FEW
NO
PERMITTED, NONE OBSERVED
AREAS OF NARROW ROADWAY w/NO SHOULDERS
PAINTED BIKE LANES / DEER SIGNS & BEAR SIGNS
ROADWAY FACTORS
LENGTH OF SEGMENT (MILES)
VERTICAL CURVE
HORIZONTAL CURVE
LATERAL VISIBILITY
ROAD CONDITIONS
SIDEWALKS / CURBS
DRIVEWAYS
STREET LIGHTING
OTHER
1.58 GRADUAL - MODERATE UP/DOWNHILL GRADES
GRADUAL - MODERATE "S": CURVES (WINDING ROAD)
LIMITED SIGHT DISTANCE (areas of very)
FAIR (w/Areas Resurfaced)
NO / YES (Partial)
NO
NO
SOLID DBL YELLOW CENTERLINE
LAND USE / OPEN RURALRESIDENTIALI
RECOMMENDED SPEED LIMIT 45 MPH
SPEED LIMIT CHANGE NO E
File: Wildwood 2023-02
RADAR SPEED DISTRIBUTION SHEET
HCI CITY OF YUCA!PA
WILDWOOD CANYON ROAD
DATE: 511512023
TIME: 1:00 PM 1:50 PM
OAK MESA DRIVE TO OAK GLEN ROAD
SURVEY BY: C. BUENDIA
CHECKED BY: JERRY STOCK
VEH PCT
CUM
PCT.
NUMBER OF VEHICLES10 155 20 25SPEED
4 2.4o/"100 .Oo/ox
1 .2o/"97.60/o
0.6%96.4o/o
I 2.4o/o 95.8%
1.2%93.4o/o
3.6%92.2YoX
4 2.4%88.6%X X X
o6%86.1o/"
3.O"/"85.5%X X X
12 7.2o/"82.5o/"X X
11 6.6%7 5.3o/oX
13 7.8o/"68.7o/oXx
X 16 9.60/o 60.8%X X
X X X 14 8.4%51 .2Y,x X
X X 1l 11.4%42.lYoX
X 7 4.2%31 .3%
4 2o/"27 1o/"X X
11 66%22.9o/"X X I 5.4o/"16.3o/"X X
5 3.0o/o 10.8o/o
1 .8o/o 7.8o/o
I 2.4%6.0%X X X
1 2o/"3 5ol"I
O.O"/"2.4o/"
0.6%2.4o/o
0.0%1 .8o/"
0.6%1.80h
0.0%1.2%
1 0.6%1.2%X
1 0.601 0.6%X
O.Oo/o
0.0%
0.0%
0.0,1
o.o%
O.Oo/o
0.0%
0.0%
0.0%
0.0%
O.Oo/"
0.0%
0.00/,
0.jYo
0.0%
25 15
50 30
20 60
55 45
40 35
)166
IIIIIIIIIIIIIIIII
UPPER LIMIT 1O MPH PACE:
LOWER LIMIT 1O MPH PACE:
PERCENT OVER PACE:
PERCENT IN PACE:
PERCENT UNDER PACE:
50 41
17 .5
71 .7
10.8 MPH
MPH
o//o
%
%
85th PERCENTILE SPEED:
MEDIAN SPEED:
1sth PERCENTILE SPEED:
50.8 45.9
40.8 MPH
MPH
MPH
6 5
(
(
0 RADAR SPEED DISTR!BUTION SHEET
HCI
CITY OF YUCAIPA
WILDWOOD CANYON ROAD
DATE:511512023
TIME: 1:00 PM 1:50 PM
OAK MESA DRIVE TO OAK GLEN ROAD
SURVEY BY: C. BUENDIA
CHECKED BY: JERRY STOCK
100 .0o/o
100 .0%
97.6%
96.4%
95.8%
93.4%
92.2%
88.6%
86.1o/o
85.5%
82.5%
753%
68.7%
60.8%
51 .2%
42.8%
31 3%
271%
22.9%
16.3%
10.8%
7.8%
6.0%
3.6%
2.4%
}PACE . - -85PCT
}PACE
}PACE
}PACE
}PACE
)PACE - - -MEAN
}PACE
}PACE
}PACE
}PACE
- - -1sPCT
2.4%
1.8%
1 .8o/o
1.2%
1.2%
0.6%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
UPPER LIMIT 1O MPH PACE:
LOWER LIMIT 1O MPH PACE
PERCENT OVER PACE:
PERCENT IN PACE:
PERCENT UNDER PACE:
50 41
17.5 71 .7
10.8 MPH
MPH
o//o
o//o
o//o
85th PERCENTILE SPEED:
MEDIAN SPEED:
1sth PERCENTILE SPEED:
50.8 45.9
40.8 MPH
MPH
MPH
SPEED
CUMMULATIVE PERCENT40 6020 80 100
60 59
58 57
56 x
X
X
X
X
55 54
53 52
51 x
X
X
X
X
50 49
48 47
46 X
X
X
X
X
45 44
43 42
41 X
X
X
X
X
40 39
38 37
36 X
X
X
X
X
35 34
33 32
31 X
X
X
X
X
30 29
28 27
26 X
X
X
X
X
25 24
23 22
21 X
X
X
X
X
20 19
18 17
16 15
X
X
X
X
X
X
Wildwood 2023-02
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