Oregon Department of Transportation Traffic Signal Policy and Guidelines

Oregon Department of Transportation Traffic Signal Policy and Guidelines November 19, 1999 OREGON DEPARTMENT of TRANSPORTATION TRANSPORTATION OPERAT...
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Oregon Department of Transportation

Traffic Signal Policy and Guidelines November 19, 1999

OREGON DEPARTMENT of TRANSPORTATION TRANSPORTATION OPERATIONS DIVISION TECHNICAL SERVICES TRAFFIC MANAGEMENT SECTION http://www.odot.state.or.us/tstrafmgtpublic/

The materials contained herein provide guidelines for Oregon Department of Transportation employees in the execution of policies set forth in the Oregon Highway Plan, the Manual on Uniform Traffic Control Devices (MUTCD) and the Oregon Supplements to the MUTCD. The use of the terms “shall”, “should” and “may” in this publication will be identical to their meaning in the referenced documents. Policy Statement In accordance with ORS 810.200, the 1988 Edition of the Manual on Uniform Traffic Control Devices, (U.S. Department of Transportation, Federal Highway Administration) is adopted by reference as the manual and specifications of uniform standards for traffic control devices for use upon highways within this state. The June 1990 Edition of the Oregon Supplements to the Manual on Uniform Traffic Control Devices is adopted by reference as a register of the supplements and exceptions to the 1988 Edition of the Manual on Uniform Traffic Control Devices. OAR 734-020-0005 The purpose of OAR 734-020-0400 through 734-020-0500 is to establish the process for consideration and approval for installation of traffic signals. Additional details for approval and installation of traffic signals can be found in the 1999 Oregon Highway Plan and the Manual on Uniform Traffic Control Devices, adopted under OAR 734-020-0005. OAR 734-020-0400 OAR 734-020-0400 through 734-020-0500 are adopted pursuant to ORS 184.616, 184.619 and 810.210. The Oregon Transportation Commission has authority to place, maintain and operate traffic control devices on state highways. By this rule, the Oregon Transportation Commission delegates to the State Traffic Engineer the authority to approve the installation of traffic control devices on state highways. OAR 734-020-0410

TE 99-1 Traffic Signal Policy and Guidelines ©1999 Oregon Department Of Transportation Transportation Operations Division Technical Services Traffic Management Section http://www.odot.state.or.us/tstrafmgtpublic/ Traffic Signal Policy and Guidelines-1999 Final.doc Printed 11/24/1999

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Oregon Department of Transportation Traffic Signal Policy and Guidelines Table of Contents I.

Introduction

II.

Approval Process A. Traffic Signal Approval List B. Application Procedure for Installation on State Highways at Public Roads C. Application Procedure for Installation on State Highways at Private Roads D. Consideration for Approval E. Spacing Requirement F. Progression Analysis G. Conditions of Approval H. Warrants I. Timing Responsibility J. Rural Traffic Signals

3 4 5 6 7 8 9 10 11 11

Design, Construction, and Maintenance Responsibilities for Intersections A. State Highway Intersections with other State Highways B. State Highway Intersections with County Roads or City Streets C. State Highway Intersections with Private Roads D. Non-State Highway Intersections

13 13 13 14

Turn Signals A. Left Turn Signals B. Right Turn Signals

15 21

Pedestrian Crossings A. Standard Practices B. Audible Pedestrian Signals C. Pedestrian Crossing Timing

23 23 24

Special Applications A. Fire Station Traffic Signals B. Ramp Meters

25 27

Traffic Signal Removal A. Basis for Removal B. Standard Practices C. Optional Practices D. Public Notification E. Interim Intersection Control F. Removal of Traffic Signal Hardware

29 29 30 30 30 30

III.

IV.

V.

VI.

VII.

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Oregon Department of Transportation Traffic Signal Policy and Guidelines Table of Contents – Continued VIII.

IX.

X.

Preemption A. Failsafe Systems B. Signal Preemption Device Systems

31 33

Flashing Operation A. Standard Design Criteria B. Optional Design Criteria

37 37

Basic Design Considerations A. Vehicle Detection B. Signal Control Equipment C. Poles D. Vehicle Signals (Non-programmed Visibility) E. Vehicle Signals (Programmed Visibility) F. Lane Control Signs

39 40 40 41 41 42

Appendices A. Definitions B. References C. Standard Head Placement Protected/Permissive D. Optional Head Placement Protected/Permissive E. Signal Head Placement – Special Applications F. Signs G. Request Form for Emergency Vehicle Preemption System on State Highways H. Request Form for Bus Priority System on State Highways I. Preliminary Traffic Signal Warrant Analysis Form

43 49 51 52 53 57 59 61 63

List of Tables 1. 2. 3. 4.

Summary of MUTCD Traffic Signal Warrants Minimum Sight Distance to Allow Permissive Left Turns Minimum Vehicular Volume Warrant for Fire Station Traffic Signal Minimum Highway Sight Distance for Fire Station Traffic Signal

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10 17 25 25

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Section II.

Approval Process

A. Traffic Signal Approval List OAR 734-020-430

1. No traffic signal shall be designed for, or constructed on, the State Highway System, regardless of the funding source, without the prior approval of the State Traffic Engineer. 2. Documents or plans, including land use plans, corridor plans, or construction documents which have been approved by ODOT and which identify new traffic signals must still receive approval by the State Traffic Engineer prior to traffic signal design or construction. 3. The ODOT Traffic Management Section shall maintain a list of locations on State Highways for which the State Traffic Engineer’s approval has been obtained for the installation and operation of a traffic signal. The inclusion of a location on the Traffic Signal Approval List does not assure the eventual design, installation, or operation of a traffic signal, but does eliminate the need for additional investigation should construction of the signal be advanced. All of the following apply to listed intersections: a) Intersections shall meet MUTCD traffic signal warrants (unless subject to the conditions of subsection G) which shall be indicated for each listed intersection; b) Each ODOT Region shall determine the order in which traffic signals will be installed; and c) If not advanced to construction within five years after placement on the Traffic Signal Approval List, region staff shall, prior to installation, review an intersection to determine if the traffic signal warrants or other criteria are still satisfied.

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B. Application Procedure for Installation on State Highways at Public Roads OAR 734-020-440

1. An applicant requesting the approval for installation of a traffic signal on a State Highway at its intersection with a public road shall submit to the State Traffic Engineer the following: a) A letter of concurrence signed by the Region Traffic Engineer which documents discussions with, and support of, affected local agencies; and b) A traffic engineering investigation with considerations as required by subsection D. The traffic engineering investigation shall: § Clearly indicate the need for a traffic signal; and § Provide documentation of traffic volumes and appropriate signal warrant satisfaction. 2. The documentation submitted shall clearly indicate compliance with the traffic signal spacing requirements of subsection E. 3. A traffic signal progression analysis as required by subsection F is required if the proposed location is within ½ mile (0.8 km) of an existing or possible future traffic signal. 4. Upon approval of the request: a) The named intersection shall be added to the Traffic Signal Approval List; and b) The applicant and appropriate local road authorities shall receive a letter of approval signed by the State Traffic Engineer.

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C. Application Procedure for Installation on State Highways at Private Roads OAR 734-020-450

1. An applicant requesting the approval for installation of a traffic signal on a State Highway at its intersection with a private road shall submit to the ODOT District Manager the following: a) An application form as required by the OAR Chapter 734 division covering access control for state highways; and b) A Transportation Impact Study (TIS), as described below, that complies with the Special Provisions of the ODOT permit to construct an approach. The TIS shall: § Clearly indicate the need for a traffic signal; § Assess the ability of the existing, planned, and proposed public roads to accommodate the traffic at another location; § Describe in detail how a specific development will affect study area transportation systems; and § Provide documentation of traffic volumes and appropriate signal warrant satisfaction. 2. The documentation submitted shall clearly indicate compliance with the following conditions: a) Design geometry of the private road is consistent with that of public road intersections including curbs, appropriate lane widths, pavement markings and vertical alignment; b) An adequate approach throat length is provided on the private road to assure that the movement of vehicles entering the site is not impeded by onsite conditions; and c) The requirements of subsection D and E (signal spacing) have been satisfied. 3. A traffic signal progression analysis as required in subsection F is required if the proposed location is within ½ mile (0.8 km) of an existing or possible future traffic signal. 4. Upon approval of the request: a) The named intersection shall be added to the Traffic Signal Approval List; and b) The applicant shall receive a letter of approval signed by the State Traffic Engineer.

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D. Consideration for Approval OAR 734-020-460

The following conditions shall be considered by ODOT for approval of a proposed traffic signal installation: 1. A traffic signal shall not be installed unless one or more of the eleven warrants1 identified in subsection H is met or will be met consistent with the requirements of subsection G. The satisfaction of a warrant or warrants, however, is not in itself justification for a traffic signal; 2. Information to determine the need for a traffic signal shall be obtained by means of a comprehensive investigation of traffic conditions and physical characteristics of the proposed traffic signal location and compared with the requirements set forth in the traffic signal warrants and appropriate highway design standards; 3. The traffic engineering investigation shall indicate the installation of a traffic signal would improve the overall safety and operation of the intersection; 4. Other roadway factors to be considered include, but are not limited to, speed, type of highway, grades, sight distance, existing level of service, conflicting accesses, and the effect on existing or future traffic signal systems; and 5. The placement of traffic signals shall conform to the requirements of the 1999 Oregon Highway Plan.

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Projected traffic signal warrants shall follow the Preliminary (ADT) Traffic Signal Warrant Analysis for MUTCD Warrants Number 1 or 2 developed by the ODOT Transportation Planning Analysis Unit (Appendix I). Proposed locations may require approval of a Traffic Impact Study (TIS) as outlined in the Traffic Management Section Manual.

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E. Spacing Requirement 2 OAR 734-020-470

1. The desirable spacing of signalized intersections on state highways is ½ mile (0.8 km). The State Traffic Engineer may approve the installation of a traffic signal at locations where ½ mile (0.8 km) spacing is inappropriate or infeasible due to: a) Topography; b) Existing or proposed road layout; c) Requirements of a traffic signal system as determined by subsection F; d) Identified traffic crash pattern; e) Unique physical constraints; f)

Existing or proposed land use patterns; or

g) Requirements to achieve specific objectives for highway segment designations as recited in the 1999 Oregon Highway Plan. 2. Signal spacing concerns may be remedied in any of the following ways: a) A proposed private road that may otherwise be considered for the installation of a traffic signal as provided in subsection C may be replaced by an on-site route that directs traffic to or from a nearby public road; b) A private road that is being considered for traffic signal installation as provided in subsection C may be required to connect to the existing or planned local road system to allow use by surrounding properties; c) An existing or proposed intersection may be relocated; or d) A shared private road may be required to serve the needs of the multiple properties.

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Information represents best practices. Signal spacing criteria of ½ mile for optimal traffic progression and operations supported by “Impacts of Access Management Techniques”, NCHRP Project 3-52, Final Report, May 1998. A draft of a TRB document entitled “Access Management Manual” is currently being developed which supports and recommends an optimal signal spacing of ½ mile (0.8 km).

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F. Progression Analysis 3 OAR 734-020-480

1. A traffic signal progression analysis for all new or revised traffic signal systems on state highways shall be performed using methods, models, computer software, data sources, roadway segment length, and assumptions approved by the State Traffic Engineer or designated representative. The roadway segment analyzed, to the extent possible, shall include all traffic signals in the existing or future traffic signal system. The progression analysis shall: a) Demonstrate acceptable existing and future traffic signal system operation that may include the morning peak, evening peak, midday period, and other appropriate time period during any day of the week, for cycle lengths and travel speeds approved by the State Traffic Engineer or designated representative; b) Provide for a progressed traffic band speed no more than 5 mph (8 km/h) below the existing posted speed for both directions of travel during the off-peak periods, nor more than 10 mph (16 km/h) below the existing posted speed during peak periods. Approval by the State Traffic Engineer or designated representative is required where speeds deviate more than the above; c) Demonstrate sufficient vehicle storage is available at all locations within the traffic signal system without encroaching on the functional boundaries of adjacent lanes and signalized intersections. The functional boundary of an intersection shall be determined using procedures specified by the ODOT Access Management Unit; d) Provide a common cycle length with adequate pedestrian crossing times at all signalized intersections; and e) Provide a progression bandwidth as large as that required, or as presently exists, for through traffic on the state highway at the most critical intersection within the roadway segment. The most critical intersection is the intersection carrying the highest through volume per lane on the state highway. 2. The traffic signal progression analysis shall be supplemented by a traffic engineering report that also considers highway capacity and safety of the roadway segment under consideration. Traffic volumes, intersection geometry and lane balance considered at all locations shall be appropriate for present and future conditions. Present and future conditions are usually considered to include the year of completion and 15 to 20 years in the future.

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Local jurisdictions may, as a matter of practicality, use alternate methods on roads other than State Highways.

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G. Conditions of Approval OAR 734-020-490

The following conditions apply when installation of a traffic signal has been approved: 1. A traffic signal warrant shall be met within three years after construction when a traffic signal is constructed as part of a roadway improvement project. 2. A traffic signal warrant shall be met within one month after the traffic signal is put into operation when a traffic signal is being constructed to accommodate additional traffic from a public or private development. If it is determined that as a result of changed conditions since signal approval, a warrant will be met at a later time, operation of the traffic signal should be correspondingly delayed. 3. All approaches to a traffic signal controlled intersection must be signalized, unless a traffic engineering investigation shows that signalizing a minor public or private road is not justified.

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H. Warrants MUTCD Section 4C

Traffic signals shall not be installed unless one or more of the traffic signal warrants listed in Table 1 below are met. The satisfaction of a traffic signal warrant or warrants is not in itself justification for a traffic signal. Information shall be obtained by means of traffic engineering investigations and compared with the requirements set forth in the traffic signal warrants. The traffic engineering investigation shall indicate the installation of a traffic signal would improve the overall safety and operation of the intersection. If these requirements are not met, a traffic signal should not be put into operation or continued in operation if already installed. (Refer to Section VII of the Traffic Signal Policy and Guidelines for information on traffic signal removal.)

Table 1 Summary of MUTCD Traffic Signal Warrants

Warrant 1 2 3 4 5 6 7 8 9 10 11

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Title

Reason for consideration / notes

Minimum vehicular volume Interruption of continuous traffic Minimum pedestrian volume School crossings Progressive movement Accident experience 4 Systems Combination of warrants Four hour volumes Peak hour delay Peak hour volume

side street approach volume main street approach volume no signalized alternative within 300ft. (91 m) lack of adequate gaps in traffic maintain vehicle platooning encourage use of major route or highway system element 80 percent of both warrants 1 and 2 use MUTCD Figure 4-7 or 4-8 peak hour delay on side street approach use MUTCD Figure 4-5 or 4-6

Property damage accidents shall include only those accidents required by Oregon Law to be reported to DMV. A location shall not be required to meet 80% of the volume requirements of either the Minimum Vehicular Volume warrant, the Interruption of Continuous Traffic warrant, or the Minimum Pedestrian Volume warrant to meet the Accident Experience warrant. Only accidents of types susceptible to correction by traffic signal control shall be considered towards satisfaction of Warrant No. 6.

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I.

Timing Responsibility Traffic signal timing for traffic signals on state highways is the primary responsibility of the Region Traffic Manager or designated representative under the authority of the State Traffic Engineer unless an interagency agreement dictates otherwise. Copies of the timing originally installed and permanent changes should be forwarded to the State Traffic Engineer to be checked for statewide consistency. Copies of the current timing should be kept in the traffic control signal cabinet and at the region office. Traffic Management Section staff is available for assistance with all aspects of signal timing.

J. Rural Traffic Signals In general, traffic signals should not be installed at high-speed locations on rural highways. Amendments to comprehensive plans or land use regulations that would necessitate the installation of a traffic signal on a high-speed rural highway are inconsistent with the function and expected performance of the highway. The public often regards traffic signals as a “cure all” for improving safety and operational problems at intersections. In reality, only if a signal is warranted and is properly designed and operated is improved safety likely to result.5 Typically, based on guidance provided in the Manual on Uniform Traffic Control Devices6, rural traffic signals are not warranted. Rural traffic signals are unexpected by the motorist who is unfamiliar with the location, requiring longer than normal time for drivers to react. Rural highway speeds are typically very high, requiring longer stopping sight distance.

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Traffic Control Handbook; Section 4A-3; U.S. Department of Transportation, Federal Highway Administration (FHWA); 1983 Manual on Uniform Traffic Control Devices (MUTCD); Section 4B-3; U.S. Department of Transportation, Federal Highway Administration (FHWA); 1993

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Section III.

Design, Construction, and Maintenance Responsibilities

A. State Highway Intersections with other State Highways ODOT has responsibility for the design, inspection, timing, and maintenance of all traffic signals at intersections of a state highway with a state highway. An agreement between ODOT and a local agency may define other traffic signal maintenance and operation arrangements. B. State Highway Intersections with County Roads or City Streets Generally ODOT is responsible for design, inspection, timing, and maintenance of traffic signals at the intersection of a state highway and county road or city street. ODOT typically signs an agreement with the local agency to clarify roles, arrange for maintenance and allocate costs. ODOT, the Association of Oregon Counties and League of Oregon Cities have established guidelines for the development of 7 these agreements . C. State Highway Intersections with Private Roads ODOT normally completes an agreement with both the local agency and the private development regarding the design, construction, inspection, timing, cost allocation, and maintenance of all intersections of a state highway with a private road. Generally the following standard practices are incorporated in the agreement: 1. Field survey by others in compliance with State Design Manual. 2. Design by others with review by ODOT. 3. Maintenance performed by ODOT. Power cost billed to ODOT or other public agency. Payment as per agreement. 4. Construction contract and administration by others. 5. Inspection and traffic signal timing by ODOT. Some materials may be supplied by ODOT at project expense when the time frame is critical. The local agency may maintain and time traffic signals consistent with terms of an agreement with ODOT.

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Policy Statement for Cooperative Traffic Control Projects; ODOT, AOC/LOC; August, 1984

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D. Non-State Highway Intersections When state or federal funds are used for the design or construction of an intersection, not on a state highway, ODOT’s responsibility is generally limited to design review and contract letting. ODOT, through an interagency agreement, may perform survey, design, construction administration, and inspection, with the cost of these services billed to the local agency. The agreement may also commit ODOT to perform maintenance or operation functions at the local agency’s expense.

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Section IV.

Turn Signals

A. Left Turn Signals 1. Basis for Installation There are four forms of signalized left turn phasing that may be considered: Permissive, Protected/Permissive, Permissive/Protected, and Protected Only. The term permissive refers to the left turn movement made during the display of a circular green indication on the same approach. Left turns into a one-way street in the direction of traffic upon that street, by the driver of a vehicle facing a circular red or a red arrow indication, are permitted after stopping unless a sign is posted to the contrary. Left turn signals should be provided at signalized intersections when any one of the following criteria are satisfied: a) A minimum of 60 left turns per hour and the product of opposing and left turn hourly volumes exceeding the appropriate following value: Random arrivals (no other traffic signals within ½ mile [0.8 km]) - with 1 opposing lane: 45,000 - with 2 opposing lanes: 90,000 -- OR -Platoon arrivals (other traffic signals within ½ mile [0.8 km]) - with 1 opposing lane: 50,000 - with 2 opposing lanes: 100,000 Left turn signals may be installed initially if projected volumes would warrant it within five years after the traffic signal is placed in service. Design of traffic signals not initially meeting left turn phase criteria should provide for their addition in the future. b) The left turning movement crosses three or more lanes of opposing through traffic. c) The posted speed or basic rule speed of opposing traffic exceeds 45 mph (70 km/h). d) Recent accident history for a 12-month period indicates five or more left turn collisions that could be prevented by the installation of left turn signals. e) Sight distances to oncoming traffic are less than the minimum distances shown in Table 2. f)

The intersection has unusual geometric configurations, such as a 5-legged intersection, when an analysis indicates left turn or other special traffic signal phases would be appropriate to provide positive direction to the motorist.

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g) An opposing left-turn approach has a left-turn signal or meets one or more of these criteria. h) An engineering study indicates a need for left turn signals. Items that may be considered include, but are not necessarily limited to, pedestrian volumes, traffic signal progression, freeway interchange design, maneuverability of particular classes of vehicles, and operational requirements unique to preemption systems. 2. Left Turn Phasing To determine which type of left-turn phasing to apply (Permissive, Protected/Permissive, Permissive/Protected, or Protected Only), an engineering study should be conducted to examine on-site or proposed conditions. a) Permissive left turn movements, which allow left turn movements during the concurrently timed through phase, may be used if none of the criteria in Section IV.A.1 are satisfied. b) Protected/Permissive Left Turn Phasing Protected /Permissive left turn phasing may be considered at sites which satisfy criteria for left turn phasing, but do not meet Protected Only left turn phasing criteria (see paragraph d). c) Permissive/ Protected Left Turn Phasing Permissive/Protected left turn phasing may be considered at sites which satisfy criteria for left turn phasing, but do not meet Protected Only left turn phasing criteria (see paragraph d) and meet either of the following criteria: • The intersection is a “T” type with no opposing left turn. • The opposing left turn is a prohibited movement or no opposing left turn exists, such as a freeway ramp or one-way side street. d) Protected Only Left Turn Phasing Protected Only phasing, generally where a left turn lane exists, should be provided when any one of the following conditions are found: • The posted speed (or basic rule speed) of opposing traffic exceeds 45 mph (70 km/h). • Left turning type accidents per approach equal three per year, or five in two consecutive years. Left turning accidents involving pedestrians should be included.

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• Left turning vehicles will be required to cross three or more lanes of opposing through traffic. • Multiple left turn lanes are provided. See OAR 734-020-0135 and 0140. • Sight distances to oncoming traffic are less than the minimum distances shown in Table 2. • U-turns are permitted. (Protected Only left turn phasing is required by OAR 734-020-0025 whenever U-turns are permitted at a signalized intersection.) • The signal is located in a traffic signal system that may require the use of lead-lag left turn phasing. This criterion does not apply if an analysis indicates lead/lag phasing is not needed or if the use of protected/ permissive phasing reduces total delay more than lead/lag phasing. • An engineering study indicates a need for protected left turn phasing. Items that may be considered include, but are not necessarily limited to, pedestrian volumes, traffic signal progression, freeway interchange design, maneuverability of particular classes of vehicles, or operational requirements unique to preemption systems. 3. Modifying Left Turn Signal Phasing The removal of an existing exclusive Protected Only left turn phase may increase the overall intersection efficiency. Studies have shown that Protected Only left turn phasing reduces left-turn accidents and may offer increased protection for pedestrians by removing the potential conflict. There is, however, evidence to suggest that reductions in rear-end accidents may be achieved through an increase in traffic signal efficiency which can result from reduced delays and stops associated with the use of Protected/Permissive left turn phasing. To identify significant factors for modification of left turn operation, an engineering study is recommended for any candidate location. Protected Only left turn phasing should remain if any of the criteria for protected phasing are met. Table 2 Minimum Sight Distance to Allow Permissive Left Turns Speed MPH (km/hr) 20 25 30 35 40 45

(30) (40) (50) (55) (65) (70)

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Minimum Sight Distance Feet (Meters) 200 250 300 350 400 450

(60) (75) (90) (105) (120) (140)

4. Standard Practices Regarding Left Turn Signals a) Permissive (non-phased) Left Turns • Permissive left turn lanes may have a "LEFT TURN YIELD ON GREEN” with a symbolic green ball sign (MUTCD R10-12) over the left turn lane. • Design of traffic signals not meeting Protected Only phase criteria should provide for addition of Protected Only or Protected/Permissive left turn phasing in the future. b) Protected/Permissive or Permissive/Protected (P/P) Left Turn Phasing • P/P left turn phasing should use non-programmed visibility signal heads with arrows and circular indications. • P/P left turn phasing should have a five-section head placed over the lane line between the left turn lane and the through lane. (Appendix C.) • P/P left turn phasing shall have a sign normally placed to the left of the five-section head saying "LEFT TURN YIELD ON GREEN” with a symbolic green ball. (MUTCD R10-12. Appendix C.) • Design of traffic signals not meeting Protected Only phase criteria should provide for their addition in the future. c) Protected Only Left Turn Phasing • Protected Only left turn phasing using non-programmed visibility signal heads shall have all arrow indications. • Protected Only left turn phasing for a lane sharing left turn with other movements should have a green arrow indication in addition to the circular green indication. If the protected only left turn leads an opposing conflicting phase, a yellow left turn arrow indication is required. • When Protected Only left turn phasing is used for a left turn lane and the adjacent lane is a “left turn – through” option lane8, the following display should be used: q A three section head with all turn arrow indications over the left turn lane and either q A four section head with circular red, circular yellow, green vertical arrow, and green left turn arrow, or q A five section vertically stacked head with the addition of a yellow left turn arrow, over the option lane. (Appendix E)

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Refer to OAR 734-020-0135 and 0140 regarding multiple turn lanes.

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5. Optional Practices Regarding Left Turn Signals a) Permissive (non-phased) Left Turns - Permissive left turn lanes may have a "LEFT TURN YIELD TO ONCOMING TRAFFIC" (OR 17-1) sign over the left turn lane. b) Protected/Permissive or Permissive/Protected (P/P) Left Turn Phasing • P/P left turn phasing may have a five section signal head for the left turn lane with "LEFT TURN YIELD ON GREEN with a symbolic green ball sign (MUTCD R10-12) to the right of the head. (Appendix D.) • P/P left turn phasing may use programmed visibility signal heads. c) Protected Only Left Turn Phasing • Protected Only left turn phasing may use programmed visibility vehicle signal heads with all arrow indications. • Protected Only left turn phasing may use a "LEFT TURN SIGNAL" sign. (MUTCD R10-10.)

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B. Right Turn Signals 1. Basis for Installation Right turn signals may be provided at any signalized intersection regardless of traffic volumes. 2. Right Turn Phasing Right turns by the driver of a vehicle facing a circular red or a red arrow indication are permitted after stopping unless a sign is posted to the contrary. Right turn movements controlled by an overlap and permitted U-turn movements from the complementary left turn lane should not occur at the same signalized location. Right turn movements may be any of the following: a) Permissive Right Turns Right turn movements may be made concurrently on the circular green indication for through traffic from the same approach (with or without an exclusive right turn lane) or as provided by an overlap with the complementary left turn phase where a right turn lane is provided. b) Protected/Permissive right turn phasing Right turn movements may be made on a green arrow or circular green indication as discussed above. The protected movement is generally concurrent with the complementary lagging left turn movement. Protected/Permissive right turn phasing may be used where a right turn lane is provided. c) Permissive/Protected right turn phasing Right turn movements may be made on a circular green or green arrow indication as discussed above. The protected movement is generally concurrent with the complementary leading left turn movement. Permissive/Protected right turn phasing may be used where a right turn lane is provided and the complementary left turn movement has a protected left turn phase (or interval). d) Protected Only right turn phasing Right turn movements may be made on a green arrow indication concurrently with any other non-conflicting pedestrian or vehicular movements such as protected left turns from a complementary left turn lane. Generally, the Protected Only right turn movements are in an exclusive right turn lane where the indication provided such movements consists of all arrow indications. When Protected Only right turn phasing is provided, the crosswalk adjacent to right turn lane, from which a protected right turn is made, is either closed or operated as an exclusive or non-conflicting phase.

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3. Modifying Right Turn Signal Phasing Careful engineering judgment should be exercised in the revision or removal of right turn phasing. 4. Standard Practices Regarding Right Turn Signals a) Permissive Right Turns, where provided as an overlap (ODOT preferred standard) If pedestrian conflicts are present, Permissive right turn phasing should be provided using a three section programmed visibility signal head with circular indications. The right turn signal display should be centered over, or in front of, the right turn lane. A symbolic right arrow “ONLY” sign (OR 3-5R) shall be provided. b) Protected/Permissive or Permissive/Protected (P/P) Right Turn Phasing P/P phasing should be provided using a five section vertically stacked vehicle signal with circular red, circular yellow, circular green, yellow right turn arrow and green right turn arrow indications. An accompanying sign “RIGHT TURN YIELD TO PEDS ON GREEN” with a symbolic green ball (OR 22-14) shall be used. The right turn signal display should be centered over, or in front of, the right turn lane. c) Protected Only Right Turn Phasing If no pedestrian conflicts are present, Protected Only phasing should be provided using a three section standard head with all arrow indications. The right turn signal display should be centered over, or in front of, the right turn lane. 5. Optional Practices Regarding Right Turn Signals a) Permissive (non-phased) Right Turns – A “RIGHT TURN YIELD TO PEDS” sign (OR 17-5) may be used. b) Protected/Permissive or Permissive/Protected (P/P) Right Turn Phasing – P/P right turn phasing may use programmed visibility signal heads.

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Section V.

Pedestrian Crossings

A. Standard Practices 1. Pedestrian crossings are provided at all approaches of an intersection by Oregon statute (ORS 801.220 - See “Crosswalk” definition in Appendix A). 2. When a crosswalk is not allowed at a signalized intersection due to geometric or operational considerations, the crosswalk shall be closed by official action of the responsible agency (ORS 810.080). Signs shall be posted closing the crosswalk and pedestrian signal indications shall not be installed. On state highways, the State Traffic Engineer shall approve crosswalk closure based on an engineering study. 3. Sidewalk ramps or pedestrian landings are required for access to pedestrian push buttons. B. Audible Pedestrian Signals 1. Installation Criteria The following criteria must be met for the installation of an audible pedestrian signal to be considered at a location: a) A user request is required to demonstrate the need for an audible signal device. b) The crossing must be at an existing or an approved signalized intersection. c) An engineering study should be performed that considers unique intersection characteristics, safety, noise level, and neighborhood acceptance. 2. Standard Practices a) Audible signal installations will be considered with respect to other funding priorities. b) The audible signal should be activated by a pedestrian signal push button. A one-second minimum delay to activate the audible signal shall be provided. c) A pushbutton instruction sign with a raised arrow should be included with the pushbutton for the signal. 3. Operation Audible signals should be a “cuckoo” for north-south crossings and a “peep” for east-west crossings.

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C. Pedestrian Crossing Timing 1. Standard Timing Criteria a) A four second minimum “WALK” interval should be provided. b) The minimum flashing “DONT WALK” interval should be determined by the curb to curb distance or, at locations with no curb lines, the fog line to fog line distance, in feet divided by four feet per second (the MUTCD assumed normal walking speed) minus the following yellow interval. c) During railroad preemption the pedestrian clearance interval may be abbreviated. (See Section VIII. Preemption) 2. Optional Timing Criteria a) The flashing “DONT WALK” interval is determined by the curb to curb distance or, at locations with no curb lines, the fog line to fog line distance in feet divided by four feet per second irrespective of the following yellow interval. b) A slower walking speed may be used if engineering judgment determines it to be appropriate.

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Section VI.

Special Applications

A. Fire Station Traffic Signals 1. Basis for Installation - The warrant for a fire station traffic signal is met when the number of fire calls onto the highway averages at least two per week, the fire station is either adjacent to the highway or located on a side street less than one block from the highway intersection under consideration, and either of the following is met: a) Highway volumes meet or exceed the Minimum Vehicular Volume traffic signal warrant as shown in Table 3. Table 3 Minimum Vehicular Volume Warrant for Fire Station Traffic Signal 9 Standard Warrant

70% Warrant

2-lane highway ADT

9,300

6,500

4-lane highway ADT

11,300

7,800

b) The sight distance 10 from the normal STOP position at the fire station exit is less than that shown in Table 4. Table 4 Minimum Highway Sight Distance for Fire Station Traffic Signal

9

10

Posted or Basic Rule Speed on Highway

Sight Distance along Highway

MPH (km/h)

Feet (Meters)

20 (30)

120 (35)

25 (40)

160 (50)

30 (50)

210 (65)

35 (55)

270 (80)

40 (65)

320 (100)

45 (70)

380 (115)

50 (80)

450 (135)

55 (90)

500 (150)

A value of 70 percent of the volume warrant may be used if the posted speed or basic rule speed on the highway is in excess of 40 mph (65 km/h). The “PREPARE TO STOP WHEN LIGHTS FLASH” sign (OW 15-44) is normally used when Section (b) of the warrant is met.

25

2. Standard Practices Regarding Fire Station Traffic Signals a) When the fire station traffic signal is at an intersection, standard traffic actuated signal operation should be provided in addition to preemption capability. b) When the fire station traffic signal is at the access for emergency vehicles the following should be provided. • A sign displaying the legend "FIRE SIGNAL" (OW 15-21) or "STOP FIRE" between signal heads should be provided. • Maintenance flash operation should display a flashing yellow indication to the highway. • Steady circular green shall be displayed to the highway except during preemption. • A single section head should be used to provide a display to the emergency vehicle during preemption operation. c) On state highways power and maintenance cost distribution shall conform to agreements between ODOT and the League of Oregon Cities/Association of Oregon Counties11.

11

Policy Statement for Cooperative Traffic Control Projects; ODOT, AOC/LOC; August, 1984

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B. Ramp Meters 1. Basis for Installation Ramp meters may be provided at any freeway entrance ramp regardless of traffic volumes. Reasons for the installation of ramp meters may include: a) Limit or regulate entering vehicle volume at merge point. b) Limit or regulate traffic flow through downstream bottleneck. c) Limit volume diverted to a specific entrance ramp. d) Provide for incident detection and management. 2. Ramp Meter Phasing Ramp meters do not control conflict points. A separate phase is provided for each metered entrance ramp lane up to a maximum of three metered lanes. The practical limits of metered volumes are 240 to 900 vehicles per hour for single lane meters. Multiple lane meters in addition to providing for higher entrance ramp volumes may be used to provide adequate vehicle storage upstream of the meter or to provide for specific classes of vehicles. The practical upper limit of multiple lane ramp meters is approximately 1650 vehicles per hour. The determination of number of lanes and operation is based on a location-bylocation assessment. Metering rates are calculated assuming “one vehicle per green” operation. 3. Modifying Ramp Meter Phasing An engineering study is recommended prior to revising or removing any or all metered lanes. Adjustments to phase timing or sequence may be based on observation, historical data, or responsive to local or system traffic demands. 4. Standard Practices Regarding Ramp Meters Ramp meters in the Portland metropolitan area are considered to be a Transportation Control Measure consistent with the State Implementation Plan for air quality. Ramp meters are not intended to divert longer distance trips onto the local road system. a) Use “One Vehicle Per Green” sign (OR 20-1 for ground mount or OR 20-3 for overhead mount). b) Part Time Restriction (PTR) signs “Ramp Signal On” and “Stop Here on Red” are required at each installation. PTR signs provide instructions to the motorists only during meter operation when such signs are illuminated.

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5. Optional Practices Regarding Ramp Meters Ramp meters may include High Occupancy Vehicle (HOV) and/or transit bypass lanes (ORS 810.140). Such lanes should be metered in a way that provides reduced delay for the HOV and/or transit vehicles. Non-metered bypass lanes for trucks (ORS 810.030), emergency vehicle preemption on metered ramps (ORS 815.445), and non-metered transit bypass lanes may be provided. a) “Form 2 Lines” PTR sign shall be used where single lane entrance ramps operate as dual lanes during ramp meter operation. b) “Ramp Full” PTR may be used at locations where sufficient storage is not available. The text may be supplemented with route diversion information. c) OR 20-2 (ground mount) or OR 20-2a (overhead mount) “Traffic Signal for Right (Left) Lane Only” sign may be used for non-metered bypass lanes. d) Restricted lane signs (MUTCD Section 2B-20) should be used where appropriate for HOV, truck, or transit bypass lanes. e) A PTR sign warning of stopped vehicles ahead may be used to mitigate sight distance deficiencies.

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Section VII.

Traffic Signal Removal OAR 734-020-0500

A. Basis for Removal 1. Consideration for the removal of an existing traffic signal may be given if MUTCD traffic volume warrants are no longer met. 2. Consideration for the removal of an existing traffic signal may be given if there is a significant change in geometry or traffic flow pattern at the subject location which will eliminate the existing warrant. 3. The State Traffic Engineer shall approve the removal of any traffic signal on state highways. B. Standard Practices The Region Traffic Manager shall do each of the following: 1. Review traffic signal installation warrants including those warrants based on traffic volumes, pedestrian volumes or accidents. If the traffic signal was originally installed in response to an accident warrant, it should not be removed unless an engineering study indicates a reduction in potential vehicular conflicts. 2. Contact all other local agencies affected by the removal of the traffic signal, including the agency responsible for maintenance. 3. Conduct a sight distance study if the traffic signal is to be permanently replaced by stop sign control. 4. Provide an inventory of current site conditions, which may include any of the following: a) A summary of accident experience at the intersection b) Major road speeds c) Traffic volumes including a summary of heavy turning movements if appropriate d) Pedestrian counts 5. Prior to a decision to remove a traffic signal, contact local business leaders, councilpersons, neighborhood associations and/or the police to determine support for or opposition to the removal. Additional public opinion will be gathered during the public notification process.

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C. Optional Practices Agency related costs of continued traffic signal operation as compared to the costs of removal may be calculated to support the Department’s position. Road user costs may also be considered. D. Public Notification Public notification shall be provided and may include any or all of the following: 1. News Release - A news release may be distributed to local newspapers, radio, and television stations. 2. Letter - A letter may be sent directly to the residents and commercial establishments within the immediate vicinity. 3. Advance Notification Sign - A sign may be installed one to two weeks prior to the traffic signal being placed in the interim control mode. The sign should be removed upon implementation of the interim control mode. E. Interim Intersection Control 1. Install stop signs and turn off vehicle and pedestrian indications. 2. Cover vehicle signal heads immediately after the stop signs are placed in service. Traffic signal equipment should remain in place with the vehicle signal heads covered for a period of sixty days. (This does not apply to relocations of the roadway or the removal of temporary traffic signals used for construction or maintenance activities.) Remove advance notification signs (see above), if any. 3. Consideration should be given to the temporary installation of an advance “TRAFFIC CONTROL CHANGE AHEAD" (CW 20-10) sign during the interim control period. 4. If conditions have warranted a "SIGNAL AHEAD" (W 3-3) sign, a "STOP AHEAD" (W 3-1 or W 3-1a) sign should be installed. F. Removal of Traffic Signal Hardware Only vehicle signal heads should be removed after the interim intersection control period. Accidents and intersection operations should be monitored for up to one year prior to removing the remaining hardware (e.g., poles, mast arms, controller, cabinets, etc.).

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Section VIII. Preemption The following guidelines cover use, installation and operation of traffic signal preemption equipment in the state of Oregon. Preemption equipment systems are traffic control devices subject to the provisions of ORS 810.200. Road authorities have responsibility for preemption equipment systems within their jurisdictions. Preemption equipment use is limited to trains, drawbridge operations, and emergency, bus, and road maintenance vehicles authorized by the traffic control signal owner. All signal preemption equipment installation and use shall meet current requirements as stated in this guideline and the Manual on Uniform Traffic Control Devices. Signal preemption equipment may be used in either failsafe systems or signal preemption device systems. A. Failsafe Systems Failsafe systems are hard wired to the signal controller and operate independently of any other signal function. The default state of a failsafe system is preemption. These systems are used by heavy rail and drawbridge operations and have priority over signal preemption device systems. 1. Railroad Preemption Under Oregon law (ORS 824.200 to 824.256) the Oregon Department of Transportation is authorized to determine the character and type of traffic control devices used at all railroad-highway grade crossings. The ODOT Rail Division has been delegated authority for this responsibility. a) Standard Practices for Installation and Operation • Preemption is required when railroad tracks are located on a roadway within 215 feet (65 m) of a signalized intersection. The distance is measured from the nearest rail at the crossing to the nearest stop location at the signalized intersection. Light rail transit lines, when operated in a street running mode, along with other traffic, may be exempted from this preemption requirement. • When a vehicle clear-out interval (VCOI) is required, the indication for the clearance phases shall be green. • Advance railroad detection or other appropriate methods shall be used to provide a pedestrian clear out interval (PCOI) before the vehicle clearout interval. This should be designed to minimize the occurrence of abbreviated pedestrian clearance intervals. b) The road authority may submit an engineering study to the State Traffic Engineer to request a deviation from the standards. The State Traffic Engineer in consultation with the ODOT Rail Crossing Program Manager may authorize a signalized intersection operation consistent with the findings of the study.

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2. Drawbridge Preemption Traffic signals on highways adjacent to drawbridges should be interconnected with the drawbridge control, if indicated by engineering considerations. Drawbridge operations are under the jurisdiction of the local Port Authority and/or the U.S. Army Corps of Engineers.

32

B. Signal Preemption Device Systems OAR 734-020-0300 through OAR 734-020-0330

Signal preemption device systems require the installation of a signal preemption device that reacts to a traffic control signal operating device fixed to, or carried within, a vehicle. The default state of a signal preemption device system is normal traffic signal operation. Emergency, transit, and traffic signal maintenance vehicles use signal preemption device systems. Additionally, signal preemption device systems may respond to a single activation or may respond in recognition of priorities assigned to different users in a multipriority system. Both failsafe systems and signal preemption device systems may exist in a multi-priority system, however, only signal preemption device systems respond to levels of priority. 1. Emergency Preemption Systems a) Emergency preemption systems can be implemented for specific intersections, arterial corridors or defined geographic areas. They shall only be installed after the traffic control signal owner (road authority) has approved an engineering study which considers the needs of the road authority, local transportation plans and the impact of the preemption system on safety, emergency response efficiency, emergency response time, and traffic flow. b) Emergency preemption shall not terminate an active pedestrian clearance interval. 2. Bus Priority Systems Bus priority systems provide buses the capability to modify the green intervals but not the display sequence of a traffic control signal. a) Bus priority systems can be for specific intersections, arterial corridors or defined geographic areas. They shall only be installed after the traffic control signal owner has approved an engineering study which considers the needs of the road authority, local transportation plans and the impact of the preemption system on safety, emergency response efficiency, emergency response time, public transit operations efficiency, and traffic flow. b) An agreement shall exist between the transit authority and the road authority for cost, installation and maintenance. c) Bus priority shall not terminate an active pedestrian clearance interval.

33

3. Standard Practices a) The Department of Transportation will install signal preemption devices on new traffic signals that have been identified in an approved engineering study for an arterial corridor or a defined geographic area. b) All signal preemption devices and traffic control signal operating devices installed shall be ODOT approved and shall be fully compatible with state traffic signal equipment and software. Signal preemption devices may include an identification system to recognize authorized vehicles at each traffic signal. The traffic signal shall remain unresponsive in such a system to preemption commands from unrecognized vehicles. c) For new traffic signals on state highways where signal preemption devices have been approved, such devices will be included in the installation at no cost to the user(s) unless an agreement states otherwise. When signal preemption devices are added to an existing traffic signal or the existing signal preemption devices must be upgraded, the cost shall be the responsibility of the user(s) unless an agreement states otherwise. The cost of traffic control signal operating devices shall be the responsibility of the user(s) except when specific funding has been identified for such equipment as a part of a project. If an entity’s request to use a traffic control signal operating device constitutes an additional use, the incremental cost, if any, shall be allocated to the additional user(s) [ORS 815.445(2); OAR 734-0200320(3)(a)]. The cost responsibility for maintenance of signal preemption devices will not be considered as a separate item from traffic signal maintenance unless it is specifically addressed in an agreement. d) Where appropriate and technically feasible, signal preemption devices shall allow multiple users. Where multiple users are allowed, the signal preemption device system shall recognize and respond appropriately to the priority of each user. Priority in multiple priority systems shall be based on the following: Fire emergency response vehicles are established as having first priority use of the signal preemption device system. This priority is assigned in consideration of weight, operating speed, and braking distance. In the event of conflict, a fire emergency response vehicle has the right of way over all other vehicles. Remaining priority shall be assigned to all other authorized vehicles. Secondary priority will be given to buses authorized to use a bus priority system. e) A traffic control signal operating device must operate in such a way that the device does not continue to control the traffic signal once the vehicle containing the device has arrived at the intersection [ORS 815.445(4)]. ODOT requires that traffic signal control terminate automatically if the preempting vehicle remains stationary for longer than two minutes.

34

4. Application for Use a) Entities operating authorized emergency vehicles and transit authorities must make a written request for authorization to use a traffic control signal operating device and/or signal preemption device system. b) ODOT Region Traffic Managers shall forward requests to the Traffic Management Section using the request forms for emergency vehicles or bus priority in Appendices G or H.

35

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36

Section IX.

Flashing Operation MUTCD Section 4B-18 and 4B-6(8)

A. Standard Design Criteria 1. Flashing red should be displayed to all approaches. 2. Controller flash indications provided by the traffic control program, such as may be used during nighttime operation, should be the same as those indications provided by cabinet (maintenance) flash. 3. Pedestrian indications shall remain dark during flashing operation. 4. Traffic signals that provide track clearance intervals at railroad grade crossings should not be placed in controller flash. B. Optional Design Criteria 1. Flashing yellow indication may be provided to the highway or major through movement and flashing red to the side street (and minor movements) when the ratio of average weekday traffic is 4 to 1 or greater. 2. Flashing indications may be different on an approach when controlled by separate phases (i.e.: flashing yellow for through phase and flashing red for leftturn phase). 3. Protected/Permissive (or Permissive/Protected) signal heads (Either 5 or 6 sections) should display flashing circular indications only. 4. Flashing yellow arrows should not be used unless no other appropriate circular yellow indication is contained on the signal face. 5. Flashing operation of adjacent traffic signals should be treated in a consistent manner.

37

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38

Section X.

Basic Design Considerations

Signal design on State Highways follows the practices set forth in the Traffic Signal Design Manual published by the Oregon Department of Transportation, Traffic Management Section. Basic considerations for these practices are described below. 12 A. Vehicle Detection 1. Standard Practices a) Traffic control signals on State Highways should be vehicle and pedestrian actuated. b) The detector location for through traffic on major, higher volume, roads should be based on the posted speed or basic rule speed. c) Minor road approaches with lower volume, and left turn lanes should have presence detection. d) Bike lanes on State Highways should have detection provided in a manner similar to that for other vehicles. 2. Optional Practices a) Traffic control signals may be pre-timed. b) Presence detectors may be placed on the major road. c) Density detection may be used on the minor road. d) Supplemental detectors (presence or density) may be used for unique situations or conditions. e) In exceptional circumstances, pushbuttons may be used in place of vehicular detection for bicycles. f)

12

Detector configuration requested by a local agency may be used at locations where the local agency maintains the traffic signal. If used, the configuration should provide equivalent dilemma zone protection to ODOT design.

Additional information on traffic signal design is found in the Guide to Consultants and Local Governments, Preparing Traffic Signals Contract Plans available from the ODOT Traffic Management Section.

39

B. Signal Control Equipment 1. Standard Practices a) Model 170 microcomputer traffic signal controllers in Model 332 or 336 cabinets should be used. b) Conflict monitors shall be used. c) All traffic signal control equipment shall be tested by ODOT. d) Traffic signal controller software used at intersections on State Highways or on federally funded highway projects shall be furnished by ODOT. e) Equipment to provide communication with a central location should be provided. 2. Optional Practices a) Model 170 microcomputer traffic signal controllers in Model 334, 336S, 337, 338 or other agency approved rack mounted cabinet may be used. b) Local agency or others may furnish traffic signal controller software. c) Emergency vehicle preemption, railroad preemption, auxiliary file, and interconnect equipment should be provided as needed. C. Poles 1. Standard type Mast arm poles. 2. Optional types a) Strain poles (for span wire attachment) b) Combination poles (combination of mast arm pole and strain pole)

40

D. Vehicle Signals (Non-Programmed Visibility) 1. Standard Practices a) 305mm (12-inch) lenses shall be used in all sections. b) For protected turning movements, arrow indications shall be used in all sections. c) Backboards shall be installed. 2. Optional Practices Sections with 205mm (8-inch) lenses may be used as allowed by MUTCD. E. Vehicle Signals (Programmed Visibility) 1. Standard Practices a) 305mm (12-inch) lenses shall be used in all sections. b) Backboards shall be installed. c) Circular indications shall be used for all vehicle overlaps that have concurrent pedestrian movements. d) In situations where it is possible to view multiple traffic signal indications, programmed visibility heads should be used to reduce misdirection. e) Programmed visibility heads should be used for “pull through” situations. 2. Optional Practices Louvered visors may be used in non-programmed visibility heads to reduce misdirection that may result from viewing multiple indications.

41

F. Overhead Lane Control Signs ODOT’s Sign Policy and Guidelines for the State Highway System and the Manual on Uniform Traffic Control Devices provide guidance on the installation of signs. For complete information on required and recommended signs, consult these documents. Highlighted below are the standard and optional practices relating to the use of overhead lane control signs at signalized intersections. 1. Standard Practices a) Overhead lane control signs should be placed on the far side of the intersection. b) A sign size of 742mm x 916mm (30-inches x 36-inches) shall be used on the State Highway System. c) Overhead lane control signs should be used with exclusive turn lanes controlled by signal heads consisting of all circular indications unless, for left turns, a ‘LEFT TURN YIELD TO ONCOMMING TRAFFIC’ sign is more appropriate. d) Overhead lane control signs shall be used to identify prohibited vehicular movements. e) Interior illuminated signs should be used when there is no intersection illumination. f)

Aluminum signs with special highly reflective material may be acceptable when there is intersection illumination.

g) Overhead lane control signs should be used to indicate lanes from which turning movements may be made which would otherwise be prohibited. 2. Optional Practice Overhead lane control signs may be used when needed for lane use clarity.

42

Appendix A Definitions Approach - [OAR 734-020-0420(1)] All lanes of traffic moving toward an intersection or mid-block location from one direction. Bus - [ORS 184.675] A motor vehicle designed for carrying 15 or more passengers, exclusive of the driver, and used for the transportation of persons. Bus priority system - [OAR 734-020-0310] A traffic control signal system that includes a traffic control signal operating device and signal preemption device designated to provide buses the capability to modify the green intervals but not the display sequence of a traffic control signal. Cabinet flash - A mode of traffic control signal operation that flashes red or yellow indications through the use of flashers provided in the signal control cabinet, independent of the operation of the traffic signal controller or its software. Cabinet flash is often referred to as “maintenance flash”. City street - A public road which is owned and operated by a city government intended for use of the general public for vehicles or vehicular traffic. Controller flash - A mode of traffic control signal operation that flashes red or yellow indications as dictated by the signal controller software using the standard output switchpacks. Controller flash is often referred to as “nighttime flash”. County road - A public road which is owned and operated by a county government intended for use of the general public for vehicles or vehicular traffic. Doghouse - A five indication, traffic control signal display used for control of P/P left turn lanes consisting of a single, circular red indication centered at the top with circular and arrow indications for yellow and for green, respectively, in the middle and lower portion of the display.

43

Appendix A - Continued Definitions Crosswalk13 - [ORS 801.220] Any portion of a roadway at an intersection or elsewhere that is distinctly indicated for pedestrian crossing by lines or other markings on the surface of the roadway that conform in design to the standards established for crosswalks under ORS 810.200. Whenever marked crosswalks have been indicated, such crosswalks and no other shall be deemed lawful across the roadway at that intersection. Where no marked crosswalk exists, a crosswalk is that portion of the roadway described in the following: (1) Where sidewalks, shoulders or a combination thereof exists, a crosswalk is the portion of a roadway at an intersection, not more than 20 feet (6 m) in width as measured from the prolongation of the lateral line of the roadway toward the prolongation of the adjacent property line, that is included within: (a) The connections of the lateral lines of the sidewalks, shoulders or a combination thereof on opposite sides of the street or highway measured from the curbs, or in the absence of curbs, from the edges of the traveled roadway, or (b) The prolongation of the lateral lines of a sidewalk, shoulder or both, to the sidewalk or shoulder on the opposite side of the street, if the prolongation would meet such sidewalk or shoulder. (2) If there is neither sidewalk nor shoulder, a crosswalk is that portion of the roadway at an intersection, measuring not less than six feet (1.8 m) in width, that would be included within the prolongation of the lateral lines of the sidewalk, shoulder or both on the opposite side of the street or highway if there were a sidewalk. Emergency preemption system - [OAR 734-020-0310] A traffic control signal system that includes a traffic control signal operating device and signal preemption device for the purpose of providing emergency vehicles the capability to modify the green intervals of a traffic control signal or change the display sequence. Emergency vehicle - [ORS 801.260] A vehicle that is equipped with lights and sirens as required under ORS 820.350 and 820.370 and that is any of the following: (1) Operated by public police, fire or airport security agencies. (2) Designated as an emergency vehicle by a federal agency. (3) Designated as an emergency vehicle by the Director of Transportation. Engineering study - A careful examination or analysis of an event, condition, development or question and the documented results. Highway - [ORS 801.305] Every public way, road, street, thoroughfare and place, including bridges, viaducts and other structures within the boundaries of this state, open, used or intended for use of the general public for vehicles or vehicular traffic as a matter of right.

13

Metric units included in this definition are not a part of ORS 801.220 as referenced.

44

Appendix A - Continued Definitions Loop detector - The most widely used means of vehicle detection, composed of two components: an in-pavement loop (sensor) and an amplifier (detector oscillator). Median - The space located between inside shoulders of the separated one-way roadways of a divided highway. Overlap - A traffic control signal display that provides a green indication concurrent with one or more compatible parent phases. Pedestrian clearout interval (PCOI) - The interval prior to the start of a railroad preemption sequence at a traffic control signal, during which active pedestrian “WALK” intervals will be terminated and pedestrian clearance intervals will be provided. Permitted left turn - An interval during which left turns may be made on the CIRCULAR GREEN indication after yielding to on-coming traffic and pedestrians. Permitted right turn - An interval during which right turns may be made on the CIRCULAR GREEN indication after yielding to pedestrians. P/P - An abbreviation for traffic signal equipment or operation that provides for either Protected/Permissive or Permissive/Protected turning movements. Preemption equipment system - A traffic control device composed of traffic signal components necessary to detect and safely respond to the specific needs of authorized vehicles or extraordinary circumstances. Such systems may be either failsafe systems, used to provide railroad preemption, or signal preemption device systems, used for emergency vehicle preemption and/or bus priority. Private road - [OAR 734-020-0420(3)] A roadway or driveway connection serving one or more properties that does not provide connectivity to the local road system. Any roadway that prohibits public use by rule, code, or physical obstruction, such as a gate, shall be considered a private road. Prohibition of large vehicles or weight restrictions for vehicles greater than 30,000 pounds (13,600 kg) gross vehicle weight (GVW) are not considered restrictions for public use. Programmed visibility head - A type of signal face that allows the light from the signal indication to be directed at a specific area of the intersection approach without a reduction in intensity. See MUTCD Section 4B-11. Protected Turn - An interval during which a turn may be made on a GREEN ARROW indication having right-of-way over any conflicting vehicular or pedestrian movement. PTR - An abbreviation for “part time restriction”. This terminology is applied to a highway sign having a message that is visible only during specific periods.

45

Appendix A - Continued Definitions Public road – [OAR 734-020-0420(4)] A public roadway connection serving multiple properties, which is owned and operated by a public entity, and provides connectivity to the local road system. Road authority - [ORS801.445] The body authorized to exercise authority over a road, highway, street or alley under ORS 810.010. Roadway - [ORS 801.450] The portion of a highway that is improved, designed or ordinarily used for vehicular travel, exclusive of the shoulder. In the event a highway includes two or more separate roadways the term “roadway” shall refer to any such roadway separately, but not to all such roadways collectively. Roadway improvement project - [OAR 734-020-0420(5)] A major construction, reconstruction or realignment of a section of state highway which during construction will significantly disrupt the normal flow of traffic on, or entering the facility from intersecting public roads. Signal preemption device - [OAR 734-020-0310] Traffic control signal equipment that reacts to a traffic control signal operating device and produces signal preemption and/or signal priority. Signal preemption device system - An emergency preemption system or a bus priority system consisting of a signal preemption device installed at a signalized intersection and a traffic signal control operating device fixed to, or carried within, a vehicle. Signalized intersection - The area within the identified stop locations of intersecting roadway approaches controlled by a traffic signal. State Highway - A highway that is part of the State Highway System as designated by the Oregon Transportation Commission, including the Interstate system. State Highway System – [OAR 734-020-0420(6)] The group of roads and highways designated as such by law or by the Oregon Transportation Commission pursuant to ORS 366.220 and includes both primary and secondary state highways. Street - A public road, generally within a city, town or a development center, but often used synonymously with the term highway or road. Traffic control device - [ORS 801.540] (1) Any sign, signal, marking or device placed, operated or erected by authority under ORS 810.210 for the purpose of guiding, directing, warning or regulating traffic. (2) Any device that remotely controls by electrical, electronic, sound or light signal the operation of any device identified in subsection (1) of this section and installed or operated under authority of ORS 810.210. (3) Any stop sign that complies with specifications adopted under ORS 810.200 that is held or erected by a member of a highway maintenance or construction crew working in the highway.

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Appendix A - Continued Definitions Traffic control signal - [OAR 734-020-0310] A type of highway traffic signal by which traffic is alternately directed to stop and permitted to proceed. (Also traffic signal.) Traffic control signal operating device - [OAR 734-020-0310] Any active or passive device that is affixed to, or carried within, a vehicle that causes a change in the operation of a traffic control signal located at an intersection. Traffic signal - [OAR 734-020-0420(7)] See traffic control signal. Vehicle clearout interval (VCOI) - A traffic control signal interval during which motor vehicles are permitted to advance through a highway intersection and away from a railroad grade crossing. The controllers for both the highway intersection and the railroad grade crossing are electrically interconnected. Generally the VCOI follows a pedestrian clearout interval (PCOI).

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48

Appendix B References National Cooperative Highway Research Program (NCHRP) Project 3-52, Final Report, “Impacts of Access Management Techniques”, May 1998 Maintenance Guide, Chapter 12 “Traffic Services”, Oregon Department of Transportation, March 12, 1996 Manual on Uniform Traffic Control Devices (MUTCD), U.S. Department of Transportation, Federal Highway Administration (FHWA); 1988 edition Oregon Administrative Rules (OAR), Chapter 734, Oregon Department of Transportation, Revised March 18, 1998 1999 Oregon Highway Plan, Oregon Department of Transportation Oregon Supplements to the MUTCD, Oregon Department of Transportation, Traffic Management Section, June 1990 Oregon Vehicle Code, Oregon Department of Transportation, Driver and Motor Vehicle Services Branch, 1997 Edition Ramp Meter User’s Guide (W4LRM and W7OSRM), Oregon Department of Transportation, Traffic Management Section, February 1996 Sign Policy and Guidelines for the State Highway System, (English and Metric versions), Oregon Department of Transportation, Traffic Management Section, Sign Design Unit, 1998 Standard Specification for Microcomputer Signal Controller, Oregon Department of Transportation, Traffic Management Section, September 1998 Standard Specification for Microcomputer Signal Controller, “Supplemental”, Oregon Department of Transportation, Traffic Management Section, April 1993 Traffic Control Devices Handbook, U.S. Department of Transportation, Federal Highway Administration (FHWA); 1983 Traffic Management Section Manual, Oregon Department of Transportation, Traffic Management Section, September 1997 Traffic Signal Design Manual, Oregon Department of Transportation, Traffic Management Section, Signal Design Group, 1995

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50

Appendix C Standard Signal Head Placement Protected/Permissive or Permissive/Protected Left Turns LEFT TURN

Red

YIELD on GREEN

Yellow Green

LEFT TURN

Red

YIELD on GREEN

Yellow Green

LEFT TURN

Red

Red

YIELD on GREEN

Yellow

Yellow

Green

Green

Location of heads may be adjusted based on geometry of specific design. All vehicle signal heads use 305mm indications.

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ONLY

Appendix D Optional Signal Head Placement Protected/Permissive or Permissive/Protected Left Turns Retrofit Only – Not for new traffic signal designs LEFT TURN

Red

YIELD on GREEN

Yellow Green

1.2 M

LEFT TURN

Red

YIELD on GREEN

Yellow Green

1.2 M

LEFT TURN

Red

YIELD on GREEN

Yellow Green

ONLY

1.2 M

Location of heads may be adjusted based on geometry of specific design. All vehicle signal heads use 305mm indications.

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Appendix E Signal Head Placement – Special Applications Dual Left Turns with Left Turn and Through/Left Turn Lanes

Red Yellow Green

Red Yellow Green

Location of heads may be adjusted based on geometry of specific design. All vehicle signal heads use 305mm indications.

53

Appendix E - Continued Signal Head Placement – Special Applications Right Turn Overlap with Concurrent Pedestrian Phase programmed visibility signal head

Red Yellow ONLY

Green

Right Turn Overlap with Non-concurrent Pedestrian Phase

Red Yellow Green

Location of heads may be adjusted based on geometry of specific design. All vehicle signal heads use 305mm indications.

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Appendix E - Continued Signal Head Placement – Special Applications Protected/Permissive or Permissive/Protected Right Turn Phase

Red

RIGHT TURN

Yellow

TO PEDS ON GREEN

YIELD

Green

Location of heads may be adjusted based on geometry of specific design. All vehicle signal heads use 305mm indications.

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56

Appendix F Signs

FIRE SIGNAL

Yellow Background

OW 15-21

RIGHT TURN YIELD TO PEDS

OR 17-5a (Left Turn OR 17-6a) OR 17-5 (Left Turn OR 17-6)

RIGHT TURN YIELD TO PEDS ON GREEN

CROSSWALK CLOSED

CROSSWALK CLOSED

RIGHT TURN YIELD TO PEDS & BIKES

OR 22-7 Green

OR 22-8 OR 22-14 Rev. 10/8/99

Ramp Meter Signs

ONE VEHICLE PER GREEN OR 20-1

TRAFFIC SIGNAL FOR RIGHT LANE ONLY

ONE VEHICLE PER GREEN

RAMP FULL

STOPPED VEHICLES AHEAD

STOP HERE ON

RED

OR 20-3

RAMP SIGNAL ON

FORM TWO LINES

Signs shown above are used as Part Time Restriction (PTR) signs

OR 20-2

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Appendix F - Continued Signs

LEFT LANE

RIGHT LANE

2 PERSON CAR POOLS

BUSES AND AUTHORIZED CAR POOLS ONLY 6 A.M. – 9 A.M. MON – FRI

ONLY 3 P.M. – 6 P.M. MON – FRI

Sample HOV bypass signs (Refer to MUTCD Section 2B-20, sign RS-11)

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RIGHT LANE

TRUCKS ONLY

Appendix G Emergency Vehicle Preemption Request Form

Oregon

Request Form for Emergency Vehicle Preemption System on State Highways

DEPARTMENT OF TRANSPORTATION

ORS 810.260 and 815.445 and OAR 734-020-0300 to -0330 provide for the use of traffic signal preemption devices by emergency vehicles. An agency or company seeking to use a traffic signal preemption device on a State Highway must make a formal request to the Oregon Department of Transportation. The agency or company should provide the information requested below and submit it to the ODOT Region where the system will be operating. The Region Traffic Manager will review the request and submit a recommendation to the State Traffic Engineer. The State Traffic Engineer has approval authority for all requests. Contact the Traffic Operations Unit, Traffic Management Section, Oregon Department of Transportation, at 503-986-3589, if you have questions about completing this form.

Transportation Operations Division Technical Services Traffic Management Section th 5 Floor, Transportation Building Salem, OR 97310 Phone: (503) 986-3568 FAX: (503) 986-4063

Agency/Company requesting preemption Address

City

Contact Name

________ Telephone

Type of Request:

New Expanded Revised

Zip Code

Type of Agency/Company:

Fire Department Other Public Agency Private Ambulance Company

1.

Describe any emergency vehicle preemption system currently operating in the area in which you wish to operate. Identify specific boundaries and specific operators.

2.

Provide the following information regarding the request: a) Location of operation. Briefly describe and attach a map.

b) The effect proposed preemption system would have on emergency vehicle response times.

c) The effect proposed preemption system would have on traffic safety.

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Appendix G - Continued Emergency Vehicle Preemption Request Form Request Form for Emergency Vehicle Preemption System – Continued

3.

d)

The effect proposed preemption system would have on efficient traffic flow.

e)

The planned vehicle driver-training program for the proper use of preemption equipment.

f)

The impact of proposed preemption system on local transportation plans.

g)

The proposed cost allocation and maintenance requirements.

If proposed preemption system will be used for ambulances or incident response vehicles include the following additional information: a) b) c)

4.

Documentation of emergency vehicle status (ORS 801.260 and OAR 735-100-0030). Statements of cooperation from all existing system users. Statements of approval from all other affected traffic signal owners or road authorities.

Submit the completed Request Form to the ODOT Region Traffic Manager for review.

ODOT Region Review Review the Request Form, check the following, and submit to the State Traffic Engineer for approval. Region is in substantial agreement with the information supplied by the applicant. The negative impact on traffic flow caused by the proposed preemption system is acceptable given the expected benefits of the system. All pertinent background information, including letters and attachments from Applicant, is attached. Region Traffic Manager

Region

Date

State Traffic Engineer Review Approved Not Approved Approved, with the following conditions: Comments

State Traffic Engineer

Date

60

Appendix H Bus Priority Request Form

Oregon

Request Form for Bus Priority System on State Highways

DEPARTMENT OF TRANSPORTATION

ORS 810.260 and 815.445 and OAR 734-020-0300 to -0330 provide for the use of traffic signal preemption devices by public transit (bus) and emergency vehicles. An agency or company seeking to use a traffic signal preemption device for bus priority operation on a State Highway must make a formal request to the Oregon Department of Transportation. The agency or company should provide the information requested below and submit it to the ODOT Region where the system will be operating. The Region Traffic Manager will review the request and submit a recommendation to the State Traffic Engineer. The State Traffic Engineer has approval authority for all requests. Contact the Traffic Operations Unit, Traffic Management Section, Oregon Department of Transportation, at 503-986-3589, if you have questions about completing this form.

Transportation Operations Division Technical Services Traffic Management Section th 5 Floor, Transportation Building Salem, OR 97310 Phone: (503) 986-3568 FAX: (503) 986-4063

Agency/Company requesting bus priority

Address

City

Contact Name

_______ Telephone

Type of Request:

Zip Code

New Expanded Revised

1.

Describe any emergency vehicle preemption or bus priority systems currently operating in the area in which you wish to operate. Identify specific boundaries and specific operators.

2.

Provide the following information regarding the request: a)

Location of operation. Briefly describe and attach a map.

b)

The effect proposed bus priority system would have on emergency vehicle response times.

c)

The impact proposed bus priority system would have on the efficiency of public transit operations

61

Appendix H - Continued Bus Priority Request Form

Request Form for Bus Priority System - Continued d)

The effect proposed bus priority system would have on traffic safety.

e)

The effect proposed bus priority system would have on efficient traffic flow.

f)

The planned vehicle driver-training program for the proper use of bus priority equipment.

g)

The impact of proposed bus priority system on local transportation plans.

h)

The proposed cost allocation and maintenance requirements. (See #3 below.)

3.

The traffic control signal owner and the transit authority shall sign an agreement that covers cost, installation, maintenance and use of the bus priority system and/or system elements. The execution of such an agreement shall be a condition of approval, whether or not specifically stated below.

4.

Submit the completed Request Form to the ODOT Region Traffic Manager for review.

ODOT Region Review Review the Request Form, check the following, and submit to the State Traffic Engineer for approval. Region is in substantial agreement with the information supplied by the applicant. The negative impact on traffic flow caused by the proposed preemption system is acceptable given the expected benefits of the system. All pertinent background information, including letters and attachments from Applicant, is attached.

Region Traffic Manager

Region

Date

State Traffic Engineer Review Approved subject to the terms of the agreement described in item 3 above. Not Approved Approved, subject to the terms of the agreement described in item 3 above with the following additional conditions: Comments

State Traffic Engineer

Date

Appendix I

62

OREGON DEPARTMENT OF TRANSPORTATION TRAFFIC MANAGEMENT SECTION

PRELIMINARY TRAFFIC SIGNAL WARRANT ANALYSIS Highway:

Hwy. Number:

City:

Minor Street:

Milepoint:

Day/date of count:

County:

Region:

PRELIMINARY TRAFFIC SIGNAL WARRANT VOLUMES Number of approach lanes

Major Street

Minor Street

ADT on major street from both directions percent of standard warrant 100 70

ADT on minor street highest approaching volume percent of standard warrant 100 70

WARRANT 1: Minimum Vehicular Traffic

1

1

8,850

6,200

2,650

1,850

2 or more

1

10,600

7,400

2,650

1,850

2 or more

2 or more

10,600

7,400

3,550

2,500

1

2 or more

8,850

6,200

3,550

2,500

WARRANT 2: Interruption of Continuous Traffic

1

1

13,300

9,300

1,350

950

2 or more

1

15,900

11,100

1,350

950

2 or more

2 or more

15,900

11,100

1,750

1,250

1

2 or more

13,300

9,300

1,750

1,250

Based on 8th highest hourly volume being equal to 5.65% of ADT 100 percent of standard warrants used. th

70 percent of standard warrants used due to 85 percentile speed in excess of 40 mph or intersection within an isolated community with a population less than 10,000.

PRELIMINARY TRAFFIC SIGNAL WARRANT CALCULATIONS Year:

Alternative:

Street Warrant #1

Major

Warrant #2

Major

Number of Lanes

Warrant Volumes

Approach Volumes

Minor

Minor

Analyst & Date:

Reviewer & Date:

63

Condition Met?

Warrant Met?

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