Delaware Administrative Code
Title 2 - Transportation
2000 - Department of Transportation
2400 - Division of Transportation Solutions
2402 - Manual on Uniform Traffic Control Devices (MUTCD)
Part 4 - Highway Traffic Signals
Chapter 4C - TRAFFIC CONTROL SIGNAL NEEDS STUDIES
Section 4C.10 - Warrant 9, Intersection Near a Grade Crossing

Universal Citation: 2 DE Admin Code 4C.10

Current through Register Vol. 28, No. 3, September 1, 2024

Support:

01 The Intersection Near a Grade Crossing signal warrant is intended for use at a location where none of the conditions described in the other eight traffic signal warrants are met, but the proximity to the intersection of a 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:

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

A. Providing additional pavement that would enable vehicles to clear the track or that would provide space for an evasive maneuver, or

B. Reassigning the stop controls at the intersection to make the approach across the track a non-stopping approach.

Standard:

03 The need for a traffic 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 traffic 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 1A.13.

Guidance:

04 The following considerations apply when plotting the traffic volume data on Figure 4C-9 or 4C-10:

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

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

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

Option:

05 The minor-street approach volume may be multiplied by up to three adjustment factors as provided in Paragraphs 6 through 8.

06 Because the curves are based on an average of four occurrences of rail traffic per day, the vehicles per hour on the minor-street approach may be multiplied by the adjustment factor shown in Table 4C-2 for the appropriate number of occurrences of rail traffic per day.

07 Because the curves are based on typical vehicle occupancy, if at least 2% of the vehicles crossing the track are buses carrying at least 20 people, the vehicles per hour on the minor-street approach may be multiplied by the adjustment factor shown in Table 4C-3 for the appropriate percentage of high-occupancy buses.

08 Because the curves are based on tractor-trailer trucks comprising 10% of the vehicles crossing the track, the vehicles per hour on the minor-street approach may be multiplied by the adjustment factor shown in Table 4C-4 for the appropriate distance and percentage of tractor-trailer trucks.

Standard:

09 If this warrant is met and a traffic 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 8C.10; and

C. The grade crossing shall have flashing-light signals (see Chapter 8C).

Guidance:

10 If this warrant is met and a traffic control signal at the intersection is justified by an engineering study, the grade crossing should have automatic gates (see Chapter 8C).

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Table 4C-2. Warrant 9, Adjustment Factor for Daily Frequency of Rail Traffic
	Rail Traffic per Day	Adjustment Factor
	1	0.67
	2	0.91
	3 to 5	1.00
	6 to 8	1.18
	9 to 11	1.25
	12 or more	1.33

Table 4C-3. Warrant 9, Adjustment Factor for Percentage of High-Occupancy Buses
	% of High-Occupancy Buses* on Minor-Street Approach	Adjustment Factor
	0%	1.00
	2%	1.09
	4%	1.19
	6% or more	1.32
	* A high-occupancy bus is defined as a bus occupied by at least 20 people.

Table 4C-4. Warrant 9, Adjustment Factor for Percentage of Tractor-Trailer Trucks
	% of Tractor-Trailer Truckson Minor-Street Approach	Adjustment Factor
	% of Tractor-Trailer Truckson Minor-Street Approach	D less than 70 feet	D of 70 feet or more
	0% to 2.5%	0.50	0.50
	2.6% to 7.5%	0.75	0.75
	7.6% to 12.5%	1.00	1.00
	12.6% to 17.5%	2.30	1.15
	17.6% to 22.5%	2.70	1.35
	22.6% to 27.5%	3.28	1.64
	More than 27.5%	4.18	2.09

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