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TRAFFIC SIGNAL DESIGN GUIDELINES
Index of Standard Drawings
Drawing No. Title Sheets Date
S-51.0 Typical Location of Traffic Signal Standards 1 01-31-02
S-55.0 Typical Layout for Activated Pedestrian Warning Device 1 06-24-10
S-60.0 Fire Station Warning Beacons 1 01-30-06
S-65.0 Mastarm Signal Head Placement 2 01-30-06
S-70.0 Limit Line Inductive Loop Detector Placement 2 06-24-10
S-73.2 Accessible Pedestrian Signal (APS) 1 06-24-10
S-75.0 Special Detector Applications 6 03-03-09
S-85.0 Application of Visibility-Limited Traffic Signal Heads 11 01-30-06
S-100.0 Operation and Design of Signalized Jogged Intersections 12 06-24-10
S-101.0 Typical Traffic Signal Layouts 8 06-24-10
S-102.0 Mastarm Signal Head Installation Criteria 1 11-13-98
S-103.0 Criteria for 12" Signal Heads 1 03-27-08
*
R A
3'
50' 20'
Crosswalks aligned 45' 17'
per S-490.0
40' 13'
35' 10'
A 30' 6'
25' 2'
20' 0'
R
15' 0'
3' * Adjust distance A so that
Install at any pedestrian pushbutton
crosswalk line is within 5' of crosswalk line.
or limit line If this is not feasible, then a
Type 7 pole is to be used.
10' Minimum where
feasible if median
signal is necessary
Raised median
Generally; install along the curb face
prolongation. The locations may be
adjusted to satisfy cone-of-visibility
3'
3'
requirements, to avoid below-ground
obstructions, or to ensure that any
pedestrian pushbutton is within 5' of
the crosswalk line. If the selected pole
location is not within 5' of the crosswalk
line, then a Type 7 pole is to be provided
for a pedestrian pushbutton. Mastarm
locations should be a minimum of 50'
downstream of the approach stop line.
When this is not feasible, a shorter
distance consistent with the requirements
See detail See detail
of the MUTCD, Section 4D.15, may be
used.
above above
Note: For these and other Title
DWN MT 01-23-02
intersection alignments not 1
CKD Typical Location of Traffic 1
depicted above, the distance
between the center of the T. E. Signal Standards
pole to the curb face shall Sr. T. E. TLJ 01-29-02 CITY OF LOS ANGELES
be 3', unless otherwise Pr. T. E. GO 01-30-02 DEPARTMENT OF TRANSPORTATION
shown on plan.
Approved 1-31-2002 Drawing No.
S-51.0
for Frances T. Banerjee, General Manager
Flashing beacon
PED PED
activated by pedestrian push button
Notes: W11-2 XING XING
1. The flash pattern utilizes LED heads
and a Model 2070 controller. There are
60 flash periods per minute. The flash
period for each beacon includes three
pulses within 0.5 seconds and a pause
of 0.5 seconds. The pulses of one
beacon alternate with the pause of the
other beacon, as shown below.
W
2. Flash length is seconds
3.5
and retimes with each call.
3. See S-481.0 for required
advance signing, pavement
marking, and red curb. R1-5
R9-3a's R9-3a's
4. At school crossings, school
R9-3b's R9-3b's
related signs and pavement
markings shall be used in
R1-1
place of those shown hereon,
as per S-481.0.
36"
42"
W11-2(mod) Detail"A"
R1-1
FL.Y FL.Y
R62E(CA) R62E(CA)
W16(mod) PPB
PPB
W11-2's & W11-2's &
30'
Detail"A"
Detail "A" W16-7p's FL.Y FL.Y W16-7p's
20' 20'
Duty Mastarm Mastarm
Cycle
Pulse Intensity
On Off R1-5
0.1 0.1
Beacon One
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0
sec
Time
Pulse Intensity
W
Beacon Two
XING XING W11-2
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0
Time
sec
PED PED
DWN EC 6-10-10 Title
1
CKD Typical Layout for 1
T. E. Activated Pedestrian Warning Device
Sr. T. E. CITY OF LOS ANGELES
Pr. T. E. DEPARTMENT OF TRANSPORTATION
Approved June 24, 2010 Drawing No.
S-55.0
for Rita L. Robinson, General Manager
Fire Station
To switch
0'~20' ~
R1 5'~20'
20' min. M.A.
Detail A
Detail B
~ 20' min. M.A.
To controller at adjacent signal if Condition C Note: Final street lighting may not include
is satisfied or within 300 feet. (see Note 3) the depicted mastarm lighting shown.
33" symbol per SW 21B
12" 12"
2'
Y Y Y Y
WHEN FLASHING WHEN FLASHING
4" Series D
1' 5' 1' (Same dimensions as Detail A)
Detail A
Detail B
Authorization
Fire Station Warning Beacons shown on this plan are authorized when:
1. There are existing warning beacons that flash all-day or during non-emergency periods and it is
desired to retain some form of warning beacons; or
2. There are no existing warning beacons, the Fire Station Captain requests or concurs with Fire Station
Warning Beacons, and an engineering study using LADOT guidelines documents Condition A, B, C or D
below:
A. An accident pattern involving emergency vehicles at or near the fire station driveway.
B. The cross traffic visibility between the emergency vehicle driver and arterial street motorists is less
than an acceptable gap.
C. The queue extending from a nearby signal recurrently blocks the driveway and "KEEP CLEAR"
pavement messages have not been effective.
D. There is in excess of 30 seconds of delay for existing emergency vehicles.
Operation
1. The beacons are dark in the absence of a manual emergency response activation.
2. Upon an emergency response, a station officer manually activates a switch to commence flashing of the
yellow beacons. The beacons immediately flash alternately in push/pull fashion. The duration of emergency
flashing operation generally is 45 seconds. The warning signs and flashing beacons complement Section
21806 of the Vehicle Code, regarding driver and pedestrian responsibilities near authorized emergency
vehicles. They serve to alert motorists when an emergency is in effect and where emergency vehicles will
be entering the street.
3. If Condition C is satisfied or if there is an adjacent traffic signal within 300 feet then it should operate
under pre-emption operation. This pre-emption operation will hold vehicles from approaching the fire
station in one direction, allow queued vehicles to clear the driveway in the opposite direction and enable
emergency vehicles to clear the intersection. The operation is as follows:
The phase receiving the green goes to normal pedestrian and yellow clearances followed by 3 seconds of
all red for all approaches with an opposing, permissive left-turn, in order to preclude a left-turn trap
situation. Then the approach to the adjacent signalized intersection which is on the departure from the
Fire Station goes to green and stays in green. All other vehicle approaches stay in red and pedestrian
indications provide a solid Upraised Hand (Don't Walk) display.
4. At the end of emergency preemption, normal signal operation resumes from the current position. Flashing
yellow beacons are extinguished.
DWN MT 12-05-05 Title
1
1
CKD
Fire Station Warning Beacons
T. E.
Sr. T. E. CITY OF LOS ANGELES
Pr. T. E. SS 1-25-06 DEPARTMENT OF TRANSPORTATION
Approved January 30, 2006 Drawing No.
S-60.0
for Frances T. Banerjee, Interim General Manager
Protected left-turn phasing
Protected permissive
left-turn phasing
Opposed phasing or lag
left-turn phasing
Permissive phasing
Middle of No.2 Lane
Middle of Left-turn Lane(s)
Middle of No.1 Lane
No. 2 Lane
Note 3
Extension of
Middle of
Applicable
Approach lane
5'
Detail "A"
Notes:
1. For new construction, the mastarm length should be selected so that the head locations are
within 3 feet of the locations shown above. Curved alignments should locate the mastarm head
within 3 feet of the tangent to the center of the respective approach lane at stop line (see
Detail A). Where street trees or other obstructions interfere with signal head visibility, the
mastarm signal head location should be extended to provide adequate visibility.
2. For existing traffic signals where there is a project involving special funding, mastarm lengths
should be changed to ensure that they meet the criteria in Note 1.
3. Where an approach has 4 or more through and right turn lanes, a second mastarm signal
head should be placed 15 feet to the right.
DWN MT 12-05-05 Title
MASTARM SIGNAL HEAD 1
CKD
2
PLACEMENT
T. E.
Sr. T. E. CITY OF LOS ANGELES
Pr. T. E. SS 1-25-06 DEPARTMENT OF TRANSPORTATION
Approved January 30, 2006 Drawing No.
S-65.0
for Frances T. Banerjee, Interim General Manager
Alternate location when
visibility distance stated 12"
below cannot be achieved
with preferred location
preferred location
D
Provide a nearside highmount 12" signal
head to supplement the mastarm head °
when the mastarm head is not visible 20
°
0
2
or is outside of the 20° cone anywhere
along a curved approach within "D"
as shown in the table. W41 signing shall
be installed for any speed limit where
minimum visibility distances shown in
Table 4-1 of the MUTCD cannot be met.
Clearance to a highmount 12" head
mounted on a vertical standard should
be between 14' and 18', and positioned
to avoid interference with visibility
obstructions such as utility lines.
Speed Limit D
mph ft
25 215
30 270
35 325 Curved Approach Criteria
40 390
45 460
50 540
55 625
CITY OF LOS ANGELES Title
MASTARM SIGNAL HEAD 2
Drawing No.
DEPARTMENT OF TRANSPORTATION PLACEMENT
2
S-65.0
1' TYP.
Dist. Bet. DYCL No. of Pairs Dist. Bet. Loop Dist. Bet. DYCL No. of Pairs Dist. Bet. Loop
and Curb Face (A) of Loops and Curb Face (B) and Curb Face (A) of Loops and Curb Face (B)
10' 1 3' 15' 1 6'
11' 1 3' 16' 1 6'
12' 1 3' 17' 1 7'
13' 1 4' 18' 1 8'
14' 1 5' 19' 1 8'
CASE B: DUAL PAIR
B
A
C
S
C
A
8' TYP.
B
1' TYP.
Dist. Bet. DYCL No. of Pairs Dist. Bet. Loop
and Curb Face (A) of Loops and Curb Face (B) Dist. Bet. Loops (C)
20' 2 3' 15'
21' 2 3' 15'
22' 2 3' 16'
23' 2 3' 16'
24' 2 4' 16'
25' 2 5' 16'
Single Lane Approaches
SEE S-70.1A AND S-70.1D DWN EC 6-10-10 Title
LIMIT LINE INDUCTIVE 1
IN THE SPECIAL PROVISIONS CKD 2
LOOP DETECTOR PLACEMENT
AND STANDARD DRAWINGS T. E.
FOR THE INSTALLATION AND Sr. T. E.
CITY OF LOS ANGELES
MODIFICATION OF TRAFFIC SIGNALS Pr. T. E. DEPARTMENT OF TRANSPORTATION
Approved June 24, 2010 Drawing No.
FOR INSTALLATION DETAILS
S-70.0
for Rita L. Robinson, General Manager
Single Lane Approaches
A
B
C
D
Centered in Lane
S
Centered in Lane
D
C
B
A
1' TYP.
See Guidelines on
Single Lane Approaches
Multi Lane Approaches
NOTES:
1. ALL LOOPS ARE 6' x 6' WITH 8' SEPARATION.
2. A,B,C,D ARE DIMENSIONS TO BE SHOWN ON PLANS
3. THE LOOP DETECTORS ADJACENT TO THE LIMIT LINE
SHALL BE BICYCLE DETECTORS.
4. SEE STD. DWG. NO. S-70.1A AND S-70.1D FOR
INSTALLATION DETAILS.
CITY OF LOS ANGELES Title
LIMIT LINE INDUCTIVE 2
Drawing No.
2
DEPARTMENT OF TRANSPORTATION LOOP DETECTOR PLACEMENT S-70.0
Ped-Actuated Pedestrian Crossing Pre-Timed & Rest-in-Walk
(Pushbutton activates accessible pedestrian
signals and the WALK interval.) Pedestrian Crossing
(Pushbutton activates accessible pedestrian signals
only. WALK interval is on recall.)
5 conductor START CROSSING
5 conductor START CROSSING
Watch For
cable Vehicles cable Watch For
Vehicles
DON'T START
Finish Crossing
2p If Started
DON'T START
Finish Crossing
O2 APS TIME REMAINING APS If Started
To Finish Crossing
TIMER
TIME REMAINING
To Finish Crossing
TIMER
DON'T CROSS
TO CROSS DON'T CROSS
PUSH BUTTOM
O2 APS APS
2p
PATENT 6,340,936 PATENT 6,340,936
wires to controller pedestrian
pushbutton (PPB) input
Notes:
1. APS shall be used for situations where new pedestrian pushbuttons are
being installed or where they are being replaced, due to maintenance.
2. Audio Specifications:
WALK interval
-Rapid "Tick" tone is activated with a duration of 0.15 second and repeats at 0.25 second interval
for a maximum of 7 seconds. Then APS returns to locator tone for the remainder of WALK interval.
FLASHING DON'T WALK interval and SOLID DON'T WALK interval
-Locator tone shall have a duration of 0.15 second and repeat at 1-second intervals.
3. Vibrotactile Specifications:
-Pushbutton vibrates only during the first 7 seconds of the WALK interval.
-Tactile arrows shall be aligned parallel to the direction of travel on the associated crosswalk.
-WALK tone and vibrotactile require actuation, even at pre-timed crossings.
4. See MUTCD 2003, Figure 4E-2 for pushbutton locations.
5. Countdown pedestrian heads shall be installed at all accessible pedestrian signal locations.
6. A separate 5 conductor cable shall be used to isolate from any other wires.
DWN EC 6-10-10 Title
CKD ACCESSIBLE PEDESTRIAN SIGNAL
T. E. (APS)
Sr. T. E. CITY OF LOS ANGELES
Pr. T. E. DEPARTMENT OF TRANSPORTATION
Approved June 24, 2010 Drawing No.
S-73.2
for Rita L. Robinson, General Manager
20" Varies 20" 20" Varies 20"
Photo Red Light Detection
~
~
~
~
~~ ~~
~~ ~~
~~ ~~
~~ ~~
ight Detectors are used at signalized intersections having Automated
S
ent to activate a camera mounted on a nearby pole to photograph
g the intersection during the red interval.
~
~
~
~
hown is a typical installation. Field conditions may necessitate
250'+50'
s in each lane are used to determine the speed of the vehicle just
System Detection
g the intersection. If Notes
the vehicle speed indicates the vehicle is
red interval, an initial photograph is taken. A
ersection during the 1. System Detectors identify volume and occupancy and are used to determine the timing
raph is taken one second later to show the vehicle fully within the
parameters in an automated signal system.
2. They are to be installed at 1/4 mile points or less and on all arterial street approaches.
However, if an arterial street carries less than 8,000 ADT then system detection on the
actuation loops may require adjustment in photo loops. Maximum
associated approaches may be deleted.
een two actuation loops shall not exceed 16'.
3. The precise locations are adjusted to avoid placement at cross streets, alleys, driveways,
maintenance holes or vaults.
~
~
~
~
~~ ~~
~~ ~~
~~ ~~
~~ ~~
Title S
Drawing No.
ANGELES
Special Detector 7
NSPORTATION
Applications
7
S-75.0
~
~
~
~
Distance per Table below
Detector Setback Table Advance Detection
Speed Limit Minimum Distance
Notes
mi/hr ft
1. Advance Detectors are used to call and extend the green for
25 105
higher speed arterial streets where the approach is actuated.
30 140
2. Generally, they are used in conjunction with limit line detection.
35 185
However, on streets with all-day parking prohibitions and no side
40 230
45 285
streets, alleys or driveways downstream of the advance detectors,
50 340 limit line detection may be deleted. In this case the advance
55 405 detectors can count arrivals on red and provide the appropriate
initial green time.
3. They are located so that a vehicle just upstream of the detector
that is displayed a yellow, due to a gap-out, max-out or force-
off, can comfortably decelerate to a stop.
4. On actuated approaches they shall be used for speeds of 40
miles per hour and above and may be used for lower speeds.
5. Where appropriate, they can be adapted to also function as
system detectors.
DWN MT 2-24-09 Title
CKD Special Detector 1
6
T. E. Applications
Sr. T. E. JW 2-27-09 CITY OF LOS ANGELES
Pr. T. E. SS 3-3-09 DEPARTMENT OF TRANSPORTATION
~
Approved March 3, 2009 Drawing No.
~~ ~~
S-75.0
for Rita L. Robinson, General Manager
~
~
~
~
Left Turn Pocket Length
Distance per
Table Below
S
Left Turn Queue Detector
Notes
1. The Left Turn Queue Detector is used for protected-permissive left turn phasing to place
a call and extend the protected phase only when a queue of sufficient length develops.
2. Two six-foot diameter circular loops with eight-foot spacing shall be used for queue detection.
3. Typically, three seconds of call delay should be used to distinguish a moving vehicle from
a standing queue.
4. Lagging permissive-protected operation shall be utilized only where there is no opposing
permissive left turn, because permissive left turners opposing a protected left turn could
mistakenly believe that all through movement has been stopped.
5. The placement of the queue detector is based upon the left turn lane storage distance, the
queued vehicle desired to be detected, and the left turn phase sequence, according to the
table below. The fourth queued vehicle generally should be detected, which minimizes the need
for phase actuations while tending to ensure a maximum of two cycles of delay for the second
and third vehicles. Third vehicle detection should be considered where there is a high
probability that left turn vehicles might block the adjacent through lane.
6. The left turn pocket should be lengthened, where feasible, to provide sufficient reserve
storage to accommodate additional arriving vehicles after the detected vehicle places a call.
To minimize the probability of vehicles blocking the adjacent through lane, the designated left
turn vehicle should be detected for the associated pocket length shown in the table below.
When the left turn lane is less than 110 feet, limit line detection without queue detection should
be used for a leading phase, and a 20-foot setback should be used for a lagging phase.
7. If a queue detector is implemented where the adjacent approach lanes are actuated, limit
line detection is also required to place a call for the through phase (permissive turn),
in addition to queue detection for the left turn phase.
8. Where protected-permissive phasing has been authorized, based on documented bus delay,
the queue detector should be placed upstream of the limit line, as shown in table. If a bus is
the only vehicle, it will not place a call and will be able to turn during the permissive phase. If
it is the second or third vehicle in the queue, the bus will place a call. If it is in the queue
upstream of the detector, the preceding vehicles will place a call.
Detector Setback Table (feet)
Detector Setback
Minimum
Detected
Pocket
Vehicle Leading Lagging
Length Phase Phase
110 Third 45 20
145 Fourth 70 35
110 Bus 55 25
Left Turn Pocket Length
Distance per
Title Table Below
Drawing No.
CITY OF LOS ANGELES Special Detector 2
DEPARTMENT OF TRANSPORTATION
Applications
6
S-75.0
S
S
~~
~~
~~
~
~
~
Distance per Table below
, Advance Detection
45'
Revised
9, 2001 Detector Setback Table
an Speed Limit Minimum Distance
mi/hr
LANE
BIKE
ft
25 105
30 140
35 S 185
40 230
45 285
LANE
BIKE
50 340
45' 55 405
Bicycle Detection
Notes
1. Advance Detectors are used to call and extend the green for
higher speed arterial streets where the approach is actuated.
2. They are located so that a vehicle just upstream of the detector
that is displayed a yellow, due to a gap-out, max-out or force-
Notes off, can comfortably decelerate to a stop.
e 3. On actuated approaches they shall be used for speeds of 40
miles per on streets where the adjacent vehicle
1. The Bicycle Dectector is used in bicycle lanes, hour and above and may be used for lower speeds.
rs 4. Where green for bicyclists.
lanes are actuated, to call and extend the appropriate, they can be adapted to also function as
system detectors.
5. senstive they limited in conjunction with limit
2. The special detector configuration isGenerally, to theare usedmetal content in bicycles.line detection.
However, on streets with all-day parking prohibitions and no side
3. The placement of the advance detectors recognizes their slower travel speeds
streets, alleys or driveways downstream of the advance detectors,
(approximately 10 miles per hour), relative to those of motor vehicles, and enables
limit line detection may be deleted. In this case the advance
bicyclists to extend the green in order to clear the intersection before the red is
detectors can count arrivals on red and provide the appropriate
displayed. The placement of the advance detectors is optional.
initial green time.
4. Bicyclists at or upstream of the advance detectors can comfortably decelerate to a stop.
r 1
5. Bicycle detectors are shown in S-70.1D.
Left Turn Queue Detection
Notes
1. The Left Turn Queue Detector is used for protected-permissive or permissive-protected
turn phasing to place a call and extend the protected phase only when a queue of suffic
length develops.
Distance per
Table below
2. Two six-foot diameter circular loops with eight-foot spacing shall be used for queue de
3. Typically, three seconds of call delay should be used to distinguish a moving vehicle from
a standing queue.
S
4. Lagging permissive-protected operation shall be utilized only where there is no opposin
permissive left turn, because permissive left turning motorists opposite a protected left
could mistakenly believe that all through movement has been stopped.
5. The placement of the queue detector is based upon the left turn lane storage distance,
r
e pe
queued c below desired to be detected, and the left turn phase sequence, according to t
ta vehicle
n
s
Di e
tableabelow. The fifth queued vehicle generally should be detected, which minimizes the
bl
T
for phase actuations while tending to ensure a maximum of two cycles of delay for the
and fourth vehicles. Fourth or third vehicle detection should be considered where there
probability that left turn vehicles might block the adjacent through lane.
Rest-In-Red Detection
6. The left turn pocket should be lengthened, where feasible, to provide sufficient reserve
storage to accommodate additional arriving vehicles after the detected vehicle places a
To minimize the probability of vehicles blocking the adjacent through lane, the designate
Detector Setback
turn vehicle should be detected for the Table
associated pocket length shown in the table belo
lane is Speed 110 feet,
When the left turn Desired less than Distance limit line detection without queue detection
be used for a leading phase, and a 20-foot setback should be used for a lagging phase
mi/hr ft
7. If a queue detector is implemented where the adjacent approach lanes are actuated, lim
15 45
a
line detection is also required to place70 call for the through phase (permissive turn),
20
in addition to queue detection for the left turn phase.
25 105
30 140
8. Where protected-permissive phasing has been authorized, based on documented bus de
35 185
the queue detector should be placed upstream of the limit line, as shown in table. If a b
40 230
the only vehicle, it will not place a call and will be able to turn during the permissive pha
Notes it is the second or third vehicle in the queue, the bus will place a call. If it is in the queu
upstream of the detector, the preceding vehicles will place a call.
1. Rest-In-Red Detectors are used to cause motorists to decelerate on the
Detector Setback Table (feet)
approach to a signal, where there is a documented accident pattern with
all
excessive speed as the primary factor. The signal rests in red for Detector Setback
Minimum
Detected
directions when there is no call. On the arterial approach it rests in red
Pocket
Vehicle Leading
until the vehicle places a call at which time the signal turns green Lagging
(assuming no call on the side street). Length Phase Phase
110 Third 45 20
S
LANE
BIKE
PB3
45'
PB3 1
3'
BUS ZONE
3'
PB3
15' 3
Detection
Bicycle LOOP
BUS
S
BUS LOOP
B1
B2
15'
3'
~
~
3'
PB3 BUS ZONE
1 4
Notes
EXIST. I/C
1. The Bicycle Dectector is used in bicycle lanes, on streets where the adjacent vehicle
lanes are actuated, to call and extend the green for bicyclists.
Bus Priority Detection with An Arterial Cross Street
2. The special detector configuration is senstive to the limited metal content in bicycles.
3. The placement of the advance detectors recognizes their slower travel speeds
(approximately 10 miles per hour), relative to those of motor vehicles, and enables
1 5
PB3
bicyclists to extend the green in order to clear the intersection before the red is
ALTERNATIVE CONNECTION
1
displayed. SEE NOTE 5
advance detectors can comfortably decelerate to a st
4. Bicyclists at or upstream of the PB3
OR
5. Bicycle detectors are shown in S-70.1D.
3'
SEE NOTE 4
S
B1
BUS LOOP
3'
Bus Priority Detection with A Minor Cross Street
1
PB3 PB3
BUS ZONE
2 Title
Drawi
CITY OF LOS ANGELES
Special Detector
B4
B3
3' TYP. 15' 3 4
DEPARTMENT
BUS LOOP OF TRANSPORTATION
Applications
8
S-
S
BUS LOOP
B2
B1
3 15' 3' TYP.
2
BUS ZONE
PB3 PB3
1
PB3
Bus Priority Detection on A Divided Street
Title
Drawing No.
CITY OF LOS ANGELES
Special Detector 5
DEPARTMENT OF TRANSPORTATION
Applications
6
S-75.0
LANE
BIKE
S
r
e pe
nc w
s ta b elo
Di bl
e
Ta
2070 CONTROLLER
2
IN 332 CABINET 1
PB3
Rest-In-Red Detection
PB3
3'
BUS LOOP
B2
Detector Setback Table
1'
6'
Max.
Desired Speed Distance
S
mi/hr ft
6'
1'
Max. 15 45
B1
BUS LOOP
20 70
25 105
3'
PB3 30 140
35 185
1
40 230
. Bus Priority Detection at A Mid-Block Crosswalk Signal
Notes
1. Rest-In-Red Detectors are used to cause motorists to decelerate on the
approach to a signal, where there is a documented accident pattern with
excessive speed as the primary factor. The signal rests in red for all
directions when there is no call. On the arterial approach it rests in red
until the vehicle places a call at which time the signal turns green
top. (assuming no call on the side street).
Bus Priority Construction Notes:
1 CONDUIT a safe stopping distance
INSTALL ONE PAIR #12 2. The detectors are3 placed at RUN ALONG OUTSIDE EDGE for the desired speed,
AWG DLC
such as
FROM EACH LOOP TO CONTROLLER the design speed of a curve, as shown in the table.
OF GUTTER.
the desired speed PULLBOX.
3. Motorists traveling at or belowCONDUIT AND INSTALL will not start to decelerate
4 INTERCEPT
2
INSTALL TWO PAIR #12 AWG DLC
when crossing the detector because the signal will immediately change
FROM LOOP TO CONTROLLER
to green. 5 PROTECT EXISTING LOOP.
4. Motorists traveling above the desired speed and who see the red display will
start to decelerate upstream of the detector at or before a stopping distance
corresponding to their speed. They will decelerate to a slower speed until they
reach the detector at which point the signal will change to green, if there
is no side street call.
Bus Priority Notes:
5. Generally they are used in conjunction with limit line detection. However, on stre
with all-day a Type 332 cabinet.
1. Use Model 2070 controller in parking prohibitions and no side streets, alleys or driveways
downstream of the advance detectors, limit line detection may be deleted.
2. Use 2" conduit for the bus loop, unless otherwise specified.
6. Nearside mastarm heads are to be provided to enhance visibility, if necessary,
as per shall have one
3. Loops 6'x40' and larger S-65.0, Sheet 2. turn of wire.
Smaller loops shall have two turns of wire.
4. Placement of the bus loop in the exact center of the cross street
is not critical, and should be adjusted to avoid manholes, vaults, etc.
ing No. 5. Where stamped crosswalks exist, stubout shall emerge within the
Title
Dra
CITY OF LOS ANGELES
center of intersection.
Special Detector 5
-75.0 DEPARTMENT OF TRANSPORTATION
Applications
8
S
6. Bus priority loops are shown in S-70.1F.
Title
Drawing No.
CITY OF LOS ANGELES
Special Detector 6
DEPARTMENT OF TRANSPORTATION
Applications
6
S-75.0
ility Head Visibility Nomograph for Standard Visor Head
Visibility Nomograph for LED Lens and
Place the line for "Center of Signal head.
Place the line for "Center of Signal Head Alignment" along assumed alignment of Head Alignment" along assumed align
ent of head. Determine conformance with restricted visibility to conflicting approaches.
Use to restrict Check to see if the cone of visibility is adequate for all applicable appro
triction. Check and is adequately restricted to conflicting approaches.
s. During low
limits.
PV 0
L
Vi
ns
si
Le
bi
lit
of
y
of
y
lit
Le
bi
ns
si
Vi
27.5°
0
27° 27° 27.5°
Longitudinal Visibility Application-See Sheet 2
45°
45°
Lateral Visibility
General Notes-See Sheet 3 55
Visibility Nomographs-See Sheets 4 ~ 9
it
Lim
Beveled Visor Application-See Sheet 10
V is
Center of Signal Head Alignment
ib i
Application-See Sheet 11
Long Visor 54° lity
lit
Not to be seen by conflicting approach
Programmed Visibility Application-See Sheet 12
ibi
ns
Vis
50
Le
of
Vis
Center of Signal Head Alignment
lity
ibi
ib i
lity
V is
of
50
Le
ns
DWN MT 10-28-98 Title
DWN MT 10-28-98 Title
plication of 8
Application of 4 App
CKD 12
ility-Limited 12
Visibility-Limited
CKD
Visibi
Signal Heads T. E. Heads
Traffic Signal E.
T. Traffic
Sr. T. E. CITY OF LOS ANGELES
OF LOS ANGELES Sr. T. E. CITY
T OF TRANSPORTATION Pr. T. E.
DWN MT 12-06-05
Title
Application of
DEPARTMENT OF TRANSPORTATION
Pr. T. E. DEPARTMENT
1
Approved
CKD Visibility-Limited
1998 Drawing No.
11
1998 Drawing No. Approved
T. E. Traffic Signal Heads
S-85.0
Sr. T. E.
S-85.0
CITY OF LOS ANGELES
Frances T. SS General
Pr. T. E. Banerjee, 1-25-06Manager
DEPARTMENT TRANSPORTATION
OFFrances T. Banerjee, General Manager
Approved January 30, 2006 Drawing No.
S-85.0
for Frances T. Banerjee, Interim General Manager
Head Visibility Nomograph for Left Beveled Visor Head
ment of head. Place the line for "Center of Signal Head Alignment" along assumed alignment of head.
Use to determine conformance with restricted visibility to conflicting approaches.
ach lanes
ED
WB(ground) EB(ground)
<300' cutoff
cutoff
ns
Le
of
27°
13°
y
lit
bi
si
45°
Vi
0
24°
40°
Not to be seen by
y
conflicting approach
3.5' 8' 8' 3.5'
Lim
ns
ns
Le
Lens
it
Le
of
Center of Signal Head Alignment
of
y of
y
lity
ilit
At the point where the visibility is 3.5' above ground passenger car motorists can
isib
see the signal. Where it is 8' all bus and truck drivers can see it.
ibi
ilit
Vis
1. Use programmed visibility heads for longitudinal cut-off where the distance V
V i s ib
between signalized intersections is 300' or less. 0
50
50
2. Mask the downstream green display so that a motorist stopped on red at the
upstream signal will not inadvertently act on the downstream green display.
Mask the downstream red display so that a motorist receiving a green at the
upstream signal will not inadvertently act on the downstream red display.
3. Do not mask yellow displays so that drivers of buses and tall trucks can see
the change interval in time to safely decelerate to a stop. The masked red
display becomes visible after the yellow display terminates.
4. Use the longest ground cut-off feasible, so as to maximize visibility once
motorists discharge from the upstream signal . Yet, use a practical physical
point in the field, sush as a crosswalk line or prolongation of the curb line.
Due to "bleeding", use inside not outside crosswalk line. On the signal plan
show the physical point and not just the distance to the ground cut-off.
DWN MT 10-28-98 Title
lication of Application of
9 Longitudinal Visibility : 5
lity-Limited 12
CKD
Visibility-Limited 12
Programmed Visibility Head Application [TrafficPV (G,R Heads ]
Signal only)
Signal Heads T. E.
Sr. T. E. CITY OF LOS ANGELES
OF LOS ANGELES
OF TRANSPORTATION Pr. T. E. DEPARTMENT OF TRANSPORTATION
1998 Drawing No. Approved 1998 Drawing No.
S-85.0 S-85.0
Frances T. Banerjee, General Manager
CITY OF LOS ANGELES Title Drawing No.
Application of Visibility-Limited 2
11
DEPARTMENT OF TRANSPORTATION Traffic Signal Heads S-85.0
Visibility Nomo
Place the line for "Cente
Use to determine confor
Lateral Visibility Notes
1. At skewed or jogged intersections traffic signal heads are to be e
the need to restrict lateral visibility. To the extent possible all far
heads are to be designed to be configured so that no more than
the lens width can be seen by motorists positioned anywhere alon
line of a conflicting approach.
2. Where restricted lateral visibility is necessary, right or left beveled
visors or programmed visibility heads are to be used. Louvers are
be used, as they limit visibility to all approaches.
3. Right and left beveled visors restrict visibility to one side only. Lo
restrict visibility to both sides. Programmed visibility sections can
to restrict visibility to either or both sides.
4. Where they adequately restrict lateral visibility, beveled (right or le
visors are to be used in preference to programmed visibility head
can "bleed" beyond its masked limits during low light conditions.
5. Programmed Visibility heads have relatively narrow visibility cones
with standard heads. Where they are considered for application th
check to see that the visibility cone is adequate for the controlle
6. Clear acetate copies of visibility nomographs should be used to d ns
Le
applicability of each type of laterally restricted head.
ens
of
of L
lity
ib i
Vis
ility
0
V i s ib
50
CITY OF LOS ANGELES Title
Application of Visibility-Limited
DEPARTMENT OF TRANSPORTATION Traffic Signal Heads
led Visor Head Visibility Nomograph for Long
ssumed alignment of head. Visibility Nomograph for Standard Visor Head
Place the line for "Center of Signal Head Alignment" along
flicting approaches. Use to determine conformance with restricted visibility to c
Place the line for "Center of Signal Head Alignment" along assumed alignment of head.
Determine conformance with restricted visibility to conflicting approaches.
si 0
bi
Vi
ns
lit si
y
Le
bi
of lit
of
Le y
of
y
ns
lit
13° 13°
Le
bi
ns
si
Vi
0
27° 27°
24° 24°
45°
45°
26°
Not to be seen by
54° conflicting approach
ns
50
Le
Not to be seen by conflicting approach
ens
ens
ns
V is
Center of Signal Head Alignment
of
50
Le
ib i
of L
of L
lity
lity
of
Vis
ib i
Center of Signal Head Alignment
lity
V is
of
ility
ibi
ility
ib i
lity
0
Le
Visib
Visib
V is
ns
of
50
50
50
Le
ns
DWN MT 10-28-98 Title
Application of 6
Visibility-Limited 12 CKD
Traffic Signal Heads T. E.
CITY OF LOS ANGELES Sr. T. E.
ARTMENT OF TRANSPORTATION Pr. T. E. DE
1998 Drawing No. Approved
S-85.0
ral Manager Frances T. Banerjee, Gen
CITY OF LOS ANGELES Title Drawing No.
Application of Visibility-Limited 4
11
DEPARTMENT OF TRANSPORTATION Traffic Signal Heads S-85.0
Visor Head
assumed alignment of head.
nflicting approaches.
sn
Le
of
27°
13°
y
lit
bi
si
45°
Vi
0
24°
40°
ns
Not to be seen by
Le
conflicting approach
ns
of
ns
Le
ens
Le
y
ilit
of
Center of Signal Head Alignment
of L
isib
of
lity
lity
V
0
ibi
ility
ibi
Vis
Vis
Visib
0
50
50
Application of 7
Visibility-Limited 12
Traffic Signal Heads
CITY OF LOS ANGELES
PARTMENT OF TRANSPORTATION
1998 Drawing No.
S-85.0
ral Manager
CITY OF LOS ANGELES Title Drawing No.
Application of Visibility-Limited 5
11
DEPARTMENT OF TRANSPORTATION Traffic Signal Heads S-85.0
Visibility Nomograph for Right Beveled Visor Head
Place the line for "Center of Signal Head Alignment" along assumed alignment of head.
Use to determine conformance with restricted visibility to conflicting approaches.
0
Vi
si
bi
lit
y
of
Le
13°
27° ns
45°
24°
40°
seen by
Not to be approach
conflicti ng
ns
50
Le
ens
Vis
Center of Signal Head Alignment
of
i
of L
bil
lity
it y
ib i
V is
of
ility
0
Le
Visib
ns
50
CITY OF LOS ANGELES Title Drawing No.
Application of Visibility-Limited 6
11
DEPARTMENT OF TRANSPORTATION Traffic Signal Heads S-85.0
Visibility Nomograph for Long Visor Head
Place the line for "Center of Signal Head Alignment" along assumed alignment of head.
Use to determine conformance with restricted visibility to conflicting approaches.
13° 13°
24° 24°
26°
Not to be seen by
conflicting approach
ns
ns
Le
Le
ens
ens
Center of Signal Head Alignment
of
of
of L
of L
y
y
ilit
ilit
ib
ib
Vis
ility
bility
V is
0
0
Visib
Visi
50
50
CITY OF LOS ANGELES Title Drawing No.
Application of Visibility-Limited 7
11
DEPARTMENT OF TRANSPORTATION Traffic Signal Heads S-85.0
Visibility Nomograph for Programmed Visibility
Place the line for "Center of Signal Head Alignment" along assumed alignment of
The cone of visibility of the head can be masked within the limits shown. Use to
lateral visibility when beveled or long visors do not provide the required restriction.
to see if the cone-of-visibility is adequate for all applicable approach lanes. Durin
light conditions programmed visibility heads can "bleed" beyond the masked limits.
PV
15° 15°
Masked area within
these limits is
not to be seen by
conflicting approach
it
t
im
Limi
y L
Center of Signal Head Alignment
ilit
lity
V is ib
isibi
m V
m
im u
imu
Max
Max
CITY OF LOS ANGELES Title
Application of Visibility-Limited
DEPARTMENT OF TRANSPORTATION Traffic Signal Heads
Arden St.
A = 54° Angle of 50lens visibility
of a standard signal head. The signal
head shown is intended for Arden
Street motorists. However, it can be
seen too easily by Diagonal Street
motorists, since the Angle A shading
crosses that limit line.
B = 40° Angle of 50lens visibility
of a left-beveled visor signal head.
ent
Since the Angle B shading does not
Alignm
cross the limit line on Diagonal Street
a left-beveled visor would adquately
restrict lateral visibility.
d
l Hea
Di
Signa
ag
on
al
r of
St
C en te
.
A
B
Lateral Visibility:
Beveled Visor Application ( or )
CITY OF LOS ANGELES Title Drawing No.
Application of Visibility-Limited 9
11
DEPARTMENT OF TRANSPORTATION Traffic Signal Heads S-85.0
Ave
Clarita Beverly St.
Ce
nt
er
of
Si
gn
al
He
ad
Ali
gnm
en
t
B
Di
ag
on
al
St
.
A
A = 54° Angle of 50lens visibility of a B = 26° Angle of 50lens visibility
standard signal head. The signal head of a long visor signal head. Since
shown is intended for Diagonal Street the Angle B shading does not cross
motorists. However, it can be seen too the limit line on Beverly Street nor
easily by Beverly Street and Clarita on Clarita Avenue a long visor would
Avenue motorists, since the Angle A adequately restrict lateral visibility.
shading crosses their respective limit lines.
Lateral Visibility:
Long Visor Application ( )
CITY OF LOS ANGELES Title Drawing No.
Application of Visibility-Limited 10
11
DEPARTMENT OF TRANSPORTATION Traffic Signal Heads S-85.0
fo
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yeb "deelb" yam C elgnA
.nwohs stimil ytilibisiV laretaL
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9 ~ 4 steehS eeS-shpargomoN ytilibisiV
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11 teehS
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eltiT 89-82-01 TM NWD
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ppA 11 fo noitacil
21 DKC 21
DKC
detimiL-ytilibisiV
bisiV detimiL-ytil
sdaeH langiS ciffarT .E .T
ciffarT .E .T sdaeH langiS
SELEGNA SOL FO YTIC .E .T .rS
YTIC .E .T .rS SELEGNA SOL FO
TNEMTRAPED NOITATROPSNART FO TNEMTRAPED .E .T .rP
.E .T .rP NOITATROPSNART FO
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devorppA .oN gniwarD 8991
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reganaM lareneG ,eejrenaB .T secnarF
dna sneL DEL rof daeH
hpargomoN dradnatS
rosiV ytilibisiV rof hpargomoN ytilibisiV daeH ytil
ngila demussa gnola "tnemngilA.daeh
daeH fo tnemngila
langiS fo demussa
retneC" rof gnola
enil "tnemngilA
e ht ecalP daeH langiS fo retneC" rof enil eht ecalP
.sehcaorppa gnitcilfnoc ot ytilibisiv detcirtser htiw ecnamrofnoc enimreteD .daeh fo tn
orppa elbacilppa lla rof etauqeda si ytilibisiv fo enoc e ht fi ees ot kcehC tcirtser ot es
.sehcaorppa gnitcilfnoc ot detcirtser yletauqeda si dna kcehC .noitci
wol gniruD .
.stimil
L VP
s
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°5.72 °5.72 °72 °72
0
2 teehS eeS-noitacilppA ytilibisiV lanidutignoL
°54
°54
ytilibisiV laretaL
55
sneL fo ytilibisiV0 3 teehS eeS-setoN lareneG
9 ~ 4 steehS eeS-shpargomoN ytilibisiV
ti m
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isi
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lib
yt
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hcaorppa gnitcilfnoc yb nees eb ot toN
ili b
s
21 teehS eeS-noitacilppA ytilibisiV demmargorP
i si
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ne
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0
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i si
fo
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sn
tnemngilA daeH langiS fo retnC
tnemngilA daeH langiS fo retnC
eltiT 89-82-01 TM NWD
eltiT 89-82-01 TM NWD
ppA 4 fo noitacilppA fo noitacil
8
21 DKC
DKC 21
bisiV detimiL-ytilibisiV detimiL-ytil
sdaeH langiS ciffarT .E .T
ciffarT .E .T sdaeH langiS
SELEGNA SOL FO YTIC .E .T .rS
YTIC .E .T .rS SELEGNA SOL FO
eltiT 50-60-21 TM NWD
1
TNEMTRAPED NOITATROPSNART
fo noitacilppA FO TNEMTRAPED .E .T .rP
.E .T .rP NOITATROPSNART FO
11 DKC
8
detimiL-ytilibisiV 991
.oN gniwarD devorppA
devorppA .oN gniwarD 8991
sdaeH langiS ciffarT .E .T
SELEGNA SOL FO YTIC .E .T .rS
0.58-S 0.58-S
A RT FO TNEMTRAPEDreganaM lareneG
60-52-1 ,eejrenaB
SS .T E
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reganaM NOITATROPSNsecnarF
lareneG ,eejrenaB .T
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0.58-S
reganaM lareneG miretnI ,eejrenaB .T secnarF rof
daeH rosiV deleveB thgiR rof hpargomoN ytilibisiV
.daeh fo tnemngila demussa gnola "tnemngilA daeH langiS fo retneC" rof enil eht ecalP
.sehcaorppa gnitcilfnoc ot ytilibisiv detcirtser htiw ecnamrofnoc enimreted ot esU
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5
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s neL
ilib
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fo y
isi
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ti l b
eL
V0
sn
is V 0
5
tnemngilA daeH langiS fo retnC
.oN gniwarD eltiT SELEGNA SOL FO YTIC
6 detimiL-ytilibisiV fo noitacilppA
11
0.58-S sdaeH langiS ciffarT NOITATROPSNART FO TNEMTRAPED
a fo ytilibisiv snel05 fo elgnA °45 = A
daeh langis ehT .daeh langis dradnats
teertS lanogaiD rof dednetni si nwohs
oot nees eb nac ti ,revewoH .stsirotom
ecnis ,stsirotom eunevA aitralC yb ylisae
evA atiralC
.enil timil taht sessorc gnidahs A elgnA eht
fo ytilibisiv snel05 fo elgnA °04 = B
.daeh langis rosiv deleveb thgir a
ylisae ot nees eb nac oot ti ,revewoH
elgnA eht ecnis ,stsirotom eunevA aitralC yb
.enil timil taht sessorc gnidahs B
demmargorp a fo elgna deksam ehT = C
eht no deksam si tI .daeh langis ytilibisiv
gnidahs C elgnA eht taht os edis thgir
atiralC no enil timil eht ssorc ton seod
thgin ta dna rehtaew krad gniruD .eunevA
lanimon eht dnoyeb "deelb" yam C elgnA
.nwohs stimil B A
C
eC
tn
re
aiD
. Pedestrians might not be seen
S early-on by right-turning motorists.
Opposing vehicles might not be seen
early-on.
Opposing arterial left turns might
interlock.
Right Jog
. Pedestrians might not be seen
early-on by left-turning motorists.
. Opposing vehicles might not be seen
S early-on.
. Opposing left turns interlock.
. Difficult to determine if motorist is
making a left turn or jogged
through move.
. So-called opposing moves momentarily
can be positioned at approximatly right
Left Jog angles to each other.
Operational Challenges for the Minor Street
Approaches to Signalized Jogged Intersections
To select the most appropriate design for minimizing
the above challenges see Sheet 2.
DWN EC 6-10-10 Title
1
CKD Operation and Design of 12
T. E. Signalized jogged Intersections
Sr. T. E. CITY OF LOS ANGELES
Pr. T. E. DEPARTMENT OF TRANSPORTATION
Approved June 24, 2010 Drawing No.
S-100.0
for Rita L. Robinson, General Manager
01 & 02 =angle between motorist looking straight ahead and back of opposing vehicle
X1 & X2 =Distance along arterial from the crosswalk line or limit line to the signal pole
or BCR at the far side of the first intersecting leg.
D=Internal storage distance between real or hypothetical interior limit lines. For minor
offset D may be a small or negative number.
X1
02
D
01
X2
To select the most appropriate design:
1) Determine if there is a Left Jog or a Right Jog
See Sheets 3, 5, 7, 9, 10 and 11 for left jogged intersections and Sheets 4, 6, 8 and
12 for right jogged intersections.
2) Determine D
If D>40' then interior limit lines are required. If D<40' then the jog is operated as
a single intersection. See Sheets 10, 11 and 12 for intersections with interior limit
lines and Sheets 3 through 9 for single intersection operation.
3) Determine 01 and 02
If 01 or 02 is >20° and D<40' then some form of opposed phasing is required for
the minor street. See Sheets 7 through 9 for situations requiring opposed phasing.
See Sheets 3 through 6 for situations for which concurrent phasing is adequate. Note
that for Sheets 4 and 6 opposed phasing is required if diagonal crosswalks are not
feasible, due to the unexpected presence of pedestrians crossing the path of right-
turning motorists.
4) Determine X 1 and X2
If X1 and X 2 >50' and D<40' then only internal mastarms are to be used on the
arterial street. If X1 and X <50' then only external mastarms are to be used on the
arterial street. See Sheets 3, 4, 7, and 8 for internal mastarm designs and Sheets
5, 6 and 9 for external mastarm designs.
Note:
The drawings on Sheets 3 through 12 are not intended to show the required safety
lighting design. Final lighting designs may not include the depicted mastarm lighting and
and likely will include other lighting locations not shown.
Title
Drawing No.
CITY OF LOS ANGELES Operation and Design of 2
DEPARTMENT OF TRANSPORTATION Signalized jogged Intersections
12
S-100.0
1) Install wh
a) D<40'
b) 0 1 an
c) X1 an
2) The bevel
should be
APS where cro
6P would see
4P the lens
APS signal as
4P limit line.
8
0
be used
X2 would no
04
WATCH
OPPOSING 02 02 . 01
TRAFFIC in
m 08
' 02
R9-3a'S 0
3
=
2P R
6P
06
R9-3a'S
04 WATCH
02 06 OPPOSING
06 TRAFFIC
08 X1
04
8P APS
8P
APS
2P
1 2
5 6
Left jogged Intersection
Internal Mastarms
Title
CITY OF LOS ANGELES Operation and Design
DEPARTMENT OF TRANSPORTATION Signalized jogged Intersec
1) Install where:
a) D<40'; and
b) 0 1 and 0 2 <20; and -
c) X 1 and X 2 >50' ; and -
d) Diagonal crosswalks are feasible
2) Where diagonal crosswalks are not
APS R3-2 feasible, use opposed phasing, as
shown on Sheet 8.
2P
4P 3) The treatment to allow arterial left
06
turns in one direction and prohibited
in the other direction is an
WATCH operational option. For other
04
08 OPPOSING typical left turn operations on
TRAFFIC the arterial street see Sheets
6 and 8.
X2 R
C
M =
R APS 4) The beveled visors shown
IN 3 should be installed only
01 . 0
8P ' R3-2 where cross-traffic motorists
6P
02 06 would see 50or more of
04
02 the lens area of a far-side
2P 4P
06
08 signal as they wait at the
APS limit line. PV heads should be
02
used if beveled visors would
not be adequate.
R/C
.
IN
'M
5
X1
1
WATCH
OPPOSING
04
TRAFFIC 08 8P
02
6P
APS
1 2 3 4
5 6 7 8
Right jogged Intersection
Prohibited Left Turn
Title
Drawing No.
CITY OF LOS ANGELES Operation and Design of 4
DEPARTMENT OF TRANSPORTATION Signalized jogged Intersections
12
S-100.0
1) Install where:
a) D<40'; and
b) 0 1 and 0 2 <20; and
-
c) X 1 and X 2 <50'
APS
6P
APS
06 06
4P 4P
04
08
X2
WATCH
OPPOSING
TRAFFIC 01
04
R9-3a'S
2P 02
06 6P
. R9-3a'S
in 08
m
'
30 02
WATCH
R= OPPOSING
TRAFFIC
X1
04
08
02 02
8P
2P 8P APS
APS
1 2 3 4
5 6 7 8
Left jogged Intersection
External Mastarms
Title
Drawing No.
CITY OF LOS ANGELES Operation and Design of 5
DEPARTMENT OF TRANSPORTATION Signalized jogged Intersections
12
S-100.0
1) Install where:
a) D<40'; and
b) 0 1 and 0 2 < 20; and
-
c) X 1 and X 2 <50' ; and
d) Diagonal crosswalks are feasible
02 2) Where diagonal crosswalks are not
feasible, use opposed phasing, as
shown on Sheet 8.
APS
3) If arterial left turns are to be
2P allowed in both directions, at least
APS 4P one direction shall have protected
06 WATCH left turns, as shown. For other
08 OPPOSING
typical left turn options on the
TRAFFIC
04 arterial street see Sheets 4 and 8.
06
06
X2
02
08 APS
APS
6P
8P
4P
2P
APS
APS
04 01
05
02
X 1
WATCH 02
OPPOSING 08
04
TRAFFIC
05 8P
APS
6P
APS
1 2 3 4
5 6 7 8
Right jogged Intersection
Protected Left Turn
Title
Drawing No.
CITY OF LOS ANGELES Operation and Design of 6
DEPARTMENT OF TRANSPORTATION Signalized jogged Intersections
12
S-100.0
1) Install where:
a) D<40'; and
b) 0 1 or 02 >
2) The alternate s
shown below, w
head modificati
be used only w
would be opera
APS the more conve
Generally, the a
6P
APS 4P be necessary w
4P occur on most
APS lighter volume
should have th
04
If one or both
03 the arterial str
X2 then the inters
more efficient
02
04 02 O1 3) Where D>20', "
-
pavement mark
installed betwe
legs, as shown
R9-3a'S 02 APS
KEEP KEEP
CLEAR CLEAR
6P
R9-3a'S D
R9-3a'S
CLEAR CLEAR 1 2
2P
06
KEEP KEEP
APS
R9-3a'S 5 6
06
O2 03
06
04
X1 Alternate 1
03 1 2
APS 3P
3P APS
2P
APS 5 6
Alternate 2
1 2
5 6
Left jogged Intersection
Internal Mastarms/Opposed Phasing
Title
CITY OF LOS ANGELES Operation and Design
DEPARTMENT OF TRANSPORTATION Signalized jogged Intersec
1) Install where:
a) D<40'; and
18'min b) 0 1 or 02 >20
c) X1 and X2 > 50' -
2) The arterial, cat-tracked side-by-side
left-turn lanes, as shown, are possible
only where the painted median
channelization is at least 18' wide. For
other typical left turn options on the
arterial street see Sheets 4 and 6.
3) The alternate signal phasing schemes
shown below with corresponding signal
head modifications should be used
APS
only where the intersection would be
2P
operating near capacity with the more
3P 3P APS
APS
conventional opposed phasing. Generally,
03
the alternate phasing would be
necessary where pedestrian calls
06 occur on most cycles. Where used,
the lighter volume side street
X2 04
approach should have the right arrow
03 indications. If one or both of the
02 crosswalks across the arterial street
9' R9-3a'S
APS
can be eliminated, then the
min
02
intersection operation can have more
6P
02 06
efficient phasing than shown.
2P
06
APS 4) Where D>20' "KEEP CLEAR"
9' -
min 01
pavement markings should be
R9-3a'S installed between the cross street
04
legs, as shown in Sheet 7.
03 X1
04
02 APS 1 2 3 4
APS
4P
4P 6P
5 6 7 8
APS
Alternate 1
1 2 3 4
18'min.
5 6 7 8
Alternate 2
Right Jogged Intersection 1 2 3 4
Internal Mastarms
Opposed Phasing
5 6 7 8
Title
Drawing No.
CITY OF LOS ANGELES Operation and Design of 8
DEPARTMENT OF TRANSPORTATION Signalized jogged Intersections
12
S-100.0
1) Install where:
a) D<40'; and
b) 0 1 or 02 >20; and
c) X 1 and X 2 <50'
2) See Sheet 7 for alternate
signal phasing schemes.
APS
APS 4P 6P
06 06
4P APS
04
03
X2
01
04
R9-3a'S APS
02
2P 6P
APS 06
R9-3a'S
03
02
04 X1
03
02
APS
3P 02
APS
2P 3P
APS
1 2 3 4
5 6 7 8
Left jogged Intersection
External Mastarms/Opposed Phasing
Title
Drawing No.
CITY OF LOS ANGELES Operation and Design of 9
DEPARTMENT OF TRANSPORTATION Signalized jogged Intersections
12
S-100.0
Install where D>40'
4P
APS
4P
APS
6P
06
06
04
06
02
04 02
02
R9-3a'S
6P
R9-3a'S
D
R9-3a'S
2P
R9-3a'S
06
06 08
06
02
08
02
1 2 3 4
2P 02
8P APS
APS
8P 5 6 7 8
Left jogged Intersection
Interior Limit Lines
Title
Drawing No.
CITY OF LOS ANGELES Operation and Design of 10
DEPARTMENT OF TRANSPORTATION Signalized jogged Intersections
12
S-100.0
Install where:
a) 40'<D<20
02
b) There ha
APS
Right Ang
OLA PV or more
APS 4P
CUT-OFF 6P
APS
in a rece
at one o
04 OLB OLB 4P involving
OLB PV (G,R only) from the
02 02 05
04
05 APS
R9-3a'S
6P
R9-3a'S
D
R9-3a'S
2P
R9-3a'S
APS
01 08
01 06 06
OLA
PV (G,R only) 08
8P OLA OLA
1 2
APS
OLB PV
2P 8P APS
CUT-OFF
APS OLA
06
5 6
OLB
OLA and OLB inclu
Left jogged Intersection
Interior Limit Lines
Slot Clearance
Title
CITY OF LOS ANGELES Operation and Design
DEPARTMENT OF TRANSPORTATION Signalized jogged Intersec
1) Install where 40'<D<200'
2) Mask only the Green and
Red lenses of the PV heads.
APS
4P
2P APS
OLB 3) The back-to-back left-turn
4P
lanes, as shown, are possible
OLA PV CUT-OFF
08 only where D>70'. Where not
OLB OLB
PV (G,R
possible, a left-turn lane in
only)
one direction, possibly with a
left-turn restriction in the
02 other direction, should be
02
considered.
02 08
2P
R9-3a'S
R9-3a'S
D
R9-3a'S
R9-3a'S 6P
06 06
04
06
PV (G,R only)
OLA
OLA
OLB PV CUT-OFF
8P
04
OLA 6P
APS 8P APS
1 2 3 4
OLA
5 6 7 8
OLB
Right jogged Intersection OLA and OLB include slot clearance
Interior Limit Lines
Title
Drawing No.
CITY OF LOS ANGELES Operation and Design of 12
DEPARTMENT OF TRANSPORTATION Signalized jogged Intersections
12
S-100.0
1 2 3 4
5 6 7 8
O4APS
2P
4P
4P O6 O4APS
O8
O6
O6
Highmount-
O8
O2
If approach is one lane,
then this head should
O8 be deleted.
8P
O2
O2
2P O8APS
8P
O8APS
"T" Intersection
This drawing is not intended to show the required safety lighting design. Final lighting
designs may not include the depicted mastarm lighting and likely will include other
lighting locations not shown.
DWN EC 6-10-10 Title
1
8
Typical Traffic Signal Layouts
CKD
T. E.
Sr. T. E. CITY OF LOS ANGELES
Pr. T. E. DEPARTMENT OF TRANSPORTATION
Approved June 24, 2010 Drawing No.
S-101.0
for Rita L. Robinson, General Manager
1 2 3 4
5 6 7 8
O4APS O4APS
2P
6P
4P O6 4P
O6 O6
O4 O8
O4 O8
8P O2 O2 O2
8P
2P 6P
O8APS O8APS
4-Leg Intersection
This drawing is not intended to show the required safety lighting design. Final lighting
designs may not include the depicted mastarm lighting and likely will include other
lighting locations not shown.
CITY OF LOS ANGELES
Title Drawing No.
Typical Traffic Signal Layouts
2
DEPARTMENT OF TRANSPORTATION 8
S-101.0
Not
Not
O4APS O4AP
2P 6P
4P O6 O6 4
O6
O6
O4 O8
O4
O8
O4 O8
8P
2P 6P
O8APS O8AP
1
One Way Street
Notes:
1. For one-way streets with a roadway width less than 46 f
signal head with the mastarm signal head placed within 5
of the approach lane(s) should be installed.
2. This drawing is not intended to show the required safety
designs may not include the depicted mastarm lighting an
lighting locations not shown.
Title
CITY OF LOS ANGELES
DEPARTMENT OF TRANSPORTATION Typical Traffic Signa
1 2 3 4
5 6 7 8
O4APS O4APS
2P
6P
4P
O2APS O1 O1 O6 O6 O6APS
4P
O4 O8
O4
O8
O4 O8
O2APS O2 02 O6APS
8P O2 8P
2P 6P
O8APS
O8APS
O6 For each approach having
protected left-turn phasing,
a near side primary signal
head is added. This is not
necessary for protected
permissive phasing.
Left-Turn Phasing
Notes:
1. Protected left-turn phasing is shown. See S-65.0 for mastarm head placement
for other types of left-turn phasing.
2. This drawing is not intended to show the required safety lighting design. Final lighting
designs may not include the depicted mastarm lighting and likely will include other
lighting locations not shown.
CITY OF LOS ANGELES
Title Drawing No.
Typical Traffic Signal Layouts
4
DEPARTMENT OF TRANSPORTATION 8
S-101.0
R R
FL.R. Y
Y FL.Y.
O4APS
4P
2P
4P
Detail "A" Detail "B"
O4APS
O4 O4
O6
Driveway
6P
O6 O8
R/FL.R.
See Detail "A" O6
and Note 3
O2
R/FL.R. 6P
O8 1 2 3 4
O2 O8APS
8P
8P R/FL.R.
O2
2P
5 6 7 8
O8APS
Where O8 traffic is moderately
high or where the driveway is
offset from the side street
then opposed phasing should
be considered.
Signalized Driveway
Notes:
1. This typical design is appropriate where a review of use has determined that the
driveway should be signalized. Normally, this design would be used only where the
driveway could not easily be reconstructed to be configured with curb returns and a
"step down" design along the path of pedestrians. New development driveways with
higher traffic volumes at intersections should be required to construct street like
driveways with a layout for a "T" or 4-leg intersection, as appropriate.
2. This drawing is not intended to show the required safety lighting design. Final lighting
designs may not include the depicted mastarm lighting and likely will include other
lighting locations not shown.
3. Detail "B" may be used where visibility is good and a flashing yellow indication
provides adequete control of driveway traffic.
CITY OF LOS ANGELES
Title Drawing No.
Typical Traffic Signal Layouts
5
DEPARTMENT OF TRANSPORTATION 8
S-101.0
WAIT WAIT
PED XING HERE HERE
Black letters on
yellow background X > 10' 06
See Note 3
04P
Detail "A"
Detail "C"
Detail "B"
5' min.
FL.R
06
06
Y
50' min.
Detail "A"
04P
X
04APS G
20'
20'
02
50' min.
06
04APS
04P
Detail "B"
X
Detail "A"
5' min.
02 02
1 2 3 4
Detail "B"
5 6 7 8
Signalized Midblock Crosswalk -Two Way Street
Notes:
1. Signal equipment should be combined with street lighting where feasible.
2. See S-493.0, Cases 13 & 14 for limit line locations. See S-481.0 for
ladder crosswalk detail.
3. Where X is greater than 10', install a pole for the pedestrian head at the
location shown, and a separate pole for the secondary vehicle head
at the limit line, as shown in Detail "C".
4. This drawing is not intended to show the required safety lighting design.
Final lighting designs may not include the depicted mastarm lighting and
likely will include other lighting locations not shown.
5. During Phase 4 pedestrian sequence, Phases 2 & 6 receive a flashing red
signal display.
CITY OF LOS ANGELES
Title Drawing No.
Typical Traffic Signal Layouts
6
DEPARTMENT OF TRANSPORTATION 8
S-101.0
Not less than 20'
Not greater than 35'
y
Detail "B"
02 02
02 02
50' min.
Detail "A" 04P Detail "A"
04P
04APS 04APS
20'
5' min.
1
5
Signalized Midblock Crosswalk-One Wa
Notes:
1. Signal equipment should be combined with street lightin
2. See S-493.0, Cases 13 & 14 for limit line locations. S
ladder crosswalk detail.
3. For one-way streets with a roadway width less than 46
signal head placed within 5 feet of the center of the a
be installed.
4. During Phase 4 pedestrian sequence, Phase 2 receives
Title
CITY OF LOS ANGELES
DEPARTMENT OF TRANSPORTATION Typical Traffic Signa
50' min.
ɸ8APS R13A
ɸ8APS 8P ɸ4APS
2P R13A 4P 1P
8P ɸ6 ɸ4APS ɸ1 4P R13A
ɸ6 ɸ6 ɸ4 R10-6
PV ɸ8
ɸ1
OLA High mount R9-3A(2)
CLEAR CLEAR
KEEP
(G,R only) at 14' R9-3B(2)
R13A
ɸ4
TOP MOUNT
KEEP
ɸ8
PV PV Cutoff
OLA ɸ1 OLA
High mount R9-3A(2)
(G,R only) at 14'
R9-3B(2)
R13A
ɸ8
ɸ2 ɸ4 4P
8P ɸ2 ɸ2 ɸ4APS ɸ1
2P 8P 4P 1P
ɸ8APS ɸ8APS ɸ4APS
R13A
< 20'
EXCLUSIVE
1 2 3 4
OLA
OLA
5 6 7 8
OLA Includes Slot Clearance
Intersection with Signalized Frontage Road
NOTES:
1. Thisdrawing is not intended to show the required safety lighting design. Final
lightingdesigns may not include the depicted mastarm lighting and likely will
include other lighting locations not shown.
2. Mask only the green and red lenses of the programmed visibility (PV) heads.
3. To be used in Case 9 of S-493.0.
CITY OF LOS ANGELES
Title Drawing No.
Typical Traffic Signal Layouts
8
DEPARTMENT OF TRANSPORTATION 8
S-101.0
12"
1
3
12"
12"
4
>10'
2
12"
Provide mastarm heads where:
. Approach has 2 or more striped lanes (mastarms 1 , 2 & 3 ).
. Departure curb line has a 10' or greater offset to the right of
approach curb line (mastarm 4 ), or a field investigation reveals the
primary head location does not meet MUTCD Section 4B-12
visibility requirements.
DWN MT 10-22-98 Title
CKD
Mastarm Signal Head 1
1
Installation Criteria
T. E.
Sr. T. E. CITY OF LOS ANGELES
Pr. T. E. JEF 11-2-98 DEPARTMENT OF TRANSPORTATION
Approved 11/13/1998 Drawing No.
S-102.0
12"
12" 12"
>150'
12"
12" 12"
See Note 2
Notes:
1. All signal indications shall have 12" sections except as follows:
(a) Three-section near-side signals that are not high-mounted.
(b) Five-section near-side signals that have 12-inch arrows and three 8-inch circular
indications.
(c) Signals that are exclusively used for bicycles at designated bicycle crossings.
(d) Far-side ground-mounted signals at closely spaced intersections (less than 300')
where it is not pratical to install visibility-limited signal indications.
2. Where the nearest signal is 150 feet or more beyond the stop line, a supplemental
near-side indication shall be installed.
DWN MT 02-28-08 Title
Criteria for 12" 1
CKD RAR 02-28-08 1
T. E. JV 3-20-08
Signal Heads
Sr. T. E. JW 3-21-08 CITY OF LOS ANGELES
Pr. T. E. DEPARTMENT OF TRANSPORTATION
Approved 3-27-08
Drawing No.
S-103.0
for Rita L. Robinson, General Manager
