1972 Manual for School Crossing Protection
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SCHOOL CROSSING PROTECTION MANUAL
POLICIES AND PRACTICES
for the
CITY OF SALINA, KANSAS
,
prepared by
CITY ENGINEERING DEPARTMENT
Adopted by the City Commission and approved by , ~c:z{'J./ !
. / MAYOR
on this 28th day of August , 19 72 .
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TABLE OF CONTENTS
INTRODUCTION -'- - - - - - - - - - - - - - - - - - - - - - 1
NEED FOR STANDARDS - - - - - - - - - - - - - - - - - - -- 2
EDUCATION - - - - - - -- - - - - - - - - - - - - - - - - 4
PROGRAM - - - - - - - - - - - - - - - - - - -'- - - - - - 6
SAFE GAP-BLOCKADE CONCEPT - - - - - - - - - - - - - - - - 10
SCHOOL CROSSING CONTROL CRITERIA - - - - - - - - - - - - - 13
METHODS OF PROTECTION - - - - - - -- - - - - - - - - - - 17
PARKING RESTRICTIONS - - - - - - - - - - - - - - - - - - - 25
LOADING AND UNLOADING - - - - - - - - - - - - - - - - - - 25
SIDEWALKS - - - - - - - - - - - - - - - - - - - - - - - - 26
ILLUSTRATIONS
TYPICAL SCHOOL ROUTE MAP - - - - - - - - - - - - - - - - - 9
SAFE GAP-BLOCKADE CONCEPT - - - - - - - - - - - - - - - - 12
ADEQUATE GAp TIMES IN SECONDS - - - - - - - - - -.- - - - 16
SPECIAL TRAFFIC. CONTROL - GRAPH - - - - - - - - - - - - - 21
SIGNS FOR SCHOOL PROTECTION - - - - - - - - - - - - - - - 27 - 28
SIGNING STANDARD (NO STOP INTERSECTION) - - - - - - - - - 29
SIGNING STANDARD (TWO-~IAY STOP INTERSECTION) - - - - - - -29
SIGNING STANDARD (FOUR-WAY STOP INTERSECTION) - - - - - - 30
SIGNING STANDARD (SIGNALIZED INTERSECTION) - - - - - - - - 30
SCHOOL AREA SIGNING - - - - - ~ - - - - - - - - - - - - - 31 - 32
STANDARD SIGNALIZED INTERSECTION - - - - - - - - - - - - - . 33
. PUSH BUTTON TRAFFIC SIGNAL (AT MID-BLOCK) - - - - - - - - 34
PUSH BUTTON TRAFFIC SIGNAL (AT INTERSECTION) - - - - - - - 35
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INTRODUCTION
The purpose of this Manual is to provide the parents,
teachers, school safety groups, school administrators and
other citizens with plans and information. This will also
provide guidelines and answers to questions in a planned
coordinated School Traffic Safety Program.
The plans and program presented herein will set the
criteria for all special school traffic control uses at
school crossings, showing typical plans for location of
all signals, signs and street markings.
There will always be an occasional location at which
the desired plan may require some revision. Any revision
necessary will be made in accordance with the "MANUAL ON
UNIFORM TRAFFIC CONTROL DEVICES".
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NEED FOR STANDARDS
One of the most pressing and controversial problems con-
fronting Traffic Engineering and enforcement agencies is the
safety of children on their way to and from school. Because
young children are not mature enough to take care of themselves
in traffic, their protection becomes the responsibility of
the City Traffic Officials, with the cooperation of school
authorities, parents and the children themselves.
If all the demands of parents and others were met, there
would have to be more: police, adult guards for school duty,
traffic signals, signs, and markings. Such demands; however,
are not always in line with actual needs.
Analysis often show. that at many locations, school crossing
controls requested by parents, teachers, and other citizens
are unnecessary, costly, and tend to lessen the respect for
controls that are warranted.
Pedestrian safety depends in large measure upon public
understanding of accepted methods for efficient traffic
control. This principle is never more important than in
control of pedestrians and vehicles in the vicinity of schools.
Neither school children nor motorists can be expected to .
move safely in school zones unless they understand both the
need for traffic controls and the ways in which these controls
function for their benefit.
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In order to achieve uniformity of traffic control in
school areas, comparable traffic situations must be treated
in the same manner. Each traffic control device and control
method herein described fulfills a specific function to
specific traffic conditions.
The type of school area traffic control used, either
warning or regulatory, must be related to the volume and speed
of traffic, street width, and the number of children crossing.
For this reason, the traffic controls necessary in a school
area located on a major street would not be needed on a
residential street away from heavy traffic. Yet, the impor-
tant point to be made is that a uniform approach to school
area traffic controls must be developed to assure the use of
similar controls for similar situations (which promotes
uniform behavior on the .part of motorists and pedestrians).
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EDUCATION
Child Safety and the Use of School Signs - It is not
the purpose of school signs or signals to train a child how
to safely cross a busy street. When there are only a few
cars using the street, a child should wait for a safe gap in
traffic; and the child should be instructed not to cross when
vehicles approach. At school crossings located adjacent to .
the school, his responsibility should be shared with a welJ-
trained school safety patrol. On a heavily traveled street,
the responsibility for helping him make a safe crossing must
be that. of a responsible agency. When such control of the
school children at a crossing is not in effect, adverse
crossing habits are developed which often coincide with
driver violations of school warning signs or signals, and the
inevitable 'injury to a school child results. Without proper
guidance on heavily traveled streets, the small child learns
to place a high degree of dependence on the school crossing
signs or signal devices which may lead to faulty or unsafe
crossing habits such as stepping into the school crosswalk
to obtain right-of-way or crossing the street before the
vehicles come to a stop as required by the signal. Often
children will fail to look in both directions before crossing
a street to make sure vehicles are stopping. They may also
.have a tendency to indulge in play at these locations. Since
traffic signs and signals are not 100 per cent effective, child
safety education in how to cross streets safely becomes imperative
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if we are to assure their safety.
There are some parents who believe that school children
cannot be expected to use, nor have the necessary judgment
that is required of them in order to cross a street safely,
even when there are a sufficient number of gaps in traffic.
Safety education of the child must be started early by the
parents. This safety education should be supplemented by the
school authorities, and by City Traffic Officials until such
time as the growing child becomes more capable of accepting
the responsibility for his own safety. It is difficult to
train children to look in both directions and to wait for a
safe gap in traffic before crossing a street. Difficult as
it is -- there is no other way. There is no mechanical or
electrical device which can assume this responsibility for a
child. We can transfer.this responsibility in his early years
to a schoo; boy patrol or a responsible agency, but a program
of safety education begun early in his life by parents and
carried forward by both parents and school authorities can
make it possible for the child to accept this responsibility
early in his life. The parent's responsibility becomes
imperative to the success of any school child safety program
if we are to assure his safety in light of today's growing
traffic volumes.
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PROGRAM
For School CrossinQ Protection - A school route plan for
each school serving elementary and kindergarten students is
useful in developing uniformity in the use of school area traffic
controls. The plan shall be developed by the school and traffic
officials responsible for school pedestrain safety, consisting
of a simple map showing streets, the school, existing traffic
controls; established school routes, and established school
crossings.
The plan permits the orderly review of school area traffic
control needs, and the coordination of school pedestrian safety
education and engineering activities. Every school shall submit
annually its current school district map detailing the above
required information for evaluation by the traffic officials
and the school safety committee for suggested alternations or
approval.
School routes should be planned to take advantage of the
protection afforded by existing traffic controls. This planning
criteria may make it necessary for children to walk a non-direct,
longer distance to an established school crossing located where
there is existing traffic control, and to avoid the use of a
direct, hazardous crossing where there is no existing traffic
. control.
Factors which must be considered when determining the
feasibility of requiring children to walk a longer distance
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to a crossing (with existing traffic control) are:
1. The availability of adequate, safe sidewalks
or off-roadway sidewalk area to and from the
location with existing control.
2. The number of chil dren us i ng the cross i ng.
3. The age levels of the children using the
crossing.
4. The total extra walking distance.
Selection of the Crossing Locations - It is desirable
that the number of school crossings be held to a minimum for
a number of reasons. If too many crossings are designated,
motorists and children will tend to be less alert at school
crossings. The more crossings that are established, the
more difficult it becomes to keep them functioning properly
and maintained.
Selection of a 'mid-block location when the school is
adjacent to the arterial street automatically restricts the
crossing to one location and immediately answers several of
the problems with which we are concerned. The mid-block
location inconveniences very few children and increases the
crossing location safety factor.
Selection of one or the other of two intersections on
a street for the location of a school crossing when a school
is located away from the through street imposes several
restrictions. In any case, a high percentage of the school
children required to cross the through street in going to' and
from school is going to be inconvenienced. This inconvenience
becomes secondary to their safety. Once the location is
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selected. parents and school authorities shall cooperate to
assure its use by the children. This is imperative to the
success of the program. It has often been observed in the
course of our studies. that even when a school crossing is
properly maintained and supervised, that children often cross
at other locations along the street. The most efficiently
conceived plan of control and child supervision is rendered
inefficient to protect some of the very children it is
designed to aid. all because of lack of parent and school
instruction in safety education as to where to cross and why.
A child may thus be injured going to and from school due to
lack of training or instruction.
When a school is located away from the heavily traveled
street. it becomes necessary to select one or the other of
two intersections. If one is already signalized. then that
intersection should be selected. If not. the intersection
should be selected which has the better sight distance. level
grades for the approaches to the crossing and refuge points
for the children. If there is not any appreciable difference
in the physical conditions at the intersection. one should
be selected which will serve the highest percentage of the
children who must cross the arterial street with the least
amount of inconvenience to all the children. All children
must be instructed that they shall use this school crossing;
its use by all the children involved shall be a prerequisite
to its approval and installation.
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TYPICAL SCHOOL
ROUTE ,MAP
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SAFE GAP-BLOCKADE CONCEPT
The key to safety in crossing any street is the safe
gap in traffic concept. The following, taken from a traffic
engineering publication, explains this concept in greater
detail.
a. "If reasonable safety for crossing \~ithout control
of traffic is to be assured, natural gaps in traffic should
be sufficient for the child or group to walk (not run) from
one curb to the other. Observations indicate that elementary
school children walk about 3.5 to 4.5 feet per second, 3.5
seems to be close enough for the purpose.
b. If the time between gaps average more than about a
minute, children singly or in groups will lose patience and
either start to play, which distracts attention from the
problem of 'crossing and may cause darting into the street,
or they I force I . gaps too sma 11 to permit compl ete cross i ng;
that is, they filter through traffic.
c. Large groups of children obviously require longer
to cross the street than single children or small groups.
Thirty to forty children, as many as can ordinarily be
accumulated at one time, will straggle to expand to about 20
feet in crossing. This is, when the first ones are across,
the last ones will be 20 feet from the curb.
d. Based on these characteristics of behavior, it is
possible to compute the volume of traffic which will not give
natural.gaps great enough and frequent enough to permit
children to cross without traffic interference. For example,
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if small groups of children must cross a 40 foot street,
natural gaps long enough to permit walking clear across will
occur on the average of more than one a minute with traffic
volumes (total. of both directions) up to 500 vehicles per
hour. Above that volume, natural gaps will be shorter and
less frequent.
e. Some factor of safety is needed to allow for slower
walkers, inability of children to judge borderline opportunities.
to cross and other unfavorable conditions. This factor of
safety is provided. The whole width of the street is rarely
blocked simultaneously so that a child can start across while
the opposite side is blocked. The obstructing vehicle will
have cleared before there is any conflict with the pedestrian;
hence, the actual time available for crossing is greater than
that used as a basis for calculation. This is especially true
at school crossings because the children cross the street in
one direction only during a gap in traffic."
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SCHOOL CROSSING CONTROL CRITERIA
Alternate gaps and blockades are formed in the vehicular
traffic stream in a pattern peculiar to each crossing location.
For safety, a pedestrian must wait for a gap in traffic that
is of sufficient duration to permit a street crossing without
interference from vehicular traffic. When the delay (between
the occurrence of adequate gaps) becomes excessive, children
may become impatient and endanger themselves by attempting
to cross the street during an inadequate gap. This delay may
be considered excessive, when the number of adequate gaps in
the traffic stream, during the period the children are using
a crossing, is less than the number of minutes in that same
time period. With this condition (when adequate gaps occur
less frequently than an average of one per minute) some form
of traffic'control is needed which will create (in the traffic
stream) the gaps necessary to reduce the hazard.
The recommended practice for determining the minimum
length (in seconds) of a gap ~n traffic which will permit an
85 percentile group of pedestrians to cross a roadway of a
specified width is known as the Adequate Gap Time (G) which
includes both perception and reaction time and the time needed
to walk across the roadway without coming in conflict with
passing vehicles.
The Adequate Gap Time may be computed using the following
equation or take~ from Table I (in either case the values for
"w" and "N" are those determined in a group size study).
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G = ~ + 3 + (N-l)2
Where G = Adequate Gap Time in seconds.
~ = Crossing Time in seconds (critical width in feet
3.5 of the pavement to be crossed, "W", divi ded by the
assumed juvenile pedestrian walking speed of 3.5
feet per second).
3 = Pedestrian Perception and Reaction Time (the number
of seconds required for a child to look both ways,
make a decision, and commence to walk across the
street) .
(N-l)2 = Pedestrian Clearance Time (additional seconds of
time required to clear large groups of children
from the roadway.) Children are assumed to cross
the roadway in rows of five with two-second time
intervals between each row. The clearance time
interval is equal to (N-l)2 where "N" is the number
of rows, 1 represents the first row and 2 the time
interval between rows.
Those intervals or traffic gaps that are equal to or greater
than the adequate gap time are the periods when children must cross
the roadway. The intervals between these gaps are the delay gaps,
the sum of,which is the actual pedestrian delay.
School Area Traffic Signals - A school signal (Standard Traffic
Control Signal) may be warranted at an established school crossing
when a Traffic Engineering Study (of pedestrian group size and
available gaps in the vehicular traffic stream) indicates that
the number of adequate gaps in the traffic stream during the period
the children are using the erossing is less than the number of
minutes in the same period.
When traffic control signals are installed entirely under
thi s warrant:
1. Pedestrian indications shall be provided at least
for each crosswalk establ ished as a school crossing.
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At non-intersection crossings, the signal should!
be pedestrian actuated, parking and other obstrucl
tions to view should be prohibited for at least r
100 feet in advance of and 20 feet beyond the '
crosswalk, and the installation should include
.suitable standard signs and pavement markings.
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, N <"I <;j' LO \l) I" 00 '" 0 r-\. N <"I .<;j' U) '"
M .-4 r-I .-l .-4 .-4 .-4 .-4 .-4 N N N N N N N
.
0 .-4 N M <;j' LO \l) r- OO "'. 0 .-4 N <;j' I"
N .-4 .-4 .-4 .-4 ri ri ri ri .-4 .-4 N N N N N
00 en 0 .-4 N. M <;j' LO \l) I" 00 en 0 N LO
.-4 ri .-4 .-l ri .-4 .-4 .-4 .-4 .-4 .-4 N N N
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~
METHODS OF PROTECTION
It is the responsibility of the child aided by the,school
patrol member or by a mechanical device to select the proper
gap in traffic and safely cross the street. When there is less
th~n one natural safe gap per minute, those responsible must
establish controls 'to create adequate artificial 9ars. This
is, the basic axiom'of school crossing protection.
Safe gaps may be provided by either installing pedestrian
actuated school crossing signals or completely signalizing
,
-';'7f
the i ntersecti on'l
The most difficult question to answer is, "When should
patrol protection or a s,ignal be used to protect a particular
crossing location?" As previously stated, Traffic Engineers
are able to analyze statistical data from various crossings
and determine theoretically the comparative safety for specific
crossings. Through the recording of the data taken from actual
crossings and the evaluation of their safe operations, empirical
formulas have been devised. This has led to the setting up
of standards or criteria which are called "warrants". When
I these warrants are met, that is to say when vehicle and
pedestrian volumes for a specific length of the crossing reach'
the level requiring a particular type of control, every effort
, is made to provide the type of control or traffic protection
suitable to the warrant.
! The simple fact that 'a crosswalk exists in the proximity'
I of a school, warrants the placement of school crossing signs. ~
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l . -
I However, the warrant .for a sc~ool crossing signal or fully. l
'j_i~n~l.ized intersection is, understandably, much more complicated. \
School safety patrols have proven very useful since their
inception in Salina. When properly used, the patrol fulfills
a three-fold purpose. First, it provides supervision at a
crossing which needs only limited protection. Second, its
members instruct and guide younger children to correctly
choose safe gaps enabling them to cross streets safely. Third,
it provides the child with a better under~tanding of safety,
creates leadership and a sense of responsibility.
There is a generally accepted concept among safety educators
that pupils should be taught at an early age how to cross streets
safely. Parents and educators are the logical ones to do this
job.
In no'case should the patrol member be expected to assume
the responsibility of directing vehicular traffic. When
sufficient natural safe gaps do not occur in traffic, artificial
safe gaps should be mechanically provided only by authorized
devi ces.
School crossing signals installed in Salina shall be of
the standard type with red, yellow and green indications to
motorists. They should be mounted at intersections in standard
position on pedestals or mast arms and display a solid green
to motorists 24 hours a day except when actuated by a pedestrian.
They are different from regular traffic signals in that they
do not control side-street traffic, but instead have the push
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button for actuation by pedestrians. They are always signed
as school crossings.
When pedestrians approach to cross the street, they push
the button which actuates the light. The signal goes from
solid green to amber, which is visible to motorists for approx-
imately 3.5 seconds, providing time for passing vehicles to
clear the crossing and approaching vehicles time to stop.
This 3.5 second clearance time is followed by the red stop
indication. Red represents the pedestrian crossing time and
clearance time and is present for a specified number of seconds
at each individual crossing. After each pedestrian crossing
,
and clearance interval, the signal reverts to solid green
for a certain amount of time at each individual crossing
before the signal will again respond to pedestrian push button
demands. This enables traffic to flow without unreasonable
delay before providing another safe gap for pedestrians within
a reasonable time.
.
The fOllowing formula will be used to establish the.hazard
r. .~
f" . .. .." .'
factor which will be the criteria in determining'a warrant for
\pecial school crossing traffic control measures.
~ (N) = H (which will be known as the hazard factor)
1000' .
if the product of the vehicle traffic volume (V) stated
in thousands of vehicles per hour during the crossing period,
,
~.
multiplied by the number of children (N) crossing~~~r-from ..--
school in anyone crossing period exceeds a hazard factor (H)
of:
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a. 10 - flashing signals with 20 M.P.H. speed zone
'are warranted.
.
b. 20 - signalized traffic controlled crossing is
, warranted.
, ,
. , . L.t
c. 40 - signal ized"traffic controlled crossinq ,with
adult, guard is warranted.
The school safety committee has the option of raisinq the
hazard factor as follows:
POINT ASSI~NMENT'
a. ,School crossings on streets that have a posted
speed 1 imit in excess of 30 miles per hour, ~dd
one poi nt to the .h?zard factor for each mi 1 e per,
hour in excess of 30 miles per hour.
'b. School crossings on streets thatha"e a paved
width in excess of 50 feet, add one point to
, '
the hazard factor for each foot of pavement
in excess of 50 feet.
These warrants are based upon the traffic safe gap concept
to establish a uniform scaie for measuring need for school
crossing signals.
J .
A school crossinq siqna1 may be supplemented by a safety
patrol member who has been schooled in the signal's operation.
Traffic signals, with which we are all familiar, are
intended as a control of vehicular traffic. It is hiqhly
desirable to use this regular signal at any schoolcrossinq
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which meets the minimum warrants for traffic signal installation.
.The Traffic Engineer uses the warrants recommended by the
.
Institute of Traffic Engineers, in determination of whether
or not traffic signals should be installed. The warrants
.for this signal, as set forth in the "Manual of Uniform Traffic
Control Devices", approved by the Federal Highway Administration
as the national standard for all highways open to public travel
in accordance with Title 23. U.S. Code. Section 109 (b) 109 (d)
and 402 (a).
1. The vehicular volume warrant is satisfied when for
each of any eight hours of an average day, the traffic volumes
given in the following table exist on the major street approach
to the intersection and on the higher volume minor street.
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TABLE 1
MINIMUM VEHICULAR VOLUMES FOR REGULAR TRAFFIC SIGNAL INSTALLATION
HIGH VOLUME INTERSECTING TRAFFIC
NU~1BER OF LANES FOR
MOVING TRAFFIC ON
EACH APPROACH
VEHICLES PER HOUR
ON MAJOR STREET
(TOTAL OF BOTH
APPROACHES)
VEHICLES PER HOUR
ON HIGHER VOLUME
MINOR STREET APPROACH
(ONE DIRECTION ONLY)
MAJOR MINOR
STREET . STREET
1 . 1 500 150
2 or more 1 600 150
2 or more 2 or more 600 200
1 2 or more 500 200
2. The "interruption of continuous traffic" warrant
is satisfied when for each of any eight hours of an average
day the traffic volumes given in the following table exist
on the major street and on the higher volume minor street
approach and the signal installation will not seriously
disrupt progressive traffic flow.
TABLE 2
MINIMUM VEHICLE VOLUMES FOR REGULAR TRAFFIC SIGNAL INSTALLATION
INTERRUPTION OF CONTINUOUS FLOW
NUMBER OF LANES FOR
MOVING TRAFFIC ON
EACH APPROACH
VEHICLES PER HOUR ON
MAJOR STREET (TOTAL
OF BOTH APPROACHES)
VEHICLES PER HOUR
ON HIGHER VOLUl4E
MINOR STREET APPROACH
(ONE DIRECTION ONLY)
MAJOR
STREET
1
2 or more
2 or more
. 1
MINOR
STREET
1 750 75
1 900 75
2 or more 900 100
20r more 750 100
3. The minimum pedestrian volume warrant is satisfied
when for each of any eight hours of an average day the following
traffic volumes exist:
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a. On a major street 600 or more vehicles
.per hour enter the intersection (total of
both approaches); or 1000 or more vehicles
per hour (total of both approaches enter
the intersection on the major street where
there is a raised median island 4 feet or
more in width; and during the same eight
hours there are 150 or more pedestrians
per hour on the highest volume crosswalk
crossing the major street.
4. Progressive Movement. It is occasionally found
that the installation of a traffic signal at a non-signalized
location can be justified based upon its position when considered
within the limits of a time-space diagram i.e. vehicles need
to be channeled into groups of a size and speed that can be
handled at.the next signalized intersection.
5. Accident Experience as a warrant:
a. Adequate trial of less restrictive
remedies with satisfactory observance and
enforcement has failed to :reduce the
accident frequency; and
b. Five or more reported accidents of
types susceptible to correction by a
traffic control signal have occurred
within a 12 month period, each accident
involving personal injury or property
damage to an apparent extent of $100.00
or more; and
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c. There exists a volume of vehicular
and pedestrain traffic not less than 80
per cent of the requirements specified in
the minimum vehicular volume warrant, or
the minimum pedestrian volume warrant; and
d. . The signal installation will not
seriously disrupt progressive traffic flow.
6. Combination of warrants. Signals may occasionally be
justified where no one warrant is satisfied but two or more
are satisfied to the extent of 80 per cent or more of the
stated values. These exceptional cases should be decided on
the basis of a thorough analysis of facts and adequate trial
of other remedial measures which cause less delay and
inconvenience to traffic.
ExperJence indicates and patrol history substantiates
that a well trained patrol member can handle the school crossing
maneuver at a regular or pedestrian actuated signalized intersection.
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PARKING RESTRICTIONS
As a part of any school traffic safety program, the
restriction of parking adjacent to crossing locations and
'school grounds is essential for the safety of school children.
NO PARKING should be permitted within twenty (20) feet
of any intersection and within thirty (30) feet of a signalized
intersection used by school children. The curb in this area
should be painted yellow for no parking at any time.
NO PARKING should be permitted for at least one hundred
(100) feet in advance of and twenty (20) feet beyond on
either side of the street at a mid-block crossing. The curb
in this area should be painted yellow for no parking at any
time.
NO PARKING - 8:00 A.M. TO 4:00 P.M. - SCHOOL DAYS, should
be permitted on the school side of the street, except for
loading and unloading.
Personnel who work in the school buildings should be
encouraged to park on the far side of a side street away from
the main entrance of the school.
LOADING AND UNLOADING
Loading and unloading of school children should be carried
out at the curb side adjacent to the school grounds. This area
should be signed for loading and unloading and drivers should
pause only long enough to load and/or unload and not leave
their vehicle. 25
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SIDEWALKS
Much time has been devoted to traffic surveys, compiling
of statistics and devising suitable controls for a safe pedestrian
crossing of traffic ways. These are to no avail if sidewalks
are not provided for the children and they are forced to use
the street in going to and from school. Such is the case
in many of the newer additions in Salina. Also, some of the
schools do not have sidewalks around the school property. The
lack of sidewalks in school areas is a serious weakness in
the Salina school traffic safety program. Sidewalks should
be available to schools on both sides of the street and should
extend to the point of dispersion of the students. Fencing
is an excellent safety device and eliminates the vehicle and
student conflict which occurs during the play period and at
school dismissal. The separation of vehicular traffic from
pedestrain traffic should be expanded and encouraged. When
a school district line can be located along a traffic thorough-
fare, this eliminates the need for any school child to cross
that thoroughfare in going to and from school. This should
be recognized as an important factor in planning the location
of future schools.
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SIGNS FOR SCHOOL PROTECTION
.
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8AM-9AM
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[ SCHOOL]
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BLACK ON YELLOW
FRONT
24"XIS"
BLACK ON WHITE
.
8:00AM.4:00PM
SCHOOL DAYS
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24~X IO~
BLACK ON WHITE
END
"--L
SPEED
LIMIT.
20
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BACK
24"XIB"
BLACK ON WHITE
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27
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24"X 30"
BLACK ON WHITE
SIGNS FOR SCHOOL PROTECTION .
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SPEED LIMIT
I SPEED SPEED
(f)
I LIMIT LIMIT
I 20 20 (20)
I 8:00AM-4:00PM 8AM 9PM .
I SCHOOL DAYS
-:r
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SIGN ASSEMBLY WHEN FLASHING
ADJACENT TO SCHOOL ':JII' .
Z4-X56"
I SIGN ASSEMBLY
AWAY fROM SCHOOL ',-
"K.'
I 36"X68"
PEDESTAL MOUNTED
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PARKING PARKING PASSENGER.
I ANY 8AM-4PM
SCHOOL LOADING
TIME
- "DAYS SCHOOl. DAYS
I 8AId TO 4PM
-r= oM- . ~
IZ'X IS- o. 12.XI8"
I RED ON WHITE RED ON WHITE oN"
18"X24"
I RED ON WHITE
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