4/23/2022

WARRANT ANALYSIS FOR THE

INSTALLATION OF A TRAFFIC SIGNAL
SYSTEM

• Warrant #1 – 8‐Hour Volume
• Warrant #2 – Peak Hour / 1‐Hour Volume
• Warrant #3 – Coordinated Signal System
• Warrant #4 – Pedestrian Safety
• Warrant #5 – Accidents Record.

Installation of a traffic signal is warranted if one

or more requirements specified in any of the
warrants are met. Arahan Teknik Jalan 13/87 (Pindaan 2017)

Warrant #1: 8‐Hour Volume
Total Volume (VPH): Traffic volume for each of any 8 hour of an
average day meets the minimum requirements in Table 1

Number of Lanes on Minimum on Minimum on

each approach Major Road (1) Minor Road (2)
Major Road Minor Road Urban Rural Urban Rural

1 1 500 350 150 105

2 or more 1 600 420 150 105

2 or more 2 or more 600 420 200 140

1 2 or more 500 350 200 140

(1) Total volume of both approaches

(2) Higher volume approach only
Arahan Teknik Jalan 13/87 (Pindaan 2017)

1
 4/23/2022

Warrant #2 – Peak Hour / 1‐Hour Volume

At a location where traffic conditions are such that for a 
minimum of 1 hour of an average day, the minor street 
traffic suffers undue delay or hazard when entering or 
crossing the major road. 

Arahan Teknik Jalan 13/87 (Pindaan 2017)

(i) Peak Hour Volume Warrant: Urban or Low-Speed Roads

Criteria to check:
1. Number of lanes on 
approach
2. Traffic volume on major 
road (both directions)
3. Traffic volume on minor 
road (the highest
volume)

In order for traffic signal to be 
warranted, the traffic volume 
must be on / above the line

The requirements are lower when the 85th percentile speed of major road traffic exceeds 60 km/hr, or 
when the intersection lies within a rural area. 
Source: Figure 4C-3, Manual on Uniform Traffic Control Devices (MUTCD), 2003
Arahan Teknik Jalan 13/87 (Pindaan 2017)

2
 4/23/2022

(ii) Peak Hour Volume Warrant: Rural or High-Speed

Roads

Criteria to check:
1. Number of lanes on approach
2. Traffic volume on major road 
(both directions)
3. Traffic volume on minor road 
(the highest volume)

In order for traffic signal to be 
warranted, the traffic volume 
must be on / above the line

Source: Figure 4C-4, Manual on Uniform Traffic Control Devices (MUTCD), 2009
Arahan Teknik Jalan 13/87 (Pindaan 2017)

Warrant #3 – Coordinated Signal System
In some locations, it may be desirable to install a signal to maintain a proper grouping or
platooning of vehicles and regulate group speed even though the intersection does not satisfy
other warrants for signalization. Several advantages may accrue from this type of consideration.
Moving the traffic in platoons at the desirable speed would reduce the number of stops and delays.
Accident reduction may also be expected with reduction of stops and speeds.

On a one-way road (or a road with predominantly unidirectional traffic), this warrant applies when
the adjacent signals are so far apart that they do not provide the necessary vehicle platooning and
speed control. On a two-way road, the warrant is satisfied when the adjacent signals do not
provide the necessary degree of platooning and the proposed and adjacent traffic control signals
will collectively provide a progressive operation.

A traffic control signal installed under this warrant should be based on the 85-percentile speed
unless a traffic engineering study indicates that another speed is more appropriate. As a guide,
this warrant should not be applied where the resultant spacing of traffic control signals
would be less than 300m.
Arahan Teknik Jalan 13/87 (Pindaan 2017)

3
 4/23/2022

Warrant #4: Pedestrian Safety
At location where the safety of pedestrians are the 
principal reasons to consider installing a traffic signal.

For each of any 8 hours of an average day, the following 
traffic volume exists:
(a) Total traffic on major road ≥ 600 veh/h (total of both 
approaches) or where there is a raised median island  Vehicle 
1.2 m or more in width, 1,000 or more veh/h (total of  Volume
both approaches), and
(b) during the same 8 hours as in paragraph (a), there are 
Pedestrian 
150 or more pedestrians/hour on the highest volume 
Volume
crosswalk crossing the major road
• When the 85th percentile speed on the major road > 60 km/h (in rural or urban area) OR
• When the intersection lies within the built‐up area of an isolated community having a 
population of < 10,000 ,  the minimum pedestrian volume is 70% of the requirements above.
• A signal installed under this warrant at an intersection should be of the vehicle actuated 
type with pedestrian detection capabilities.
Arahan Teknik Jalan 13/87 (Pindaan 2017)

Warrant #4: Pedestrian Safety (con’t)

This warrant shall not be applied at locations where the

distance to the nearest traffic control signal or STOP sign
is less than 100m, unless the proposed traffic control
signal will not restrict the progressive movement of traffic.

4
 4/23/2022

Warrant #5: Accident Record
Accident prone areas with accident types which are correctable by signal control warrants 
signalization. This claim should be substantiated by accident records for a period of two to 
three years. The need for a traffic control signal shall be considered if an engineering study 
finds that one or more of the following criteria are met: ‐
a) An adequate trial of less restrictive remedies with satisfactory observance and enforcement 
has failed to reduce the accident frequency, AND

a) There exists a record of five or more reported accidents in a 12‐month period. These 
accidents should be of types susceptible to correction by traffic signal control, AND

a) There exists a volume of vehicular and pedestrian traffic not less than 80% of the 
requirements specified in warrants 1 to 4 .

Note:
Traffic signal installed for this warrant should be semi vehicle‐actuated if installed at a junction 
within a coordinated system, or fully vehicle‐actuated if installed at an isolated junction.

Arahan Teknik Jalan 13/87 (Pindaan 2017)

General guideline for provision of

separate right–turning phases:
(a) Traffic Volume
i. Product of right–turning traffic volume and through volume of the 
conflicting direction > 50,000 (on a two‐lane road) OR
> 100,000 (on a four‐lane road) during peak hour; or
ii. Total right –turning traffic > 100 veh/h during peak hour; or
iii. Number of right–turning vehicles left in queue > 2 veh/cycle at the end 
of green period. 2‐lane 
road
4‐lane 
road

5
 4/23/2022

(b)Traffic Delay
i. Minimum right‐turn volume > 2 vehicles/cycle during peak hour
ii. Average delay to the right–turning vehicles > 35 sec/veh.

(c) Accidents involving right–turning vehicles
i. 4 or more right‐turn accidents/year or 6 or more accidents for a 
period of 2 years on one particular approach; or
ii. 6 or more right‐turn accidents/year or 10 or more accidents for a 
period of 2 years on both opposing approaches.
(d) Geometrics
i. Two or more exclusive right turn‐lanes are necessary.

(2) SATURATION FLOW (S)

Variation of vehicle flow rate passing the
stopline during a green period

Saturation flow, S
Flow rate, veh/sec

l sec. Lost time due to

late start, l sec. Lost time due to
early stop
Effective green period

RED GREEN AMBER RED

0 sec. time

6
 4/23/2022

Determination of Saturation Flow Rate, S

S = So x N x fw x fg x fa x fLT x fRT x (1/fc)

So = 1930 pcu/hr of green time/lane ideal saturation flow rate

Lane width adjustment factor, fw

The lane width adjustment factor,  Average lane width, w Lane width factor (fw)

(meter)
fw, accounts for the narrowing 
2.90 0.793
effect of lanes on saturation flow 
3.00 0.820
rate and allows for an increased in 
3.10 0.847
flow rate, due to wider lanes. 
3.20 0.874
. 3.30 0.902
𝑓 = 1
. 3.40 0.929
3.50 0.956
w = average lane width 3.60 0.984
3.66 1.000
3.70 1.011
3.80 1.038
3.90 1.066
4.00 1.093
Note: applicable only for lane width between 2.9 and 4.0 meter

7
 4/23/2022

Grade Adjustment Factor, fg

Approach grade adjustment factor is separated into uphill and downhill gradient 
adjustment factor. 

Downhill gradient adjustment factor, 𝑓 1

. G = gradient in percentage

Uphill gradient adjustment factor, 𝑓 =1

.

Downhill Gradient correction Uphill (Grade, Gradient correction

(Grade, %G) factor, fg %G) factor, fg
-5.0 1.189 1.0 0.931
-4.0 1.152 1.5 0.896
-3.0 1.114 2.0 0.861
-2.0 1.076 2.5 0.826
-1.0 1.038 3.0 0.792
3.5 0.757

Area Type Adjustment Factor, fa

The area type adjustment factor takes into consideration relative inefficiency 
of signalised intersection located at the CBD as compared to other area.
Type of area Area type factor, fa
CBD 0.8454
Non-CBD 1.000

According to HCM2000, CBD (Central Business District) can be described if

the following condition is satisfied:
• Narrow street right-way
• Frequent parking manoeuvres
• Vehicle blockage
• Taxi and bus activity
• Small radius turns
• Limited use of exclusive turn lanes
• High pedestrian activity
• Dense population
• Mid-block curb cuts

8
 4/23/2022

Left Turn Adjustment Factor, fLT

Case/Lane Type Left Turn Adjustment Factor, fLT
Exclusive 0.76
Shared 1.0 – 0.243PLT

Note: PLT = proportion of left turn in lane group

Source:
MHCM2006

Right Turn Adjustment Factor, fRT

Case/Lane Type Right Turn Adjustment Factor, fRT
Exclusive 0.84
1
Shared
1 0.195𝑃

Note: PRT = Proportion of right turn in lane group

Source:
MHCM2006

9
 4/23/2022

Various types of
vehicles at signalised
junction

Vehicles Composition Correction Factor, fc

Vehicles composition correction factor (fc) is important in the analysis in order to reflect the 
composition of car, heavy vehicles and motorcycle at a signalized intersection. 
S = So x N x fw x fg x fa x fLT x fRT x (1/fc)
𝑓 = 𝑓 𝑓 𝑓

𝑓 = 𝑓 𝑓 𝑓 𝑓 𝑓

𝑓 = 𝑒 + 𝑒 +  𝑒 𝑒 𝑒

Vehicle Types Passenger Car Equivalent (PCE)
𝑓 = 𝑒 x → car, HV, motor Cars, ecar 1.00
Motorcycles, emotor 0.22
Trailers, etrailer 2.27
Buses, ebus 2.08
Lorries, elorry 1.19

Values of 𝑓𝑐𝑎𝑟 , 𝑓𝑚𝑜𝑡𝑜𝑟 , 𝑓𝑡𝑟𝑎𝑖𝑙𝑒𝑟 , 𝑓𝑏𝑢𝑠 , 𝑓𝑙𝑜𝑟𝑟𝑦 can also be obtained from the tables as shown in the next slide.

10
 4/23/2022

Source: MHCM2006

Source: MHCM2006

11
 4/23/2022

Source: MHCM2006

(3) OPTIMUM CYCLE TIME, CO

1.5L + 5
CO =   _____________     SECONDS
1 – Y 
WHERE:
n n n
L   I  a    l and Y   yi
i 1 i 1 i 1

L = TOTAL LOST TIME PER CYCLE, SECONDS

I = INTERGREEN PERIOD, SECONDS
a = AMBER PERIOD, SECONDS
l = LOST TIME DUE TO STARTING DELAY, USUALLY 2 SECONDS
yi = DEMAND/SATURATION FLOW RATIO = qi / Si

12
 4/23/2022

(4) TIMING SETTING

GN = gN + l + R / GN = gN + tL
Source: HCM2000, Chapter 10
KN = GN – a – RN I

Phase N a R

l gN = yN (CO – L)/Y
Cycle time, CO

gN = effective green period for phase N

GN = actual green period for phase N
KN = controller setting green period or the displayed green period for phase N
l = lost time due starting delay

Example
4‐arm junction

13
 4/23/2022

Design and Analysis of a Pre‐Timed Traffic Signal 
System‐Example 1
Junction Data:
Number of approaches (arms) :4
Approach lane width : Eastern & Western approach is 7m each
Northern & Southern approach is 6m each
Grade : East‐West = 4%
North‐South =flat Assumptions:
Amber, a = 3 seconds
Turning radius : Large (i.e: correction factor, Ft=1)
All red period, R = 2 seconds
Traffic Data: Start‐up lost time, l1 = 2 seconds
Traffic turning volumes : as given in the Table, Annual Growth Rate=4% End gain, e = 2 seconds (the 
Traffic composition : 5% HGV, 10% motorcycle extension of effective green)
Pedestrian :prohibited to cross the road at the junction

From North (N) South (S) East (E) West (W)

To E S W W N E S W N N E S

Q(veh/h) 60 250 25 50 375 10 60 700 50 70 625 75

Step 1: Check for separate right‐turning phase requirements
1) Assume for 2‐phase system;
Phase 1: combination of E/W movements
Phase 2: combination of N/S movements
2) Check for separate right‐turning phase requirements: 
This phase cannot be 
combined!
Phase 1:
Conflict point between E‐N & W‐E =50 x 625 = 31250 < 50000     OK Separate into 2‐phase.

Turning volume < 100                      OK
Conflict point between W‐S & E‐W =75 x 700 = 52550 > 50000    NOT OK

Phase 2:
Conflict point between N‐W & S‐N =25 x 375 = 9375 < 50000        OK
Turning volume < 100 OK
Conflict point between S‐E & N‐S = 10 x 250 = 2500 < 50000          OK
Turning volume < 100 OK

14
 4/23/2022

• Therefore, a two‐phase system is not suitable for the given 
problem.
• It requires at least a 3‐phase system.
• Choose 3 phases, alternatives available:

Alternative A:
Phase 1: all movements from E
Phase 2: all movements from W
Phase 3: combination of all movements from N & S

Alternative B:
Phase 1: combination of all movements from E & W except right‐turn
Phase 2: combination of right‐turning movements from E & W
Phase 3: as in Alternative A

Step 2: Adjusted Saturation Flow (veh/h)
This exercise considers Alternative A:

Phase Phase 1 Phase 2 Phase 3

From East (E) West (W) North (N) South (S)
To S W N N E S E S W W N E
Q (vph) 60 700 50 70 625 75 60 250 25 50 375 10
Qtotal (vph) 810 770 335 435
S (pcu/h/ln) 1930 1930 1930 1930
Adjusted S’
(veh/h)

y = q/S'
y max

Y = y1 + y2 + y3 = …………………..(Y < 0.85, OK)

15
 4/23/2022

PHASE 1 PHASE 2 PHASE 3

EAST (E) WEST (W) NORTH (N) SOUTH (S)
Q (veh/h) 60 700 50 70 625 75 60 250 25 50 375 10
Total Q 810 770 335 435
Saturation Flow Rate
Base saturation flow, so (pc/h/ln) 1930 1931 1932 1933
Number of lanes, N 1 1 1 1
Lane width adjustment factor, fw 1.91 1.91 1.64 1.64
Grade adjustment factor, fg 0.997 1.002 1 1
Area type adjustment factor, fa (non‐CBD) 1 1 1 1
Left‐turn adjustment factor, fLT 0.982 0.978 0.956 0.972
Right‐turn adjustment factor, fRT 0.988 0.981 0.986 0.996
1/fc 1.015 1.015 1.015 1.015
Adjusted saturation flow, s (veh/h)
s=soNfwfgfafLTfRT(1/fc) 3622.88 3600.47 3028.88 3110.72

This exercise considers Alternative A:
Phase Phase 1 Phase 2 Phase 3
From East (E) West (W) North (N) South (S)
To S W N N E S E S W W N E
Q (vph) 60 700 50 70 625 75 60 250 25 50 375 10
Qtotal (vph) 810 770 335 435
S (pcu/h) 1930 1930 1930 1930

Adjusted S' 3622.88 3600.47 3028.88 3110.72

y = q/S' 0.224 0.214 0.111 0.140

y max 0.224 0.214 0.140

Y = y1 + y2 + y3 = 0.224 + 0.214 + 0.140 = 0.578 (Y < 0.85, OK)

16
 4/23/2022

Step 3: Optimum Cycle Time

l1 = start loss (s), 
Determination of Lost Time, tL (s) tL (s) = I1 + Y ‐ e Y = Intergreen (s) = Amber + all red, 
e = end gain (s)

Lost time for each phase, tL = 2 + (3+2) – 2 = 5 seconds

Total lost time per cycle, L = tL1 + tL2 + tL3
=5+5+5
= 15 seconds
Lost time for each .
𝐶 =  
phase,

=  . .
= 65.2 seconds
= 70 seconds

Step 4: Timing Setting

Determination of Signal Settings Effective Green: gn = Yn/Y (Co – L) 

Actual Green Time: G = g + tL (G = g + l + R)
Controller setting time: K = G – a –R

Effective Green, g
g1 = 0.224/0.578 (70 – 15) = 21 sec
g2 = 0.214/0.578 (70 – 15) = 21 sec
g3 = 0.140/0.578 (70 – 15) = 13 sec   
Actual Green Time, G 
G1 = 21 + 5 = 26 sec
G2 = 21 + 5 = 26 sec
G3 = 13 + 5 = 18 sec 

Controller setting time, K
K1 = 26 – 3 – 2 = 21 sec
K2 = 26 – 3 – 2 = 21 sec
K3 = 18 – 3 – 2 = 13 sec
Source: HCM2000, Chapter 10

17
 4/23/2022

Timing Diagram

Phase 1

Phase 2

Phase 3
21 24 26 47 50 52 65 68 70

One cycle time, Co = 70 sec

Phasing Diagram  draw

Do not distribute
Original author:  PM Ir Dr Sitti Asmah binti Hassan
Edited by: Che Ros bin Ismail

18