Engineering_Policy_Guide - User contributions [en]

914.5 Markings (MUTCD Chapter 9E)

2025-11-26T15:51:48Z

RollerA: /* {{SpanID|914.5.8}}914.5.8 Shared-Lane Marking (MUTCD Section 9E.09) */

[[Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|914.05]]
=={{SpanID|914.5.1}}914.5.1 Bicycle Lanes (MUTCD Section 9E.01)==

'''Support. '''Pavement markings designate that portion of the roadway for preferential use by bicyclists. Markings inform all road users of the restricted nature of the bicycle lane.

'''Standard. '''Longitudinal pavement markings and bicycle lane symbol or word markings (see [[#fig914.5.1.1|Figure 914.5.1.1]]) shall be used to define bicycle lanes.

'''Guidance. '''The first symbol or word marking in a bicycle lane should be placed at the beginning of the bicycle lane and downstream symbol or word markings should be placed after major intersections. Additional symbol or word markings should be placed at periodic intervals along the bicycle lane based on engineering judgment.

'''Option. '''An arrow marking may be used in conjunction with the bicycle lane symbol or word marking, placed downstream from the symbol or word marking.

Where the bicycle lane symbols or word markings are used, Bicycle Lane signs (see [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.3|EPG 914.2.3]]) may also be used, but not necessarily adjacent to every set of pavement markings in order to avoid overuse of the signs.

'''Support. '''MoDOT does not typically install or maintain green-colored pavement for bicycle lanes.

'''Guidance. '''If green-colored pavement is installed on a MoDOT route, an agreement should be in place with the local agency that will maintain the green-colored pavement.

'''Standard. '''The bicycle symbol or BIKE LANE pavement word marking and the pavement marking arrow shall not be used in a shoulder.

A portion of the roadway shall not be established as both a shoulder and a bicycle lane.

'''Support. ''' Where a shoulder is provided or is of sufficient width to meet the expectation of a highway user in that it can function as a space for emergency, enforcement, or maintenance activities, or avoidance or recovery maneuvers, [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.7|EPG 914.2.7]] contains information regarding the Bicycles Use Shoulder Only sign that can be used to denote locations on a freeway or expressway where bicycles are permitted on an available and usable shoulder.

Examples of pavement markings for bicycle lanes on a two-way street are shown in [[#fig914.5.1.2|Figure 914.5.1.2]].

{{SpanID|fig914.5.1.1}}
[[File:Figure 914.5.1.1 Symbol and Arrow Pavement Markings for Bicycle Lanes.png|thumb|center|250px|alt=A vertical bicycle lane is shown with a white bicycle symbol followed by a white arrow marked on the pavement.
|'''Figure 914.5.1.1''' Symbol and Arrow Pavement Markings for Bicycle Lanes]]

{{SpanID|fig914.5.1.2}}
[[File:Figure 914.5.1.2 Example of Pavement Markings for Bicycle Lanes on a Two-Way Street.png|thumb|center|800px|alt="A two-lane vertical roadway with dedicated bicycle lanes is shown intersecting two horizontal roadways.
The centerline is shown with a double solid yellow line. The dedicated bicycle lanes are shown separated from the adjacent lane by a solid white line and broken white lines. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement.
Along the roadways are R3-17 signs."
|'''Figure 914.5.1.2''' Example of Pavement Markings for Bicycle Lanes on a Two-Way Street]]

=={{SpanID|914.5.2}}914.5.2 Bicycle Lanes at Intersection Approaches (MUTCD Section 9E.02)==

'''Standard. '''Except as provided in the following paragraph, a through bicycle lane shall not be positioned to the right of a right turn only lane or to the left of a left turn only lane.

'''Option. '''A through bicycle lane may be positioned to the right of a right turn only lane or to the left of a left turn only lane provided that the bicycle lane is controlled by a traffic signal that displays bicycle signal indications (see [[902.8 Bicycle Signals (MUTCD Chapter 4H)|EPG 902.8]]).

'''Support. '''Unless controlled by a bicycle signal indication, a bicyclist continuing straight through an intersection from the right of a right turn only lane or from the left of a left turn only lane would be inconsistent with normal traffic behavior and would violate the expectations of right-turning or left-turning motorists.

'''Guidance. '''When the right (left) through lane is dropped to become a mandatory right-turn (left-turn) lane, the bicycle lane markings should stop at least 100 feet before the beginning of the right-turn (left-turn) lane. Through bicycle lane markings should resume to the left (right) of the mandatory right-turn (left-turn) lane.

Except as provided in the first Option paragraph of this article, an optional through-right (through-left) turn lane next to a mandatory right-turn (left-turn) lane should not be used where there is a through bicycle lane.

'''Standard. ''' A bicycle lane located on an intersection approach between general-purpose lanes for motor vehicle movements shall be marked with at least one bicycle symbol and at least one arrow pavement marking as provided in the first Option paragraph of [[#914.5.1|EPG 914.5.1]].

A bicycle lane shall not be marked within a general-purpose lane, either with dotted or any other line markings.

'''Option. '''Where there is insufficient width in the roadway to include both a bicycle lane and a general-purpose turn lane, bicycle travel may be accommodated within the turn lane or general-purpose lane using shared-lane markings.

'''Standard. '''Where a general-purpose turn lane is controlled by a traffic control signal, through bicycle movements shall not be accommodated in the turn lane unless the turning movement is always permitted to proceed simultaneously with the adjacent through movement.

'''Support. '''Examples of bicycle lane markings on approaches to intersections are shown in [[#fig914.5.2.1|Figures 914.5.2.1]] through [[#fig914.5.2.4|914.5.2.4]] and [[#fig914.5.8|914.5.8]].

'''Guidance. '''The longitudinal line defining a bicycle lane should be dotted on approaches to intersections where turning vehicles are permitted to cross the path of through-moving bicycles.

'''Support. '''Buffer-separated and separated bicycle lanes require additional considerations at intersections, including sight distances for bicycles and other road users, user expectations, and intersection geometry.

'''Option. '''A buffer-separated or separated bicycle lane may be shifted closer to, or farther away from the adjacent general-purpose lane depending upon site-specific conditions (see Drawing C in [[#fig914.5.7|Figure 914.5.7]]).

'''Support. '''A buffer-separated or separated bicycle lane shifted away from the adjacent general-purpose lane at an intersection can create space for a motor vehicle to queue between the general-purpose lane and the extension of the bicycle lane. This design can also improve the safety and comfort of bicyclists by reducing the speed of turning motor vehicles, improving sightlines, and creating additional buffer space prior to the conflict point with turning motor vehicles.

The purpose of shifting a buffer-separated or separated bicycle lane away from the adjacent general-purpose lane is to allow the driver of a turning vehicle to undertake the tasks of turning and scanning for bicycle cross traffic in isolation versus simultaneously. Sufficient sight distance for both drivers and bicyclists is important in this design (see Drawing C in [[#fig914.5.7|Figure 914.5.7]]).

The purpose of shifting a buffer-separated or separated bicycle lane toward the adjacent general-purpose lane is to improve the visibility of bicyclists to the adjacent traffic and avoid conflicts between turning motor vehicles and bicyclists.

'''Option. '''Where a general-purpose mandatory turn lane is provided at an intersection and the approach also includes a separated or buffer-separated bicycle lane, a mixing zone may be established to allow general-purpose turning traffic to share the roadway space with bicyclists (see [[#fig914.5.2.5|Figure 914.5.2.5]]).

'''Standard. '''Mixing zones shall be used only where the bicycle lane is one-way in the same direction of travel as the adjacent general-purpose lane.

Where a mixing zone continues to the intersection itself sharing space between bicyclists and general-purpose turning traffic, shared-lane markings and turn arrows shall be provided in the lane.

'''Support. '''Mixing zones require bicycles and general traffic to share space, interrupting a buffer-separated or separated bicycle lane where bicycle traffic is otherwise separated from general traffic. The preference is to provide a dedicated bicycle facility for the intersection approach. If that is not possible, the mixing zone needs to indicate that bicyclists and motorists are entering a shared condition.

{{SpanID|fig914.5.2.1}}
[[File:Figure 914.5.2.1 Example of Bicycle Lane Markings on an Approach to an Intersection (Sheet 1 of 3).png|thumb|center|500px|alt=A two-lane vertical roadway is shown with a dedicated bicycle lane that intersects a right-turn lane. The centerline is shown with a double solid yellow line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. Where the path crosses the right turn lane the bicycle lane crossing is shown with a dotted pattern of white markings. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.1''' Example of Bicycle Lane Markings on an Approach to an Intersection ''(Sheet 1 of 3)'']]

{{SpanID|fig914.5.2.2}}
[[File:Figure 914.5.2.2 Example of Bicycle Lane Markings on an Approach to an Intersection (Sheet 2 of 3).png|thumb|center|500px|alt=A two-lane vertical roadway is shown with a dedicated bicycle lane that is parallel and adjacent to a right-turn lane. The centerline is shown with a double solid yellow line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement.
Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.2''' Example of Bicycle Lane Markings on an Approach to an Intersection ''(Sheet 2 of 3)'']]

{{SpanID|fig914.5.2.3}}
[[File:Figure 914.5.2.3 Example of Bicycle Lane Markings on an Approach to an Intersection (Sheet 3 of 3).png|thumb|center|700px|alt=A two-lane vertical roadway is shown with dedicated bicycle lanes that are parallel to right- and left-turn lanes. A two-lane horizontal roadway intersects the vertical roadway. The centerline is shown with a broken white line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white directional arrows shown marked on the pavement. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.3''' Example of Bicycle Lane Markings on an Approach to an Intersection ''(Sheet 3 of 3)'']]

{{SpanID|fig914.5.2.4}}
[[File:Figure 914.5.2.4 Example of Bicycle Lane Markings on an Approach to an Intersection that Transitions from a Shared Lane.png|thumb|center|500px|alt=A two-lane vertical roadway is shown with a dedicated bicycle lane that intersects a right-turn lane. The centerline is shown with a double solid yellow line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. Where the path crosses the right turn lane the bicycle lane crossing is shown with an optional dotted pattern of white markings. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement. The shared lane is identified with a white symbol of a bicycle followed by double chevrons marked on the pavement. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.4''' Example of Bicycle Lane Markings on an Approach to an Intersection that Transitions from a Shared Lane]]

{{SpanID|fig914.5.2.5}}
[[File:Figure 914.5.2.5 Example of Pavement Markings for Mixing Zones.png|thumb|center|400px|alt=A vertical roadway is shown with a right turn lane that is a shared bike lane. The shared lane is identified with two white symbols of a bicycle followed by double chevrons marked on the pavement along with two white directional arrows. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.5''' Example of Pavement Markings for Mixing Zones]]

=={{SpanID|914.5.3}}914.5.3 Extensions of Bicycle Lanes through Intersections (MUTCD Section 9E.03)==

'''Support. '''Extensions of bicycle lanes through intersections can help identify the paths of bicyclists and guide them on movements that could be difficult to discern. Extensions of bicycle lanes through intersections also assist other road users of the intersection to identify where bicyclists are expected to operate and to recognize potentially unexpected conflict points.

The design, placement, and maintenance of bicycle lane extensions through intersections are important considerations, especially when contiguous to a crosswalk, to avoid potential confusion to pedestrians with vision disabilities.

The width and color of lane extension markings are discussed in [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.13|EPG 620.2.13]].

MoDOT does not typically install or maintain green colored pavement for bicycle lanes. If installed on a MoDOT route, an agreement must be in place with the local agency that will maintain green colored pavement.

'''Standard. ''' Shared-lane markings or chevron markings shall not be used in bicycle lanes or bicycle lane extensions (see [[#914.5.8|EPG 914.5.8]]).

Extensions of bicycle lanes through intersections shall use dotted line patterns.

'''Support. '''Separated and buffer-separated bicycle lanes may have alignments that are not as obvious within an intersection as a standard bicycle lane, therefore additional conspicuity is important where these types of bicycle lanes cross intersections.

'''Guidance. '''Lane extension markings should be used to extend a buffer-separated or separated bicycle lane through intersections.

The extension of a bicycle lane through an intersection should use two lines defining both lateral limits of the bicycle lane.

'''Standard. ''' Where the path of the bicycle lane through the intersection is contiguous to a crosswalk, two longitudinal dotted lines shall be provided to establish the lateral limits of the bicycle lane extension. The transverse line establishing one side of the crosswalk, or the limit of a high-visibility crosswalk pattern (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C)#620.3.5|EPG 620.3.5]]) that does not employ a transverse line, shall not be used to demarcate one side of the bicycle lane extension.

=={{SpanID|914.5.4}}914.5.4 Bicycle Lanes at Driveways (MUTCD Section 9E.04)==

'''Support. '''The definition of an “Intersection” in [[:Category:911 General (MUTCD Part 1)#Definitions_of_Words_and_Phrases_Used_in_this_Manual_(MUTCD_Section_1C.02)|EPG 911 (MUTCD Section 1C.02)]] contains information to determine if a driveway can be considered an intersection.

'''Option. '''Bicycle lanes may be continued through a driveway using solid longitudinal lines.

=={{SpanID|914.5.5}}914.5.5 Bicycle Lanes at Circular Intersections (MUTCD Section 9E.05)==

'''Standard. '''Bicycle lanes shall not be provided in the circulatory roadway of an unsignalized circular intersection that includes conflicts at entry or exit points (see [[620.4 Circular Intersection Markings (MUTCD Chapter 3D)|EPG 620.4]]) except as provided in the first Option paragraph of this article.

'''Guidance. '''Bicycle lane markings should stop at least 100 feet before the crosswalk, or if no crosswalk is provided, at least 100 feet before the yield line, or if no yield line is provided, then at least 100 feet before the edge of the circulatory roadway.

If used, bicycle crossings should be a minimum of 20 feet from the edge of the circulatory roadway.

'''Option. '''Separated bicycle lanes may be used in circular intersections.

'''Support. '''Separated bicycle lanes allow bicycles to navigate a circular intersection and its crossing points without merging into traffic and without dismounting and using a crosswalk at the intersection crossing point. This is beneficial at multi-lane and higher-speed circular intersections.

[[#914.5.9|EPG 914.5.9]] contains information on using shared-lane markings to facilitate the bicycle movement through a circular intersection.

The “Guide for the Development of Bicycle Facilities,” 2012 Fourth Edition, American Association of State Highway and Transportation Officials, contains information on designing for bicycles on the sidewalk in lieu of, or in addition to, using shared-lane markings in the circulatory roadway of the intersection.

The “Improving Intersections for Pedestrians and Bicyclists Informational Guide” (FHWA-SA-22-017), FHWA contains information on incorporating separated bicycle lanes and other bicycle facilities into circular intersections.

=={{SpanID|914.5.6}}914.5.6 Buffer-Separated Bicycle Lanes (MUTCD Section 9E.06)==

'''Support. '''Buffer-separated bicycle lanes provide additional lateral separation between a bicycle lane and a general-purpose lane by a pattern of pavement markings without the presence of vertical elements. Providing a buffer space between a bicycle lane and a general-purpose lane creates more separation between motor vehicles and bicycles, can reduce vehicle encroachment into the bicycle lane, and can increase the comfort of bicyclists.

Providing a buffer space between a bicycle lane and a parking lane can reduce crashes involving bicycles and the opening of vehicle doors from the parking lane.

'''Standard. '''If used, and except as provided in the first Option paragraph of this article, a buffer space shall be marked with a solid white line along both edges of the buffer space where crossing is discouraged.

'''Guidance. '''Engineering judgment should be used to establish intermittent breaks or interruptions in the buffer space, such as for driveways, transit stops, or on-street parallel parking lanes, in order to convey access points or an otherwise general legal movement to cross the buffer space (see [[#fig914.5.6|Figure 914.5.6]]).

'''Option. '''Buffer spaces may be established without specific longitudinal lines if contiguous facilities have longitudinal lines or other pavement markings themselves that, when installed, automatically demarcate the buffer space (see Drawing D in [[#fig914.5.6|Figure 914.5.6]]).

'''Standard. '''Except as provided in the subsequent paragraph, a through buffer-separated bicycle lane shall not be positioned to the right of a mandatory right-turn lane or to the left of a mandatory left-turn lane.

'''Option. ''' A buffer-separated bicycle lane may be placed to the right of a mandatory right-turn lane (or to the left of a mandatory left-turn lane) only if a bicycle signal face (see [[902.8 Bicycle Signals (MUTCD Chapter 4H)#902.8.1|EPG 902.8.1]]) is used and the signal phasing and signing eliminates any potential conflicts between the bicycle movement and the turning movement.

'''Guidance. '''The width of the buffer space should be at least 3 times the width of the normal or wide longitudinal line used to mark the buffer space.

Where a buffer space is 2 to 3 feet wide, chevron or diagonal markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.24|EPG 620.2.24]]) should be applied within the buffer space.

'''Option. '''Where a buffer space is less than 2 feet wide, diagonal markings or no markings at all in the buffer space may be applied within the buffer space.

'''Standard. '''If used, diagonal markings shall slant away from traffic in the adjacent travel lane for motor-vehicle traffic.

'''Guidance. '''Where used, the spacing of chevrons or diagonal markings should be 10 feet or greater.

'''Support. '''Chevron and diagonal markings convey that the buffer space is not an additional bicycle lane or other travel lane open to traffic.

'''Standard. '''Where a buffer space is more than 3 feet wide, chevron or diagonal markings shall be applied within the buffer space.

'''Guidance. '''Lane extension markings should be used to extend a buffer-separated bicycle lane across intersections.

{{SpanID|fig914.5.6}}
[[File:Figure 914.5.6 Examples of Markings for Buffer-Separated Bicycle Lanes.png|thumb|center|900px|alt="A: A two-lane horizontal roadway with buffers protecting the bike lanes is shown. The centerline is shown with a double solid yellow line. The buffers are shown with solid white lines with either space inbetween or chevron markings.
B: A two-lane horizontal roadway is shown with one side of the roadway showing a buffer between the bike lane and on-street parking. The centerline is shown with a double solid yellow line. The buffers on the other side of the road are shown with solid white lines with chevron or diagonal markings.
C: A two-lane horizontal roadway is shown with a vertical roadway intersection and a driveway. A bike path crosses the vertical roadway and the driveway. The centerline is shown with a broken white line. The buffers are shown with solid white lines form an oval shape with chevron markings.
D: A two-lane horizontal roadway is shown with a driveway. There is a break in the buffer as it crosses the driveway entrance. The centerline is shown with a broken white line. The buffers are shown with solid white lines form an oval shape with chevron markings."
|'''Figure 914.5.6''' Examples of Markings for Buffer-Separated Bicycle Lanes]]

=={{SpanID|914.5.7}}914.5.7 Separated Bicycle Lanes (MUTCD Section 9E.07)==

'''Support. '''Separated bicycle lanes provide a physical separation between a general-purpose lane and a bicycle lane through the use of vertical objects or vertical separation between the general-purpose lane and bicycle lane. Providing a physical separation between a bicycle lane and a general-purpose lane can reduce vehicle encroachment into the bicycle lane beyond a marked buffer alone and can in some cases prevent that encroachment altogether.

Physical separation between general-purpose lanes and bicycle lanes introduces additional design considerations over buffer-separated bicycle lanes, including the awareness of a potentially unexpected conflict point for turning motor vehicles and the provision of adequate sight distance for all users at intersections and driveway crossings.

'''Option. '''Vertical elements used to provide physical separation between general-purpose lanes and bicycle lanes may include, but are not limited to, tubular markers, raised islands, or parked vehicles.

'''Support. '''Where on-street parking is provided adjacent to the buffer area of a separated bicycle lane, pedestrians will need to access those vehicles.

'''Guidance. '''BIKE LANE (R3-17) signs (see [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.3|EPG 914.2.3]]) should be used to distinguish a separated bicycle lane from a general-purpose lane.

Where an on-street parking lane serves as the separation between a general-purpose lane and a separated bicycle lane, a buffer space should be provided between the parking lane and the bicycle lane to allow for opening doors of parked vehicles.

'''Support. '''Separated bicycle lanes may be designed for one-way or two-way bicycle travel. Providing one-way separated bicycle lanes in the same direction as and on the right-hand side of the general-purpose lane, whether on a one-way or two-way roadway, accommodates the expectations of road users and might result in fewer conflict points at intersections or driveway crossings.

'''Standard. '''The edge line and lane line colors used for separated bicycle lanes shall conform to the requirements in [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] (see [[#fig914.5.7|Figure 914.5.7]]).

Directional arrows shall be used in conjunction with the bicycle lane symbol or word marking in separated bicycle lanes, placed downstream from the symbol or word marking.

Turns on red shall be prohibited across separated bicycle lanes while bicyclists are allowed to proceed through the intersection.

'''Support. '''Additional information on signals for bicycle facilities is found in [[902.8 Bicycle Signals (MUTCD Chapter 4H)|EPG 902.8]].

'''Standard. '''The edges of the buffer space for a separated bicycle lane shall be marked with solid longitudinal lines.

A marked buffer space that is 2 feet or wider for a separated bicycle lane, including those buffer spaces where tubular markers are provided, shall use chevron or diagonal markings within the buffer, unless physical separation is provided that occupies the majority of the buffer space, such as raised islands or other physical dividers, or such as where an on-street parking lane occupies the majority of the buffer space.

'''Guidance. '''Where used in the buffer area of a separated bicycle lane, the spacing of chevrons or diagonal markings should be 10 feet or greater.

Crosswalks that cross a separated bicycle lane should be marked consistent with the style of crosswalk marking provided across the adjacent general-purpose lane.

'''Support. ''' Where on-street parking is provided as the physical separation adjacent to the buffer area of a separated bicycle lane, the chevron or diagonal marking provisions in [[#914.5.6|EPG 914.5.6]] apply to the area outside of the marked parking area within the buffer (see [[#fig914.5.7|Figure 914.5.7]]).

Intersection treatments for separated bicycle lanes can vary depending on the geometric and operational conditions at the intersection (see [[#914.5.2|EPG 914.5.2]]).

{{SpanID|fig914.5.7}}{{SpanID|fig914.5.7.1}}
[[File:Figure 914.5.7 Examples of Lane Markings for Separated Bicycle Lanes.png|thumb|center|900px|alt="A: A two-lane, two-way street is shown with a one-way bicycle lane in each direction that is separated from the vehicular lane by a buffer. The buffer includes tubular markers and white diagonal or chevron markings if the buffer width is equal to or greater than 2 feet.
B: A two-lane, one-way street is shown with on-street parking on the right, then a buffer lane with white diagonal markings protecting the one-way bicycle lane.
C: A segment of a vertical roadway and a horizontal roadway is shown. Protected bicycle lanes are shown in both the northbound and eastbound directions, separated from traffic by a grass strip. At the intersection, the bicycle lane crossings are each shown with a dotted pattern of white markings."
|'''Figure 914.5.7''' Examples of Lane Markings for Separated Bicycle Lanes]]

=={{SpanID|914.5.8}}914.5.8 Shared-Lane Marking (MUTCD Section 9E.09)==

'''Support. '''The FHWA’s “Standard Highway Signs” publication (see [[:Category:911 General (MUTCD Part 1)#Relation_to_Other_Publications_(MUTCD_Section_1A.05)|EPG 911 (MUTCD Section 1A.05)]]) contains details on the shared-lane marking symbol.

'''Option. '''The shared-lane marking shown in [[#fig914.5.8|Figure 914.5.8]] may be used to:
:A. Assist bicyclists with lateral positioning in a shared lane with on-street parallel parking in order to reduce the chance of a bicyclist impacting the open door of a parked vehicle,
:B. Assist bicyclists with lateral positioning in lanes that are too narrow for a motor vehicle and a bicycle to travel side-by-side within the same traffic lane,
:C. Alert road users of the lateral location bicycles are likely to occupy within the traveled way,
:D. Encourage safe passing of bicycles by motor vehicles,
:E. Reduce the incidence of wrong-way bicycling in the roadway, and
:F. Assist bicyclists with lateral positioning in mixing zones.

'''Guidance. '''The shared-lane marking should not be placed on roadways that have a speed limit of 40 mph or greater.

'''Standard. '''Shared-lane markings shall not be used in:
:A. Shoulders;
:B. Bicycle lanes or in designated extensions of bicycle lanes through intersections or driveways,
:C. A travel lane in which light-rail transit vehicles also travel;
:D. The transition area where a motor vehicle entering a mandatory turn lane must weave across bicyclists in bicycle lanes;
:E. Shared-use paths or shared-use path crossings; or
:F. Physically-separated bikeways, either in the roadway or on an independent right-of-way.

Green-colored pavement shall not be applied as a background to shared-lane markings (see [[620.7 Colored Pavement (MUTCD Chapter 3H)#620.7.6|EPG 620.7.6]]).

'''Guidance. '''If used in a shared lane with on-street parallel parking, shared-lane markings should be placed so that the centers of the markings are a minimum of 12 feet from the face of the curb, or from the edge of the pavement where there is no curb.

If used on a street without on-street parking that has an outside travel lane that is less than 14 feet wide, shared-lane markings should be placed so that the centers of the markings are a minimum of 4 feet from the face of the curb, or from the edge of the pavement where there is no curb.

At non-intersection locations, the shared-lane marking should be spaced at intervals of not less than 50 feet or greater than 250 feet.

The first shared-lane marking downstream from an intersection should be placed no more than 50 feet from the intersection.

'''Option. ''' [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.6|EPG 914.2.6]] describes a Bicycles Allowed Use of Full Lane sign that may be used in addition to or instead of the shared-lane marking to inform road users that bicyclists might occupy the travel lane.

'''Guidance. '''If the Bicycles Allowed Use of Full Lane (R9-20) sign is used as an addition to shared-lane marking, the shared-lane marking should be placed so that the center of the marking is in the approximate center of the travel lane.

'''Option. '''The shared-lane marking may be used (see [[#fig914.5.8|Figure 914.5.8]]) where the width of the roadway is insufficient to continue a bicycle lane or separated bikeway on the approach to the intersection, or it is advantageous to terminate the bicycle lane or separated bikeway in order to provide for a shared lane.

The shared-lane marking may be used on an approach to an intersection in a mandatory turn lane to indicate a shared space for bicyclists and motorists where there is insufficient width in the roadway for both the bicycle lane and turn lane.

{{SpanID|fig914.5.8}}
[[File:Figure 914.5.8 Examples of Shared-Lane Marking Applications.png|thumb|center|800px|alt="A: A segment of vertical roadway with two-way shared bicycle lanes. The centerline is shown with a double solid yellow line. To the right of the northbound lane is on street parking.
B: A segment of vertical roadway with a shared bicycle lane in the form of a right-turn lane is shown. The centerline is shown with a double solid yellow line. The shared lane is identified with a white bicycle symbol followed by two white chevrons along with white directional arrow pavement markings. Along the roadway is a R4-4 sign."
|'''Figure 914.5.8''' Examples of Shared-Lane Marking Applications]]

=={{SpanID|914.5.9}}914.5.9 Shared-Lane Markings for Circular Intersections (MUTCD Section 9E.10)==

'''Option. '''Shared-lane markings may be used in the circulatory roadway of circular intersections.

'''Guidance. '''If used, shared-lane markings should be placed in the center of the lane when used inside of circulatory roadways.

'''Support. '''The “Guide for Development of Bicycle Facilities,” 2012 Fourth Edition, American Association of State Highway and Transportation Officials, contains information on designing for bicycles on shared-used paths in lieu of, or in addition to, using shared-lane markings in the circulatory roadway of the intersection.

=={{SpanID|914.5.10}}914.5.10 Raised Devices (MUTCD Section 9E.17)==

'''Support. ''' [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]] contains information on using channelizing devices to emphasize pavement marking patterns associated with certain bicycle facilities. A common application is the use of flexible raised devices to create separated bicycle lanes (see [[#914.5.7|EPG 914.5.7]]).

Using inflexible raised devices immediately adjacent to the travel path of a bicyclist without a buffer creates a collision potential for bicyclists.

'''Option. '''In accordance with [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]], channelizing devices may be used to emphasize a pavement marking pattern that establishes a bicycle lane or other bicycle facility provided that the installation of channelizing devices does not prevent motor vehicles from turning when the turn requires the motor vehicle to merge with the bicycle lane or facility as required by law or ordinance.

'''Guidance. ''' If used, channelizing devices for bicycle facilities should be tubular markers (see [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)#620.8.2|EPG 620.8.2]]).

The selection of a raised device for use with bicycle facilities should consider the collision potential of both the post and the base since the base might still be present in the event the post is struck and missing.

'''Support. '''Measures to reduce the likelihood of a road user striking a channelizing device include marking a buffer space, improving lighting, improving retroreflectivity, or the periodic addition of taller vertical elements within runs of shorter elements.

'''Standard. '''Channelizing devices that are used to emphasize the pavement marking patterns of bicycle facilities shall not incorporate the color green into either the device or its retroreflective element to supplement the presence of green-colored pavement.

'''Guidance. '''If used in separated bicycle lanes, channelizing devices should be placed in the buffer space and at least 1 foot from the longitudinal bicycle lane pavement marking.

File:Figure 914.5.8 Examples of Shared-Lane Marking Applications.png

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914.5 Markings (MUTCD Chapter 9E)

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RollerA: /* {{SpanID|914.5.7}}914.5.7 Separated Bicycle Lanes (MUTCD Section 9E.07) */

[[Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|914.05]]
=={{SpanID|914.5.1}}914.5.1 Bicycle Lanes (MUTCD Section 9E.01)==

'''Support. '''Pavement markings designate that portion of the roadway for preferential use by bicyclists. Markings inform all road users of the restricted nature of the bicycle lane.

'''Standard. '''Longitudinal pavement markings and bicycle lane symbol or word markings (see [[#fig914.5.1.1|Figure 914.5.1.1]]) shall be used to define bicycle lanes.

'''Guidance. '''The first symbol or word marking in a bicycle lane should be placed at the beginning of the bicycle lane and downstream symbol or word markings should be placed after major intersections. Additional symbol or word markings should be placed at periodic intervals along the bicycle lane based on engineering judgment.

'''Option. '''An arrow marking may be used in conjunction with the bicycle lane symbol or word marking, placed downstream from the symbol or word marking.

Where the bicycle lane symbols or word markings are used, Bicycle Lane signs (see [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.3|EPG 914.2.3]]) may also be used, but not necessarily adjacent to every set of pavement markings in order to avoid overuse of the signs.

'''Support. '''MoDOT does not typically install or maintain green-colored pavement for bicycle lanes.

'''Guidance. '''If green-colored pavement is installed on a MoDOT route, an agreement should be in place with the local agency that will maintain the green-colored pavement.

'''Standard. '''The bicycle symbol or BIKE LANE pavement word marking and the pavement marking arrow shall not be used in a shoulder.

A portion of the roadway shall not be established as both a shoulder and a bicycle lane.

'''Support. ''' Where a shoulder is provided or is of sufficient width to meet the expectation of a highway user in that it can function as a space for emergency, enforcement, or maintenance activities, or avoidance or recovery maneuvers, [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.7|EPG 914.2.7]] contains information regarding the Bicycles Use Shoulder Only sign that can be used to denote locations on a freeway or expressway where bicycles are permitted on an available and usable shoulder.

Examples of pavement markings for bicycle lanes on a two-way street are shown in [[#fig914.5.1.2|Figure 914.5.1.2]].

{{SpanID|fig914.5.1.1}}
[[File:Figure 914.5.1.1 Symbol and Arrow Pavement Markings for Bicycle Lanes.png|thumb|center|250px|alt=A vertical bicycle lane is shown with a white bicycle symbol followed by a white arrow marked on the pavement.
|'''Figure 914.5.1.1''' Symbol and Arrow Pavement Markings for Bicycle Lanes]]

{{SpanID|fig914.5.1.2}}
[[File:Figure 914.5.1.2 Example of Pavement Markings for Bicycle Lanes on a Two-Way Street.png|thumb|center|800px|alt="A two-lane vertical roadway with dedicated bicycle lanes is shown intersecting two horizontal roadways.
The centerline is shown with a double solid yellow line. The dedicated bicycle lanes are shown separated from the adjacent lane by a solid white line and broken white lines. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement.
Along the roadways are R3-17 signs."
|'''Figure 914.5.1.2''' Example of Pavement Markings for Bicycle Lanes on a Two-Way Street]]

=={{SpanID|914.5.2}}914.5.2 Bicycle Lanes at Intersection Approaches (MUTCD Section 9E.02)==

'''Standard. '''Except as provided in the following paragraph, a through bicycle lane shall not be positioned to the right of a right turn only lane or to the left of a left turn only lane.

'''Option. '''A through bicycle lane may be positioned to the right of a right turn only lane or to the left of a left turn only lane provided that the bicycle lane is controlled by a traffic signal that displays bicycle signal indications (see [[902.8 Bicycle Signals (MUTCD Chapter 4H)|EPG 902.8]]).

'''Support. '''Unless controlled by a bicycle signal indication, a bicyclist continuing straight through an intersection from the right of a right turn only lane or from the left of a left turn only lane would be inconsistent with normal traffic behavior and would violate the expectations of right-turning or left-turning motorists.

'''Guidance. '''When the right (left) through lane is dropped to become a mandatory right-turn (left-turn) lane, the bicycle lane markings should stop at least 100 feet before the beginning of the right-turn (left-turn) lane. Through bicycle lane markings should resume to the left (right) of the mandatory right-turn (left-turn) lane.

Except as provided in the first Option paragraph of this article, an optional through-right (through-left) turn lane next to a mandatory right-turn (left-turn) lane should not be used where there is a through bicycle lane.

'''Standard. ''' A bicycle lane located on an intersection approach between general-purpose lanes for motor vehicle movements shall be marked with at least one bicycle symbol and at least one arrow pavement marking as provided in the first Option paragraph of [[#914.5.1|EPG 914.5.1]].

A bicycle lane shall not be marked within a general-purpose lane, either with dotted or any other line markings.

'''Option. '''Where there is insufficient width in the roadway to include both a bicycle lane and a general-purpose turn lane, bicycle travel may be accommodated within the turn lane or general-purpose lane using shared-lane markings.

'''Standard. '''Where a general-purpose turn lane is controlled by a traffic control signal, through bicycle movements shall not be accommodated in the turn lane unless the turning movement is always permitted to proceed simultaneously with the adjacent through movement.

'''Support. '''Examples of bicycle lane markings on approaches to intersections are shown in [[#fig914.5.2.1|Figures 914.5.2.1]] through [[#fig914.5.2.4|914.5.2.4]] and [[#fig914.5.8|914.5.8]].

'''Guidance. '''The longitudinal line defining a bicycle lane should be dotted on approaches to intersections where turning vehicles are permitted to cross the path of through-moving bicycles.

'''Support. '''Buffer-separated and separated bicycle lanes require additional considerations at intersections, including sight distances for bicycles and other road users, user expectations, and intersection geometry.

'''Option. '''A buffer-separated or separated bicycle lane may be shifted closer to, or farther away from the adjacent general-purpose lane depending upon site-specific conditions (see Drawing C in [[#fig914.5.7|Figure 914.5.7]]).

'''Support. '''A buffer-separated or separated bicycle lane shifted away from the adjacent general-purpose lane at an intersection can create space for a motor vehicle to queue between the general-purpose lane and the extension of the bicycle lane. This design can also improve the safety and comfort of bicyclists by reducing the speed of turning motor vehicles, improving sightlines, and creating additional buffer space prior to the conflict point with turning motor vehicles.

The purpose of shifting a buffer-separated or separated bicycle lane away from the adjacent general-purpose lane is to allow the driver of a turning vehicle to undertake the tasks of turning and scanning for bicycle cross traffic in isolation versus simultaneously. Sufficient sight distance for both drivers and bicyclists is important in this design (see Drawing C in [[#fig914.5.7|Figure 914.5.7]]).

The purpose of shifting a buffer-separated or separated bicycle lane toward the adjacent general-purpose lane is to improve the visibility of bicyclists to the adjacent traffic and avoid conflicts between turning motor vehicles and bicyclists.

'''Option. '''Where a general-purpose mandatory turn lane is provided at an intersection and the approach also includes a separated or buffer-separated bicycle lane, a mixing zone may be established to allow general-purpose turning traffic to share the roadway space with bicyclists (see [[#fig914.5.2.5|Figure 914.5.2.5]]).

'''Standard. '''Mixing zones shall be used only where the bicycle lane is one-way in the same direction of travel as the adjacent general-purpose lane.

Where a mixing zone continues to the intersection itself sharing space between bicyclists and general-purpose turning traffic, shared-lane markings and turn arrows shall be provided in the lane.

'''Support. '''Mixing zones require bicycles and general traffic to share space, interrupting a buffer-separated or separated bicycle lane where bicycle traffic is otherwise separated from general traffic. The preference is to provide a dedicated bicycle facility for the intersection approach. If that is not possible, the mixing zone needs to indicate that bicyclists and motorists are entering a shared condition.

{{SpanID|fig914.5.2.1}}
[[File:Figure 914.5.2.1 Example of Bicycle Lane Markings on an Approach to an Intersection (Sheet 1 of 3).png|thumb|center|500px|alt=A two-lane vertical roadway is shown with a dedicated bicycle lane that intersects a right-turn lane. The centerline is shown with a double solid yellow line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. Where the path crosses the right turn lane the bicycle lane crossing is shown with a dotted pattern of white markings. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.1''' Example of Bicycle Lane Markings on an Approach to an Intersection ''(Sheet 1 of 3)'']]

{{SpanID|fig914.5.2.2}}
[[File:Figure 914.5.2.2 Example of Bicycle Lane Markings on an Approach to an Intersection (Sheet 2 of 3).png|thumb|center|500px|alt=A two-lane vertical roadway is shown with a dedicated bicycle lane that is parallel and adjacent to a right-turn lane. The centerline is shown with a double solid yellow line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement.
Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.2''' Example of Bicycle Lane Markings on an Approach to an Intersection ''(Sheet 2 of 3)'']]

{{SpanID|fig914.5.2.3}}
[[File:Figure 914.5.2.3 Example of Bicycle Lane Markings on an Approach to an Intersection (Sheet 3 of 3).png|thumb|center|700px|alt=A two-lane vertical roadway is shown with dedicated bicycle lanes that are parallel to right- and left-turn lanes. A two-lane horizontal roadway intersects the vertical roadway. The centerline is shown with a broken white line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white directional arrows shown marked on the pavement. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.3''' Example of Bicycle Lane Markings on an Approach to an Intersection ''(Sheet 3 of 3)'']]

{{SpanID|fig914.5.2.4}}
[[File:Figure 914.5.2.4 Example of Bicycle Lane Markings on an Approach to an Intersection that Transitions from a Shared Lane.png|thumb|center|500px|alt=A two-lane vertical roadway is shown with a dedicated bicycle lane that intersects a right-turn lane. The centerline is shown with a double solid yellow line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. Where the path crosses the right turn lane the bicycle lane crossing is shown with an optional dotted pattern of white markings. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement. The shared lane is identified with a white symbol of a bicycle followed by double chevrons marked on the pavement. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.4''' Example of Bicycle Lane Markings on an Approach to an Intersection that Transitions from a Shared Lane]]

{{SpanID|fig914.5.2.5}}
[[File:Figure 914.5.2.5 Example of Pavement Markings for Mixing Zones.png|thumb|center|400px|alt=A vertical roadway is shown with a right turn lane that is a shared bike lane. The shared lane is identified with two white symbols of a bicycle followed by double chevrons marked on the pavement along with two white directional arrows. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.5''' Example of Pavement Markings for Mixing Zones]]

=={{SpanID|914.5.3}}914.5.3 Extensions of Bicycle Lanes through Intersections (MUTCD Section 9E.03)==

'''Support. '''Extensions of bicycle lanes through intersections can help identify the paths of bicyclists and guide them on movements that could be difficult to discern. Extensions of bicycle lanes through intersections also assist other road users of the intersection to identify where bicyclists are expected to operate and to recognize potentially unexpected conflict points.

The design, placement, and maintenance of bicycle lane extensions through intersections are important considerations, especially when contiguous to a crosswalk, to avoid potential confusion to pedestrians with vision disabilities.

The width and color of lane extension markings are discussed in [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.13|EPG 620.2.13]].

MoDOT does not typically install or maintain green colored pavement for bicycle lanes. If installed on a MoDOT route, an agreement must be in place with the local agency that will maintain green colored pavement.

'''Standard. ''' Shared-lane markings or chevron markings shall not be used in bicycle lanes or bicycle lane extensions (see [[#914.5.8|EPG 914.5.8]]).

Extensions of bicycle lanes through intersections shall use dotted line patterns.

'''Support. '''Separated and buffer-separated bicycle lanes may have alignments that are not as obvious within an intersection as a standard bicycle lane, therefore additional conspicuity is important where these types of bicycle lanes cross intersections.

'''Guidance. '''Lane extension markings should be used to extend a buffer-separated or separated bicycle lane through intersections.

The extension of a bicycle lane through an intersection should use two lines defining both lateral limits of the bicycle lane.

'''Standard. ''' Where the path of the bicycle lane through the intersection is contiguous to a crosswalk, two longitudinal dotted lines shall be provided to establish the lateral limits of the bicycle lane extension. The transverse line establishing one side of the crosswalk, or the limit of a high-visibility crosswalk pattern (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C)#620.3.5|EPG 620.3.5]]) that does not employ a transverse line, shall not be used to demarcate one side of the bicycle lane extension.

=={{SpanID|914.5.4}}914.5.4 Bicycle Lanes at Driveways (MUTCD Section 9E.04)==

'''Support. '''The definition of an “Intersection” in [[:Category:911 General (MUTCD Part 1)#Definitions_of_Words_and_Phrases_Used_in_this_Manual_(MUTCD_Section_1C.02)|EPG 911 (MUTCD Section 1C.02)]] contains information to determine if a driveway can be considered an intersection.

'''Option. '''Bicycle lanes may be continued through a driveway using solid longitudinal lines.

=={{SpanID|914.5.5}}914.5.5 Bicycle Lanes at Circular Intersections (MUTCD Section 9E.05)==

'''Standard. '''Bicycle lanes shall not be provided in the circulatory roadway of an unsignalized circular intersection that includes conflicts at entry or exit points (see [[620.4 Circular Intersection Markings (MUTCD Chapter 3D)|EPG 620.4]]) except as provided in the first Option paragraph of this article.

'''Guidance. '''Bicycle lane markings should stop at least 100 feet before the crosswalk, or if no crosswalk is provided, at least 100 feet before the yield line, or if no yield line is provided, then at least 100 feet before the edge of the circulatory roadway.

If used, bicycle crossings should be a minimum of 20 feet from the edge of the circulatory roadway.

'''Option. '''Separated bicycle lanes may be used in circular intersections.

'''Support. '''Separated bicycle lanes allow bicycles to navigate a circular intersection and its crossing points without merging into traffic and without dismounting and using a crosswalk at the intersection crossing point. This is beneficial at multi-lane and higher-speed circular intersections.

[[#914.5.9|EPG 914.5.9]] contains information on using shared-lane markings to facilitate the bicycle movement through a circular intersection.

The “Guide for the Development of Bicycle Facilities,” 2012 Fourth Edition, American Association of State Highway and Transportation Officials, contains information on designing for bicycles on the sidewalk in lieu of, or in addition to, using shared-lane markings in the circulatory roadway of the intersection.

The “Improving Intersections for Pedestrians and Bicyclists Informational Guide” (FHWA-SA-22-017), FHWA contains information on incorporating separated bicycle lanes and other bicycle facilities into circular intersections.

=={{SpanID|914.5.6}}914.5.6 Buffer-Separated Bicycle Lanes (MUTCD Section 9E.06)==

'''Support. '''Buffer-separated bicycle lanes provide additional lateral separation between a bicycle lane and a general-purpose lane by a pattern of pavement markings without the presence of vertical elements. Providing a buffer space between a bicycle lane and a general-purpose lane creates more separation between motor vehicles and bicycles, can reduce vehicle encroachment into the bicycle lane, and can increase the comfort of bicyclists.

Providing a buffer space between a bicycle lane and a parking lane can reduce crashes involving bicycles and the opening of vehicle doors from the parking lane.

'''Standard. '''If used, and except as provided in the first Option paragraph of this article, a buffer space shall be marked with a solid white line along both edges of the buffer space where crossing is discouraged.

'''Guidance. '''Engineering judgment should be used to establish intermittent breaks or interruptions in the buffer space, such as for driveways, transit stops, or on-street parallel parking lanes, in order to convey access points or an otherwise general legal movement to cross the buffer space (see [[#fig914.5.6|Figure 914.5.6]]).

'''Option. '''Buffer spaces may be established without specific longitudinal lines if contiguous facilities have longitudinal lines or other pavement markings themselves that, when installed, automatically demarcate the buffer space (see Drawing D in [[#fig914.5.6|Figure 914.5.6]]).

'''Standard. '''Except as provided in the subsequent paragraph, a through buffer-separated bicycle lane shall not be positioned to the right of a mandatory right-turn lane or to the left of a mandatory left-turn lane.

'''Option. ''' A buffer-separated bicycle lane may be placed to the right of a mandatory right-turn lane (or to the left of a mandatory left-turn lane) only if a bicycle signal face (see [[902.8 Bicycle Signals (MUTCD Chapter 4H)#902.8.1|EPG 902.8.1]]) is used and the signal phasing and signing eliminates any potential conflicts between the bicycle movement and the turning movement.

'''Guidance. '''The width of the buffer space should be at least 3 times the width of the normal or wide longitudinal line used to mark the buffer space.

Where a buffer space is 2 to 3 feet wide, chevron or diagonal markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.24|EPG 620.2.24]]) should be applied within the buffer space.

'''Option. '''Where a buffer space is less than 2 feet wide, diagonal markings or no markings at all in the buffer space may be applied within the buffer space.

'''Standard. '''If used, diagonal markings shall slant away from traffic in the adjacent travel lane for motor-vehicle traffic.

'''Guidance. '''Where used, the spacing of chevrons or diagonal markings should be 10 feet or greater.

'''Support. '''Chevron and diagonal markings convey that the buffer space is not an additional bicycle lane or other travel lane open to traffic.

'''Standard. '''Where a buffer space is more than 3 feet wide, chevron or diagonal markings shall be applied within the buffer space.

'''Guidance. '''Lane extension markings should be used to extend a buffer-separated bicycle lane across intersections.

{{SpanID|fig914.5.6}}
[[File:Figure 914.5.6 Examples of Markings for Buffer-Separated Bicycle Lanes.png|thumb|center|900px|alt="A: A two-lane horizontal roadway with buffers protecting the bike lanes is shown. The centerline is shown with a double solid yellow line. The buffers are shown with solid white lines with either space inbetween or chevron markings.
B: A two-lane horizontal roadway is shown with one side of the roadway showing a buffer between the bike lane and on-street parking. The centerline is shown with a double solid yellow line. The buffers on the other side of the road are shown with solid white lines with chevron or diagonal markings.
C: A two-lane horizontal roadway is shown with a vertical roadway intersection and a driveway. A bike path crosses the vertical roadway and the driveway. The centerline is shown with a broken white line. The buffers are shown with solid white lines form an oval shape with chevron markings.
D: A two-lane horizontal roadway is shown with a driveway. There is a break in the buffer as it crosses the driveway entrance. The centerline is shown with a broken white line. The buffers are shown with solid white lines form an oval shape with chevron markings."
|'''Figure 914.5.6''' Examples of Markings for Buffer-Separated Bicycle Lanes]]

=={{SpanID|914.5.7}}914.5.7 Separated Bicycle Lanes (MUTCD Section 9E.07)==

'''Support. '''Separated bicycle lanes provide a physical separation between a general-purpose lane and a bicycle lane through the use of vertical objects or vertical separation between the general-purpose lane and bicycle lane. Providing a physical separation between a bicycle lane and a general-purpose lane can reduce vehicle encroachment into the bicycle lane beyond a marked buffer alone and can in some cases prevent that encroachment altogether.

Physical separation between general-purpose lanes and bicycle lanes introduces additional design considerations over buffer-separated bicycle lanes, including the awareness of a potentially unexpected conflict point for turning motor vehicles and the provision of adequate sight distance for all users at intersections and driveway crossings.

'''Option. '''Vertical elements used to provide physical separation between general-purpose lanes and bicycle lanes may include, but are not limited to, tubular markers, raised islands, or parked vehicles.

'''Support. '''Where on-street parking is provided adjacent to the buffer area of a separated bicycle lane, pedestrians will need to access those vehicles.

'''Guidance. '''BIKE LANE (R3-17) signs (see [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.3|EPG 914.2.3]]) should be used to distinguish a separated bicycle lane from a general-purpose lane.

Where an on-street parking lane serves as the separation between a general-purpose lane and a separated bicycle lane, a buffer space should be provided between the parking lane and the bicycle lane to allow for opening doors of parked vehicles.

'''Support. '''Separated bicycle lanes may be designed for one-way or two-way bicycle travel. Providing one-way separated bicycle lanes in the same direction as and on the right-hand side of the general-purpose lane, whether on a one-way or two-way roadway, accommodates the expectations of road users and might result in fewer conflict points at intersections or driveway crossings.

'''Standard. '''The edge line and lane line colors used for separated bicycle lanes shall conform to the requirements in [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] (see [[#fig914.5.7|Figure 914.5.7]]).

Directional arrows shall be used in conjunction with the bicycle lane symbol or word marking in separated bicycle lanes, placed downstream from the symbol or word marking.

Turns on red shall be prohibited across separated bicycle lanes while bicyclists are allowed to proceed through the intersection.

'''Support. '''Additional information on signals for bicycle facilities is found in [[902.8 Bicycle Signals (MUTCD Chapter 4H)|EPG 902.8]].

'''Standard. '''The edges of the buffer space for a separated bicycle lane shall be marked with solid longitudinal lines.

A marked buffer space that is 2 feet or wider for a separated bicycle lane, including those buffer spaces where tubular markers are provided, shall use chevron or diagonal markings within the buffer, unless physical separation is provided that occupies the majority of the buffer space, such as raised islands or other physical dividers, or such as where an on-street parking lane occupies the majority of the buffer space.

'''Guidance. '''Where used in the buffer area of a separated bicycle lane, the spacing of chevrons or diagonal markings should be 10 feet or greater.

Crosswalks that cross a separated bicycle lane should be marked consistent with the style of crosswalk marking provided across the adjacent general-purpose lane.

'''Support. ''' Where on-street parking is provided as the physical separation adjacent to the buffer area of a separated bicycle lane, the chevron or diagonal marking provisions in [[#914.5.6|EPG 914.5.6]] apply to the area outside of the marked parking area within the buffer (see [[#fig914.5.7|Figure 914.5.7]]).

Intersection treatments for separated bicycle lanes can vary depending on the geometric and operational conditions at the intersection (see [[#914.5.2|EPG 914.5.2]]).

{{SpanID|fig914.5.7}}{{SpanID|fig914.5.7.1}}
[[File:Figure 914.5.7 Examples of Lane Markings for Separated Bicycle Lanes.png|thumb|center|900px|alt="A: A two-lane, two-way street is shown with a one-way bicycle lane in each direction that is separated from the vehicular lane by a buffer. The buffer includes tubular markers and white diagonal or chevron markings if the buffer width is equal to or greater than 2 feet.
B: A two-lane, one-way street is shown with on-street parking on the right, then a buffer lane with white diagonal markings protecting the one-way bicycle lane.
C: A segment of a vertical roadway and a horizontal roadway is shown. Protected bicycle lanes are shown in both the northbound and eastbound directions, separated from traffic by a grass strip. At the intersection, the bicycle lane crossings are each shown with a dotted pattern of white markings."
|'''Figure 914.5.7''' Examples of Lane Markings for Separated Bicycle Lanes]]

=={{SpanID|914.5.8}}914.5.8 Shared-Lane Marking (MUTCD Section 9E.09)==

'''Support. '''The FHWA’s “Standard Highway Signs” publication (see [[:Category:911 General (MUTCD Part 1)#Relation_to_Other_Publications_(MUTCD_Section_1A.05)|EPG 911 (MUTCD Section 1A.05)]]) contains details on the shared-lane marking symbol.

'''Option. '''The shared-lane marking shown in [[#fig914.5.8|Figure 914.5.8]] may be used to:
:A. Assist bicyclists with lateral positioning in a shared lane with on-street parallel parking in order to reduce the chance of a bicyclist impacting the open door of a parked vehicle,
:B. Assist bicyclists with lateral positioning in lanes that are too narrow for a motor vehicle and a bicycle to travel side-by-side within the same traffic lane,
:C. Alert road users of the lateral location bicycles are likely to occupy within the traveled way,
:D. Encourage safe passing of bicycles by motor vehicles,
:E. Reduce the incidence of wrong-way bicycling in the roadway, and
:F. Assist bicyclists with lateral positioning in mixing zones.

'''Guidance. '''The shared-lane marking should not be placed on roadways that have a speed limit of 40 mph or greater.

'''Standard. '''Shared-lane markings shall not be used in:
:A. Shoulders;
:B. Bicycle lanes or in designated extensions of bicycle lanes through intersections or driveways,
:C. A travel lane in which light-rail transit vehicles also travel;
:D. The transition area where a motor vehicle entering a mandatory turn lane must weave across bicyclists in bicycle lanes;
:E. Shared-use paths or shared-use path crossings; or
:F. Physically-separated bikeways, either in the roadway or on an independent right-of-way.

Green-colored pavement shall not be applied as a background to shared-lane markings (see [[620.7 Colored Pavement (MUTCD Chapter 3H)#620.7.6|EPG 620.7.6]]).

'''Guidance. '''If used in a shared lane with on-street parallel parking, shared-lane markings should be placed so that the centers of the markings are a minimum of 12 feet from the face of the curb, or from the edge of the pavement where there is no curb.

If used on a street without on-street parking that has an outside travel lane that is less than 14 feet wide, shared-lane markings should be placed so that the centers of the markings are a minimum of 4 feet from the face of the curb, or from the edge of the pavement where there is no curb.

At non-intersection locations, the shared-lane marking should be spaced at intervals of not less than 50 feet or greater than 250 feet.

The first shared-lane marking downstream from an intersection should be placed no more than 50 feet from the intersection.

'''Option. ''' [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.6|EPG 914.2.6]] describes a Bicycles Allowed Use of Full Lane sign that may be used in addition to or instead of the shared-lane marking to inform road users that bicyclists might occupy the travel lane.

'''Guidance. '''If the Bicycles Allowed Use of Full Lane (R9-20) sign is used as an addition to shared-lane marking, the shared-lane marking should be placed so that the center of the marking is in the approximate center of the travel lane.

'''Option. '''The shared-lane marking may be used (see [[#fig914.5.8|Figure 914.5.8]]) where the width of the roadway is insufficient to continue a bicycle lane or separated bikeway on the approach to the intersection, or it is advantageous to terminate the bicycle lane or separated bikeway in order to provide for a shared lane.

The shared-lane marking may be used on an approach to an intersection in a mandatory turn lane to indicate a shared space for bicyclists and motorists where there is insufficient width in the roadway for both the bicycle lane and turn lane.

{{SpanID|fig914.5.8}}
[[File:F09E-09_v2.png|thumb|center|800px|alt="A: A segment of vertical roadway with two-way shared bicycle lanes. The centerline is shown with a double solid yellow line. To the right of the northbound lane is on street parking.
B: A segment of vertical roadway with a shared bicycle lane in the form of a right-turn lane is shown. The centerline is shown with a double solid yellow line. The shared lane is identified with a white bicycle symbol followed by two white chevrons along with white directional arrow pavement markings. Along the roadway is a R4-4 sign."
|'''Figure 914.5.8''' Examples of Shared-Lane Marking Applications]]

=={{SpanID|914.5.9}}914.5.9 Shared-Lane Markings for Circular Intersections (MUTCD Section 9E.10)==

'''Option. '''Shared-lane markings may be used in the circulatory roadway of circular intersections.

'''Guidance. '''If used, shared-lane markings should be placed in the center of the lane when used inside of circulatory roadways.

'''Support. '''The “Guide for Development of Bicycle Facilities,” 2012 Fourth Edition, American Association of State Highway and Transportation Officials, contains information on designing for bicycles on shared-used paths in lieu of, or in addition to, using shared-lane markings in the circulatory roadway of the intersection.

=={{SpanID|914.5.10}}914.5.10 Raised Devices (MUTCD Section 9E.17)==

'''Support. ''' [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]] contains information on using channelizing devices to emphasize pavement marking patterns associated with certain bicycle facilities. A common application is the use of flexible raised devices to create separated bicycle lanes (see [[#914.5.7|EPG 914.5.7]]).

Using inflexible raised devices immediately adjacent to the travel path of a bicyclist without a buffer creates a collision potential for bicyclists.

'''Option. '''In accordance with [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]], channelizing devices may be used to emphasize a pavement marking pattern that establishes a bicycle lane or other bicycle facility provided that the installation of channelizing devices does not prevent motor vehicles from turning when the turn requires the motor vehicle to merge with the bicycle lane or facility as required by law or ordinance.

'''Guidance. ''' If used, channelizing devices for bicycle facilities should be tubular markers (see [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)#620.8.2|EPG 620.8.2]]).

The selection of a raised device for use with bicycle facilities should consider the collision potential of both the post and the base since the base might still be present in the event the post is struck and missing.

'''Support. '''Measures to reduce the likelihood of a road user striking a channelizing device include marking a buffer space, improving lighting, improving retroreflectivity, or the periodic addition of taller vertical elements within runs of shorter elements.

'''Standard. '''Channelizing devices that are used to emphasize the pavement marking patterns of bicycle facilities shall not incorporate the color green into either the device or its retroreflective element to supplement the presence of green-colored pavement.

'''Guidance. '''If used in separated bicycle lanes, channelizing devices should be placed in the buffer space and at least 1 foot from the longitudinal bicycle lane pavement marking.

File:Figure 914.5.7 Examples of Lane Markings for Separated Bicycle Lanes.png

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914.5 Markings (MUTCD Chapter 9E)

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RollerA: /* {{SpanID|914.5.6}}914.5.6 Buffer-Separated Bicycle Lanes (MUTCD Section 9E.06) */

[[Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|914.05]]
=={{SpanID|914.5.1}}914.5.1 Bicycle Lanes (MUTCD Section 9E.01)==

'''Support. '''Pavement markings designate that portion of the roadway for preferential use by bicyclists. Markings inform all road users of the restricted nature of the bicycle lane.

'''Standard. '''Longitudinal pavement markings and bicycle lane symbol or word markings (see [[#fig914.5.1.1|Figure 914.5.1.1]]) shall be used to define bicycle lanes.

'''Guidance. '''The first symbol or word marking in a bicycle lane should be placed at the beginning of the bicycle lane and downstream symbol or word markings should be placed after major intersections. Additional symbol or word markings should be placed at periodic intervals along the bicycle lane based on engineering judgment.

'''Option. '''An arrow marking may be used in conjunction with the bicycle lane symbol or word marking, placed downstream from the symbol or word marking.

Where the bicycle lane symbols or word markings are used, Bicycle Lane signs (see [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.3|EPG 914.2.3]]) may also be used, but not necessarily adjacent to every set of pavement markings in order to avoid overuse of the signs.

'''Support. '''MoDOT does not typically install or maintain green-colored pavement for bicycle lanes.

'''Guidance. '''If green-colored pavement is installed on a MoDOT route, an agreement should be in place with the local agency that will maintain the green-colored pavement.

'''Standard. '''The bicycle symbol or BIKE LANE pavement word marking and the pavement marking arrow shall not be used in a shoulder.

A portion of the roadway shall not be established as both a shoulder and a bicycle lane.

'''Support. ''' Where a shoulder is provided or is of sufficient width to meet the expectation of a highway user in that it can function as a space for emergency, enforcement, or maintenance activities, or avoidance or recovery maneuvers, [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.7|EPG 914.2.7]] contains information regarding the Bicycles Use Shoulder Only sign that can be used to denote locations on a freeway or expressway where bicycles are permitted on an available and usable shoulder.

Examples of pavement markings for bicycle lanes on a two-way street are shown in [[#fig914.5.1.2|Figure 914.5.1.2]].

{{SpanID|fig914.5.1.1}}
[[File:Figure 914.5.1.1 Symbol and Arrow Pavement Markings for Bicycle Lanes.png|thumb|center|250px|alt=A vertical bicycle lane is shown with a white bicycle symbol followed by a white arrow marked on the pavement.
|'''Figure 914.5.1.1''' Symbol and Arrow Pavement Markings for Bicycle Lanes]]

{{SpanID|fig914.5.1.2}}
[[File:Figure 914.5.1.2 Example of Pavement Markings for Bicycle Lanes on a Two-Way Street.png|thumb|center|800px|alt="A two-lane vertical roadway with dedicated bicycle lanes is shown intersecting two horizontal roadways.
The centerline is shown with a double solid yellow line. The dedicated bicycle lanes are shown separated from the adjacent lane by a solid white line and broken white lines. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement.
Along the roadways are R3-17 signs."
|'''Figure 914.5.1.2''' Example of Pavement Markings for Bicycle Lanes on a Two-Way Street]]

=={{SpanID|914.5.2}}914.5.2 Bicycle Lanes at Intersection Approaches (MUTCD Section 9E.02)==

'''Standard. '''Except as provided in the following paragraph, a through bicycle lane shall not be positioned to the right of a right turn only lane or to the left of a left turn only lane.

'''Option. '''A through bicycle lane may be positioned to the right of a right turn only lane or to the left of a left turn only lane provided that the bicycle lane is controlled by a traffic signal that displays bicycle signal indications (see [[902.8 Bicycle Signals (MUTCD Chapter 4H)|EPG 902.8]]).

'''Support. '''Unless controlled by a bicycle signal indication, a bicyclist continuing straight through an intersection from the right of a right turn only lane or from the left of a left turn only lane would be inconsistent with normal traffic behavior and would violate the expectations of right-turning or left-turning motorists.

'''Guidance. '''When the right (left) through lane is dropped to become a mandatory right-turn (left-turn) lane, the bicycle lane markings should stop at least 100 feet before the beginning of the right-turn (left-turn) lane. Through bicycle lane markings should resume to the left (right) of the mandatory right-turn (left-turn) lane.

Except as provided in the first Option paragraph of this article, an optional through-right (through-left) turn lane next to a mandatory right-turn (left-turn) lane should not be used where there is a through bicycle lane.

'''Standard. ''' A bicycle lane located on an intersection approach between general-purpose lanes for motor vehicle movements shall be marked with at least one bicycle symbol and at least one arrow pavement marking as provided in the first Option paragraph of [[#914.5.1|EPG 914.5.1]].

A bicycle lane shall not be marked within a general-purpose lane, either with dotted or any other line markings.

'''Option. '''Where there is insufficient width in the roadway to include both a bicycle lane and a general-purpose turn lane, bicycle travel may be accommodated within the turn lane or general-purpose lane using shared-lane markings.

'''Standard. '''Where a general-purpose turn lane is controlled by a traffic control signal, through bicycle movements shall not be accommodated in the turn lane unless the turning movement is always permitted to proceed simultaneously with the adjacent through movement.

'''Support. '''Examples of bicycle lane markings on approaches to intersections are shown in [[#fig914.5.2.1|Figures 914.5.2.1]] through [[#fig914.5.2.4|914.5.2.4]] and [[#fig914.5.8|914.5.8]].

'''Guidance. '''The longitudinal line defining a bicycle lane should be dotted on approaches to intersections where turning vehicles are permitted to cross the path of through-moving bicycles.

'''Support. '''Buffer-separated and separated bicycle lanes require additional considerations at intersections, including sight distances for bicycles and other road users, user expectations, and intersection geometry.

'''Option. '''A buffer-separated or separated bicycle lane may be shifted closer to, or farther away from the adjacent general-purpose lane depending upon site-specific conditions (see Drawing C in [[#fig914.5.7|Figure 914.5.7]]).

'''Support. '''A buffer-separated or separated bicycle lane shifted away from the adjacent general-purpose lane at an intersection can create space for a motor vehicle to queue between the general-purpose lane and the extension of the bicycle lane. This design can also improve the safety and comfort of bicyclists by reducing the speed of turning motor vehicles, improving sightlines, and creating additional buffer space prior to the conflict point with turning motor vehicles.

The purpose of shifting a buffer-separated or separated bicycle lane away from the adjacent general-purpose lane is to allow the driver of a turning vehicle to undertake the tasks of turning and scanning for bicycle cross traffic in isolation versus simultaneously. Sufficient sight distance for both drivers and bicyclists is important in this design (see Drawing C in [[#fig914.5.7|Figure 914.5.7]]).

The purpose of shifting a buffer-separated or separated bicycle lane toward the adjacent general-purpose lane is to improve the visibility of bicyclists to the adjacent traffic and avoid conflicts between turning motor vehicles and bicyclists.

'''Option. '''Where a general-purpose mandatory turn lane is provided at an intersection and the approach also includes a separated or buffer-separated bicycle lane, a mixing zone may be established to allow general-purpose turning traffic to share the roadway space with bicyclists (see [[#fig914.5.2.5|Figure 914.5.2.5]]).

'''Standard. '''Mixing zones shall be used only where the bicycle lane is one-way in the same direction of travel as the adjacent general-purpose lane.

Where a mixing zone continues to the intersection itself sharing space between bicyclists and general-purpose turning traffic, shared-lane markings and turn arrows shall be provided in the lane.

'''Support. '''Mixing zones require bicycles and general traffic to share space, interrupting a buffer-separated or separated bicycle lane where bicycle traffic is otherwise separated from general traffic. The preference is to provide a dedicated bicycle facility for the intersection approach. If that is not possible, the mixing zone needs to indicate that bicyclists and motorists are entering a shared condition.

{{SpanID|fig914.5.2.1}}
[[File:Figure 914.5.2.1 Example of Bicycle Lane Markings on an Approach to an Intersection (Sheet 1 of 3).png|thumb|center|500px|alt=A two-lane vertical roadway is shown with a dedicated bicycle lane that intersects a right-turn lane. The centerline is shown with a double solid yellow line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. Where the path crosses the right turn lane the bicycle lane crossing is shown with a dotted pattern of white markings. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.1''' Example of Bicycle Lane Markings on an Approach to an Intersection ''(Sheet 1 of 3)'']]

{{SpanID|fig914.5.2.2}}
[[File:Figure 914.5.2.2 Example of Bicycle Lane Markings on an Approach to an Intersection (Sheet 2 of 3).png|thumb|center|500px|alt=A two-lane vertical roadway is shown with a dedicated bicycle lane that is parallel and adjacent to a right-turn lane. The centerline is shown with a double solid yellow line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement.
Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.2''' Example of Bicycle Lane Markings on an Approach to an Intersection ''(Sheet 2 of 3)'']]

{{SpanID|fig914.5.2.3}}
[[File:Figure 914.5.2.3 Example of Bicycle Lane Markings on an Approach to an Intersection (Sheet 3 of 3).png|thumb|center|700px|alt=A two-lane vertical roadway is shown with dedicated bicycle lanes that are parallel to right- and left-turn lanes. A two-lane horizontal roadway intersects the vertical roadway. The centerline is shown with a broken white line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white directional arrows shown marked on the pavement. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.3''' Example of Bicycle Lane Markings on an Approach to an Intersection ''(Sheet 3 of 3)'']]

{{SpanID|fig914.5.2.4}}
[[File:Figure 914.5.2.4 Example of Bicycle Lane Markings on an Approach to an Intersection that Transitions from a Shared Lane.png|thumb|center|500px|alt=A two-lane vertical roadway is shown with a dedicated bicycle lane that intersects a right-turn lane. The centerline is shown with a double solid yellow line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. Where the path crosses the right turn lane the bicycle lane crossing is shown with an optional dotted pattern of white markings. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement. The shared lane is identified with a white symbol of a bicycle followed by double chevrons marked on the pavement. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.4''' Example of Bicycle Lane Markings on an Approach to an Intersection that Transitions from a Shared Lane]]

{{SpanID|fig914.5.2.5}}
[[File:Figure 914.5.2.5 Example of Pavement Markings for Mixing Zones.png|thumb|center|400px|alt=A vertical roadway is shown with a right turn lane that is a shared bike lane. The shared lane is identified with two white symbols of a bicycle followed by double chevrons marked on the pavement along with two white directional arrows. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.5''' Example of Pavement Markings for Mixing Zones]]

=={{SpanID|914.5.3}}914.5.3 Extensions of Bicycle Lanes through Intersections (MUTCD Section 9E.03)==

'''Support. '''Extensions of bicycle lanes through intersections can help identify the paths of bicyclists and guide them on movements that could be difficult to discern. Extensions of bicycle lanes through intersections also assist other road users of the intersection to identify where bicyclists are expected to operate and to recognize potentially unexpected conflict points.

The design, placement, and maintenance of bicycle lane extensions through intersections are important considerations, especially when contiguous to a crosswalk, to avoid potential confusion to pedestrians with vision disabilities.

The width and color of lane extension markings are discussed in [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.13|EPG 620.2.13]].

MoDOT does not typically install or maintain green colored pavement for bicycle lanes. If installed on a MoDOT route, an agreement must be in place with the local agency that will maintain green colored pavement.

'''Standard. ''' Shared-lane markings or chevron markings shall not be used in bicycle lanes or bicycle lane extensions (see [[#914.5.8|EPG 914.5.8]]).

Extensions of bicycle lanes through intersections shall use dotted line patterns.

'''Support. '''Separated and buffer-separated bicycle lanes may have alignments that are not as obvious within an intersection as a standard bicycle lane, therefore additional conspicuity is important where these types of bicycle lanes cross intersections.

'''Guidance. '''Lane extension markings should be used to extend a buffer-separated or separated bicycle lane through intersections.

The extension of a bicycle lane through an intersection should use two lines defining both lateral limits of the bicycle lane.

'''Standard. ''' Where the path of the bicycle lane through the intersection is contiguous to a crosswalk, two longitudinal dotted lines shall be provided to establish the lateral limits of the bicycle lane extension. The transverse line establishing one side of the crosswalk, or the limit of a high-visibility crosswalk pattern (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C)#620.3.5|EPG 620.3.5]]) that does not employ a transverse line, shall not be used to demarcate one side of the bicycle lane extension.

=={{SpanID|914.5.4}}914.5.4 Bicycle Lanes at Driveways (MUTCD Section 9E.04)==

'''Support. '''The definition of an “Intersection” in [[:Category:911 General (MUTCD Part 1)#Definitions_of_Words_and_Phrases_Used_in_this_Manual_(MUTCD_Section_1C.02)|EPG 911 (MUTCD Section 1C.02)]] contains information to determine if a driveway can be considered an intersection.

'''Option. '''Bicycle lanes may be continued through a driveway using solid longitudinal lines.

=={{SpanID|914.5.5}}914.5.5 Bicycle Lanes at Circular Intersections (MUTCD Section 9E.05)==

'''Standard. '''Bicycle lanes shall not be provided in the circulatory roadway of an unsignalized circular intersection that includes conflicts at entry or exit points (see [[620.4 Circular Intersection Markings (MUTCD Chapter 3D)|EPG 620.4]]) except as provided in the first Option paragraph of this article.

'''Guidance. '''Bicycle lane markings should stop at least 100 feet before the crosswalk, or if no crosswalk is provided, at least 100 feet before the yield line, or if no yield line is provided, then at least 100 feet before the edge of the circulatory roadway.

If used, bicycle crossings should be a minimum of 20 feet from the edge of the circulatory roadway.

'''Option. '''Separated bicycle lanes may be used in circular intersections.

'''Support. '''Separated bicycle lanes allow bicycles to navigate a circular intersection and its crossing points without merging into traffic and without dismounting and using a crosswalk at the intersection crossing point. This is beneficial at multi-lane and higher-speed circular intersections.

[[#914.5.9|EPG 914.5.9]] contains information on using shared-lane markings to facilitate the bicycle movement through a circular intersection.

The “Guide for the Development of Bicycle Facilities,” 2012 Fourth Edition, American Association of State Highway and Transportation Officials, contains information on designing for bicycles on the sidewalk in lieu of, or in addition to, using shared-lane markings in the circulatory roadway of the intersection.

The “Improving Intersections for Pedestrians and Bicyclists Informational Guide” (FHWA-SA-22-017), FHWA contains information on incorporating separated bicycle lanes and other bicycle facilities into circular intersections.

=={{SpanID|914.5.6}}914.5.6 Buffer-Separated Bicycle Lanes (MUTCD Section 9E.06)==

'''Support. '''Buffer-separated bicycle lanes provide additional lateral separation between a bicycle lane and a general-purpose lane by a pattern of pavement markings without the presence of vertical elements. Providing a buffer space between a bicycle lane and a general-purpose lane creates more separation between motor vehicles and bicycles, can reduce vehicle encroachment into the bicycle lane, and can increase the comfort of bicyclists.

Providing a buffer space between a bicycle lane and a parking lane can reduce crashes involving bicycles and the opening of vehicle doors from the parking lane.

'''Standard. '''If used, and except as provided in the first Option paragraph of this article, a buffer space shall be marked with a solid white line along both edges of the buffer space where crossing is discouraged.

'''Guidance. '''Engineering judgment should be used to establish intermittent breaks or interruptions in the buffer space, such as for driveways, transit stops, or on-street parallel parking lanes, in order to convey access points or an otherwise general legal movement to cross the buffer space (see [[#fig914.5.6|Figure 914.5.6]]).

'''Option. '''Buffer spaces may be established without specific longitudinal lines if contiguous facilities have longitudinal lines or other pavement markings themselves that, when installed, automatically demarcate the buffer space (see Drawing D in [[#fig914.5.6|Figure 914.5.6]]).

'''Standard. '''Except as provided in the subsequent paragraph, a through buffer-separated bicycle lane shall not be positioned to the right of a mandatory right-turn lane or to the left of a mandatory left-turn lane.

'''Option. ''' A buffer-separated bicycle lane may be placed to the right of a mandatory right-turn lane (or to the left of a mandatory left-turn lane) only if a bicycle signal face (see [[902.8 Bicycle Signals (MUTCD Chapter 4H)#902.8.1|EPG 902.8.1]]) is used and the signal phasing and signing eliminates any potential conflicts between the bicycle movement and the turning movement.

'''Guidance. '''The width of the buffer space should be at least 3 times the width of the normal or wide longitudinal line used to mark the buffer space.

Where a buffer space is 2 to 3 feet wide, chevron or diagonal markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.24|EPG 620.2.24]]) should be applied within the buffer space.

'''Option. '''Where a buffer space is less than 2 feet wide, diagonal markings or no markings at all in the buffer space may be applied within the buffer space.

'''Standard. '''If used, diagonal markings shall slant away from traffic in the adjacent travel lane for motor-vehicle traffic.

'''Guidance. '''Where used, the spacing of chevrons or diagonal markings should be 10 feet or greater.

'''Support. '''Chevron and diagonal markings convey that the buffer space is not an additional bicycle lane or other travel lane open to traffic.

'''Standard. '''Where a buffer space is more than 3 feet wide, chevron or diagonal markings shall be applied within the buffer space.

'''Guidance. '''Lane extension markings should be used to extend a buffer-separated bicycle lane across intersections.

{{SpanID|fig914.5.6}}
[[File:Figure 914.5.6 Examples of Markings for Buffer-Separated Bicycle Lanes.png|thumb|center|900px|alt="A: A two-lane horizontal roadway with buffers protecting the bike lanes is shown. The centerline is shown with a double solid yellow line. The buffers are shown with solid white lines with either space inbetween or chevron markings.
B: A two-lane horizontal roadway is shown with one side of the roadway showing a buffer between the bike lane and on-street parking. The centerline is shown with a double solid yellow line. The buffers on the other side of the road are shown with solid white lines with chevron or diagonal markings.
C: A two-lane horizontal roadway is shown with a vertical roadway intersection and a driveway. A bike path crosses the vertical roadway and the driveway. The centerline is shown with a broken white line. The buffers are shown with solid white lines form an oval shape with chevron markings.
D: A two-lane horizontal roadway is shown with a driveway. There is a break in the buffer as it crosses the driveway entrance. The centerline is shown with a broken white line. The buffers are shown with solid white lines form an oval shape with chevron markings."
|'''Figure 914.5.6''' Examples of Markings for Buffer-Separated Bicycle Lanes]]

=={{SpanID|914.5.7}}914.5.7 Separated Bicycle Lanes (MUTCD Section 9E.07)==

'''Support. '''Separated bicycle lanes provide a physical separation between a general-purpose lane and a bicycle lane through the use of vertical objects or vertical separation between the general-purpose lane and bicycle lane. Providing a physical separation between a bicycle lane and a general-purpose lane can reduce vehicle encroachment into the bicycle lane beyond a marked buffer alone and can in some cases prevent that encroachment altogether.

Physical separation between general-purpose lanes and bicycle lanes introduces additional design considerations over buffer-separated bicycle lanes, including the awareness of a potentially unexpected conflict point for turning motor vehicles and the provision of adequate sight distance for all users at intersections and driveway crossings.

'''Option. '''Vertical elements used to provide physical separation between general-purpose lanes and bicycle lanes may include, but are not limited to, tubular markers, raised islands, or parked vehicles.

'''Support. '''Where on-street parking is provided adjacent to the buffer area of a separated bicycle lane, pedestrians will need to access those vehicles.

'''Guidance. '''BIKE LANE (R3-17) signs (see [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.3|EPG 914.2.3]]) should be used to distinguish a separated bicycle lane from a general-purpose lane.

Where an on-street parking lane serves as the separation between a general-purpose lane and a separated bicycle lane, a buffer space should be provided between the parking lane and the bicycle lane to allow for opening doors of parked vehicles.

'''Support. '''Separated bicycle lanes may be designed for one-way or two-way bicycle travel. Providing one-way separated bicycle lanes in the same direction as and on the right-hand side of the general-purpose lane, whether on a one-way or two-way roadway, accommodates the expectations of road users and might result in fewer conflict points at intersections or driveway crossings.

'''Standard. '''The edge line and lane line colors used for separated bicycle lanes shall conform to the requirements in [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] (see [[#fig914.5.7|Figure 914.5.7]]).

Directional arrows shall be used in conjunction with the bicycle lane symbol or word marking in separated bicycle lanes, placed downstream from the symbol or word marking.

Turns on red shall be prohibited across separated bicycle lanes while bicyclists are allowed to proceed through the intersection.

'''Support. '''Additional information on signals for bicycle facilities is found in [[902.8 Bicycle Signals (MUTCD Chapter 4H)|EPG 902.8]].

'''Standard. '''The edges of the buffer space for a separated bicycle lane shall be marked with solid longitudinal lines.

A marked buffer space that is 2 feet or wider for a separated bicycle lane, including those buffer spaces where tubular markers are provided, shall use chevron or diagonal markings within the buffer, unless physical separation is provided that occupies the majority of the buffer space, such as raised islands or other physical dividers, or such as where an on-street parking lane occupies the majority of the buffer space.

'''Guidance. '''Where used in the buffer area of a separated bicycle lane, the spacing of chevrons or diagonal markings should be 10 feet or greater.

Crosswalks that cross a separated bicycle lane should be marked consistent with the style of crosswalk marking provided across the adjacent general-purpose lane.

'''Support. ''' Where on-street parking is provided as the physical separation adjacent to the buffer area of a separated bicycle lane, the chevron or diagonal marking provisions in [[#914.5.6|EPG 914.5.6]] apply to the area outside of the marked parking area within the buffer (see [[#fig914.5.7|Figure 914.5.7]]).

Intersection treatments for separated bicycle lanes can vary depending on the geometric and operational conditions at the intersection (see [[#914.5.2|EPG 914.5.2]]).

{{SpanID|fig914.5.7}}{{SpanID|fig914.5.7.1}}
[[File:F09E-07-1_v3.png|thumb|center|900px|alt="A: A two-lane, two-way street is shown with a one-way bicycle lane in each direction that is separated from the vehicular lane by a buffer. The buffer includes tubular markers and white diagonal or chevron markings if the buffer width is equal to or greater than 2 feet.
B: A two-lane, one-way street is shown with on-street parking on the right, then a buffer lane with white diagonal markings protecting the one-way bicycle lane.
C: A segment of a vertical roadway and a horizontal roadway is shown. Protected bicycle lanes are shown in both the northbound and eastbound directions, separated from traffic by a grass strip. At the intersection, the bicycle lane crossings are each shown with a dotted pattern of white markings."
|'''Figure 914.5.7''' Examples of Lane Markings for Separated Bicycle Lanes]]

=={{SpanID|914.5.8}}914.5.8 Shared-Lane Marking (MUTCD Section 9E.09)==

'''Support. '''The FHWA’s “Standard Highway Signs” publication (see [[:Category:911 General (MUTCD Part 1)#Relation_to_Other_Publications_(MUTCD_Section_1A.05)|EPG 911 (MUTCD Section 1A.05)]]) contains details on the shared-lane marking symbol.

'''Option. '''The shared-lane marking shown in [[#fig914.5.8|Figure 914.5.8]] may be used to:
:A. Assist bicyclists with lateral positioning in a shared lane with on-street parallel parking in order to reduce the chance of a bicyclist impacting the open door of a parked vehicle,
:B. Assist bicyclists with lateral positioning in lanes that are too narrow for a motor vehicle and a bicycle to travel side-by-side within the same traffic lane,
:C. Alert road users of the lateral location bicycles are likely to occupy within the traveled way,
:D. Encourage safe passing of bicycles by motor vehicles,
:E. Reduce the incidence of wrong-way bicycling in the roadway, and
:F. Assist bicyclists with lateral positioning in mixing zones.

'''Guidance. '''The shared-lane marking should not be placed on roadways that have a speed limit of 40 mph or greater.

'''Standard. '''Shared-lane markings shall not be used in:
:A. Shoulders;
:B. Bicycle lanes or in designated extensions of bicycle lanes through intersections or driveways,
:C. A travel lane in which light-rail transit vehicles also travel;
:D. The transition area where a motor vehicle entering a mandatory turn lane must weave across bicyclists in bicycle lanes;
:E. Shared-use paths or shared-use path crossings; or
:F. Physically-separated bikeways, either in the roadway or on an independent right-of-way.

Green-colored pavement shall not be applied as a background to shared-lane markings (see [[620.7 Colored Pavement (MUTCD Chapter 3H)#620.7.6|EPG 620.7.6]]).

'''Guidance. '''If used in a shared lane with on-street parallel parking, shared-lane markings should be placed so that the centers of the markings are a minimum of 12 feet from the face of the curb, or from the edge of the pavement where there is no curb.

If used on a street without on-street parking that has an outside travel lane that is less than 14 feet wide, shared-lane markings should be placed so that the centers of the markings are a minimum of 4 feet from the face of the curb, or from the edge of the pavement where there is no curb.

At non-intersection locations, the shared-lane marking should be spaced at intervals of not less than 50 feet or greater than 250 feet.

The first shared-lane marking downstream from an intersection should be placed no more than 50 feet from the intersection.

'''Option. ''' [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.6|EPG 914.2.6]] describes a Bicycles Allowed Use of Full Lane sign that may be used in addition to or instead of the shared-lane marking to inform road users that bicyclists might occupy the travel lane.

'''Guidance. '''If the Bicycles Allowed Use of Full Lane (R9-20) sign is used as an addition to shared-lane marking, the shared-lane marking should be placed so that the center of the marking is in the approximate center of the travel lane.

'''Option. '''The shared-lane marking may be used (see [[#fig914.5.8|Figure 914.5.8]]) where the width of the roadway is insufficient to continue a bicycle lane or separated bikeway on the approach to the intersection, or it is advantageous to terminate the bicycle lane or separated bikeway in order to provide for a shared lane.

The shared-lane marking may be used on an approach to an intersection in a mandatory turn lane to indicate a shared space for bicyclists and motorists where there is insufficient width in the roadway for both the bicycle lane and turn lane.

{{SpanID|fig914.5.8}}
[[File:F09E-09_v2.png|thumb|center|800px|alt="A: A segment of vertical roadway with two-way shared bicycle lanes. The centerline is shown with a double solid yellow line. To the right of the northbound lane is on street parking.
B: A segment of vertical roadway with a shared bicycle lane in the form of a right-turn lane is shown. The centerline is shown with a double solid yellow line. The shared lane is identified with a white bicycle symbol followed by two white chevrons along with white directional arrow pavement markings. Along the roadway is a R4-4 sign."
|'''Figure 914.5.8''' Examples of Shared-Lane Marking Applications]]

=={{SpanID|914.5.9}}914.5.9 Shared-Lane Markings for Circular Intersections (MUTCD Section 9E.10)==

'''Option. '''Shared-lane markings may be used in the circulatory roadway of circular intersections.

'''Guidance. '''If used, shared-lane markings should be placed in the center of the lane when used inside of circulatory roadways.

'''Support. '''The “Guide for Development of Bicycle Facilities,” 2012 Fourth Edition, American Association of State Highway and Transportation Officials, contains information on designing for bicycles on shared-used paths in lieu of, or in addition to, using shared-lane markings in the circulatory roadway of the intersection.

=={{SpanID|914.5.10}}914.5.10 Raised Devices (MUTCD Section 9E.17)==

'''Support. ''' [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]] contains information on using channelizing devices to emphasize pavement marking patterns associated with certain bicycle facilities. A common application is the use of flexible raised devices to create separated bicycle lanes (see [[#914.5.7|EPG 914.5.7]]).

Using inflexible raised devices immediately adjacent to the travel path of a bicyclist without a buffer creates a collision potential for bicyclists.

'''Option. '''In accordance with [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]], channelizing devices may be used to emphasize a pavement marking pattern that establishes a bicycle lane or other bicycle facility provided that the installation of channelizing devices does not prevent motor vehicles from turning when the turn requires the motor vehicle to merge with the bicycle lane or facility as required by law or ordinance.

'''Guidance. ''' If used, channelizing devices for bicycle facilities should be tubular markers (see [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)#620.8.2|EPG 620.8.2]]).

The selection of a raised device for use with bicycle facilities should consider the collision potential of both the post and the base since the base might still be present in the event the post is struck and missing.

'''Support. '''Measures to reduce the likelihood of a road user striking a channelizing device include marking a buffer space, improving lighting, improving retroreflectivity, or the periodic addition of taller vertical elements within runs of shorter elements.

'''Standard. '''Channelizing devices that are used to emphasize the pavement marking patterns of bicycle facilities shall not incorporate the color green into either the device or its retroreflective element to supplement the presence of green-colored pavement.

'''Guidance. '''If used in separated bicycle lanes, channelizing devices should be placed in the buffer space and at least 1 foot from the longitudinal bicycle lane pavement marking.

File:Figure 914.5.6 Examples of Markings for Buffer-Separated Bicycle Lanes.png

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914.5 Markings (MUTCD Chapter 9E)

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RollerA: /* {{SpanID|914.5.2}}914.5.2 Bicycle Lanes at Intersection Approaches (MUTCD Section 9E.02) */

[[Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|914.05]]
=={{SpanID|914.5.1}}914.5.1 Bicycle Lanes (MUTCD Section 9E.01)==

'''Support. '''Pavement markings designate that portion of the roadway for preferential use by bicyclists. Markings inform all road users of the restricted nature of the bicycle lane.

'''Standard. '''Longitudinal pavement markings and bicycle lane symbol or word markings (see [[#fig914.5.1.1|Figure 914.5.1.1]]) shall be used to define bicycle lanes.

'''Guidance. '''The first symbol or word marking in a bicycle lane should be placed at the beginning of the bicycle lane and downstream symbol or word markings should be placed after major intersections. Additional symbol or word markings should be placed at periodic intervals along the bicycle lane based on engineering judgment.

'''Option. '''An arrow marking may be used in conjunction with the bicycle lane symbol or word marking, placed downstream from the symbol or word marking.

Where the bicycle lane symbols or word markings are used, Bicycle Lane signs (see [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.3|EPG 914.2.3]]) may also be used, but not necessarily adjacent to every set of pavement markings in order to avoid overuse of the signs.

'''Support. '''MoDOT does not typically install or maintain green-colored pavement for bicycle lanes.

'''Guidance. '''If green-colored pavement is installed on a MoDOT route, an agreement should be in place with the local agency that will maintain the green-colored pavement.

'''Standard. '''The bicycle symbol or BIKE LANE pavement word marking and the pavement marking arrow shall not be used in a shoulder.

A portion of the roadway shall not be established as both a shoulder and a bicycle lane.

'''Support. ''' Where a shoulder is provided or is of sufficient width to meet the expectation of a highway user in that it can function as a space for emergency, enforcement, or maintenance activities, or avoidance or recovery maneuvers, [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.7|EPG 914.2.7]] contains information regarding the Bicycles Use Shoulder Only sign that can be used to denote locations on a freeway or expressway where bicycles are permitted on an available and usable shoulder.

Examples of pavement markings for bicycle lanes on a two-way street are shown in [[#fig914.5.1.2|Figure 914.5.1.2]].

{{SpanID|fig914.5.1.1}}
[[File:Figure 914.5.1.1 Symbol and Arrow Pavement Markings for Bicycle Lanes.png|thumb|center|250px|alt=A vertical bicycle lane is shown with a white bicycle symbol followed by a white arrow marked on the pavement.
|'''Figure 914.5.1.1''' Symbol and Arrow Pavement Markings for Bicycle Lanes]]

{{SpanID|fig914.5.1.2}}
[[File:Figure 914.5.1.2 Example of Pavement Markings for Bicycle Lanes on a Two-Way Street.png|thumb|center|800px|alt="A two-lane vertical roadway with dedicated bicycle lanes is shown intersecting two horizontal roadways.
The centerline is shown with a double solid yellow line. The dedicated bicycle lanes are shown separated from the adjacent lane by a solid white line and broken white lines. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement.
Along the roadways are R3-17 signs."
|'''Figure 914.5.1.2''' Example of Pavement Markings for Bicycle Lanes on a Two-Way Street]]

=={{SpanID|914.5.2}}914.5.2 Bicycle Lanes at Intersection Approaches (MUTCD Section 9E.02)==

'''Standard. '''Except as provided in the following paragraph, a through bicycle lane shall not be positioned to the right of a right turn only lane or to the left of a left turn only lane.

'''Option. '''A through bicycle lane may be positioned to the right of a right turn only lane or to the left of a left turn only lane provided that the bicycle lane is controlled by a traffic signal that displays bicycle signal indications (see [[902.8 Bicycle Signals (MUTCD Chapter 4H)|EPG 902.8]]).

'''Support. '''Unless controlled by a bicycle signal indication, a bicyclist continuing straight through an intersection from the right of a right turn only lane or from the left of a left turn only lane would be inconsistent with normal traffic behavior and would violate the expectations of right-turning or left-turning motorists.

'''Guidance. '''When the right (left) through lane is dropped to become a mandatory right-turn (left-turn) lane, the bicycle lane markings should stop at least 100 feet before the beginning of the right-turn (left-turn) lane. Through bicycle lane markings should resume to the left (right) of the mandatory right-turn (left-turn) lane.

Except as provided in the first Option paragraph of this article, an optional through-right (through-left) turn lane next to a mandatory right-turn (left-turn) lane should not be used where there is a through bicycle lane.

'''Standard. ''' A bicycle lane located on an intersection approach between general-purpose lanes for motor vehicle movements shall be marked with at least one bicycle symbol and at least one arrow pavement marking as provided in the first Option paragraph of [[#914.5.1|EPG 914.5.1]].

A bicycle lane shall not be marked within a general-purpose lane, either with dotted or any other line markings.

'''Option. '''Where there is insufficient width in the roadway to include both a bicycle lane and a general-purpose turn lane, bicycle travel may be accommodated within the turn lane or general-purpose lane using shared-lane markings.

'''Standard. '''Where a general-purpose turn lane is controlled by a traffic control signal, through bicycle movements shall not be accommodated in the turn lane unless the turning movement is always permitted to proceed simultaneously with the adjacent through movement.

'''Support. '''Examples of bicycle lane markings on approaches to intersections are shown in [[#fig914.5.2.1|Figures 914.5.2.1]] through [[#fig914.5.2.4|914.5.2.4]] and [[#fig914.5.8|914.5.8]].

'''Guidance. '''The longitudinal line defining a bicycle lane should be dotted on approaches to intersections where turning vehicles are permitted to cross the path of through-moving bicycles.

'''Support. '''Buffer-separated and separated bicycle lanes require additional considerations at intersections, including sight distances for bicycles and other road users, user expectations, and intersection geometry.

'''Option. '''A buffer-separated or separated bicycle lane may be shifted closer to, or farther away from the adjacent general-purpose lane depending upon site-specific conditions (see Drawing C in [[#fig914.5.7|Figure 914.5.7]]).

'''Support. '''A buffer-separated or separated bicycle lane shifted away from the adjacent general-purpose lane at an intersection can create space for a motor vehicle to queue between the general-purpose lane and the extension of the bicycle lane. This design can also improve the safety and comfort of bicyclists by reducing the speed of turning motor vehicles, improving sightlines, and creating additional buffer space prior to the conflict point with turning motor vehicles.

The purpose of shifting a buffer-separated or separated bicycle lane away from the adjacent general-purpose lane is to allow the driver of a turning vehicle to undertake the tasks of turning and scanning for bicycle cross traffic in isolation versus simultaneously. Sufficient sight distance for both drivers and bicyclists is important in this design (see Drawing C in [[#fig914.5.7|Figure 914.5.7]]).

The purpose of shifting a buffer-separated or separated bicycle lane toward the adjacent general-purpose lane is to improve the visibility of bicyclists to the adjacent traffic and avoid conflicts between turning motor vehicles and bicyclists.

'''Option. '''Where a general-purpose mandatory turn lane is provided at an intersection and the approach also includes a separated or buffer-separated bicycle lane, a mixing zone may be established to allow general-purpose turning traffic to share the roadway space with bicyclists (see [[#fig914.5.2.5|Figure 914.5.2.5]]).

'''Standard. '''Mixing zones shall be used only where the bicycle lane is one-way in the same direction of travel as the adjacent general-purpose lane.

Where a mixing zone continues to the intersection itself sharing space between bicyclists and general-purpose turning traffic, shared-lane markings and turn arrows shall be provided in the lane.

'''Support. '''Mixing zones require bicycles and general traffic to share space, interrupting a buffer-separated or separated bicycle lane where bicycle traffic is otherwise separated from general traffic. The preference is to provide a dedicated bicycle facility for the intersection approach. If that is not possible, the mixing zone needs to indicate that bicyclists and motorists are entering a shared condition.

{{SpanID|fig914.5.2.1}}
[[File:Figure 914.5.2.1 Example of Bicycle Lane Markings on an Approach to an Intersection (Sheet 1 of 3).png|thumb|center|500px|alt=A two-lane vertical roadway is shown with a dedicated bicycle lane that intersects a right-turn lane. The centerline is shown with a double solid yellow line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. Where the path crosses the right turn lane the bicycle lane crossing is shown with a dotted pattern of white markings. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.1''' Example of Bicycle Lane Markings on an Approach to an Intersection ''(Sheet 1 of 3)'']]

{{SpanID|fig914.5.2.2}}
[[File:Figure 914.5.2.2 Example of Bicycle Lane Markings on an Approach to an Intersection (Sheet 2 of 3).png|thumb|center|500px|alt=A two-lane vertical roadway is shown with a dedicated bicycle lane that is parallel and adjacent to a right-turn lane. The centerline is shown with a double solid yellow line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement.
Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.2''' Example of Bicycle Lane Markings on an Approach to an Intersection ''(Sheet 2 of 3)'']]

{{SpanID|fig914.5.2.3}}
[[File:Figure 914.5.2.3 Example of Bicycle Lane Markings on an Approach to an Intersection (Sheet 3 of 3).png|thumb|center|700px|alt=A two-lane vertical roadway is shown with dedicated bicycle lanes that are parallel to right- and left-turn lanes. A two-lane horizontal roadway intersects the vertical roadway. The centerline is shown with a broken white line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white directional arrows shown marked on the pavement. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.3''' Example of Bicycle Lane Markings on an Approach to an Intersection ''(Sheet 3 of 3)'']]

{{SpanID|fig914.5.2.4}}
[[File:Figure 914.5.2.4 Example of Bicycle Lane Markings on an Approach to an Intersection that Transitions from a Shared Lane.png|thumb|center|500px|alt=A two-lane vertical roadway is shown with a dedicated bicycle lane that intersects a right-turn lane. The centerline is shown with a double solid yellow line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. Where the path crosses the right turn lane the bicycle lane crossing is shown with an optional dotted pattern of white markings. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement. The shared lane is identified with a white symbol of a bicycle followed by double chevrons marked on the pavement. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.4''' Example of Bicycle Lane Markings on an Approach to an Intersection that Transitions from a Shared Lane]]

{{SpanID|fig914.5.2.5}}
[[File:Figure 914.5.2.5 Example of Pavement Markings for Mixing Zones.png|thumb|center|400px|alt=A vertical roadway is shown with a right turn lane that is a shared bike lane. The shared lane is identified with two white symbols of a bicycle followed by double chevrons marked on the pavement along with two white directional arrows. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.5''' Example of Pavement Markings for Mixing Zones]]

=={{SpanID|914.5.3}}914.5.3 Extensions of Bicycle Lanes through Intersections (MUTCD Section 9E.03)==

'''Support. '''Extensions of bicycle lanes through intersections can help identify the paths of bicyclists and guide them on movements that could be difficult to discern. Extensions of bicycle lanes through intersections also assist other road users of the intersection to identify where bicyclists are expected to operate and to recognize potentially unexpected conflict points.

The design, placement, and maintenance of bicycle lane extensions through intersections are important considerations, especially when contiguous to a crosswalk, to avoid potential confusion to pedestrians with vision disabilities.

The width and color of lane extension markings are discussed in [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.13|EPG 620.2.13]].

MoDOT does not typically install or maintain green colored pavement for bicycle lanes. If installed on a MoDOT route, an agreement must be in place with the local agency that will maintain green colored pavement.

'''Standard. ''' Shared-lane markings or chevron markings shall not be used in bicycle lanes or bicycle lane extensions (see [[#914.5.8|EPG 914.5.8]]).

Extensions of bicycle lanes through intersections shall use dotted line patterns.

'''Support. '''Separated and buffer-separated bicycle lanes may have alignments that are not as obvious within an intersection as a standard bicycle lane, therefore additional conspicuity is important where these types of bicycle lanes cross intersections.

'''Guidance. '''Lane extension markings should be used to extend a buffer-separated or separated bicycle lane through intersections.

The extension of a bicycle lane through an intersection should use two lines defining both lateral limits of the bicycle lane.

'''Standard. ''' Where the path of the bicycle lane through the intersection is contiguous to a crosswalk, two longitudinal dotted lines shall be provided to establish the lateral limits of the bicycle lane extension. The transverse line establishing one side of the crosswalk, or the limit of a high-visibility crosswalk pattern (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C)#620.3.5|EPG 620.3.5]]) that does not employ a transverse line, shall not be used to demarcate one side of the bicycle lane extension.

=={{SpanID|914.5.4}}914.5.4 Bicycle Lanes at Driveways (MUTCD Section 9E.04)==

'''Support. '''The definition of an “Intersection” in [[:Category:911 General (MUTCD Part 1)#Definitions_of_Words_and_Phrases_Used_in_this_Manual_(MUTCD_Section_1C.02)|EPG 911 (MUTCD Section 1C.02)]] contains information to determine if a driveway can be considered an intersection.

'''Option. '''Bicycle lanes may be continued through a driveway using solid longitudinal lines.

=={{SpanID|914.5.5}}914.5.5 Bicycle Lanes at Circular Intersections (MUTCD Section 9E.05)==

'''Standard. '''Bicycle lanes shall not be provided in the circulatory roadway of an unsignalized circular intersection that includes conflicts at entry or exit points (see [[620.4 Circular Intersection Markings (MUTCD Chapter 3D)|EPG 620.4]]) except as provided in the first Option paragraph of this article.

'''Guidance. '''Bicycle lane markings should stop at least 100 feet before the crosswalk, or if no crosswalk is provided, at least 100 feet before the yield line, or if no yield line is provided, then at least 100 feet before the edge of the circulatory roadway.

If used, bicycle crossings should be a minimum of 20 feet from the edge of the circulatory roadway.

'''Option. '''Separated bicycle lanes may be used in circular intersections.

'''Support. '''Separated bicycle lanes allow bicycles to navigate a circular intersection and its crossing points without merging into traffic and without dismounting and using a crosswalk at the intersection crossing point. This is beneficial at multi-lane and higher-speed circular intersections.

[[#914.5.9|EPG 914.5.9]] contains information on using shared-lane markings to facilitate the bicycle movement through a circular intersection.

The “Guide for the Development of Bicycle Facilities,” 2012 Fourth Edition, American Association of State Highway and Transportation Officials, contains information on designing for bicycles on the sidewalk in lieu of, or in addition to, using shared-lane markings in the circulatory roadway of the intersection.

The “Improving Intersections for Pedestrians and Bicyclists Informational Guide” (FHWA-SA-22-017), FHWA contains information on incorporating separated bicycle lanes and other bicycle facilities into circular intersections.

=={{SpanID|914.5.6}}914.5.6 Buffer-Separated Bicycle Lanes (MUTCD Section 9E.06)==

'''Support. '''Buffer-separated bicycle lanes provide additional lateral separation between a bicycle lane and a general-purpose lane by a pattern of pavement markings without the presence of vertical elements. Providing a buffer space between a bicycle lane and a general-purpose lane creates more separation between motor vehicles and bicycles, can reduce vehicle encroachment into the bicycle lane, and can increase the comfort of bicyclists.

Providing a buffer space between a bicycle lane and a parking lane can reduce crashes involving bicycles and the opening of vehicle doors from the parking lane.

'''Standard. '''If used, and except as provided in the first Option paragraph of this article, a buffer space shall be marked with a solid white line along both edges of the buffer space where crossing is discouraged.

'''Guidance. '''Engineering judgment should be used to establish intermittent breaks or interruptions in the buffer space, such as for driveways, transit stops, or on-street parallel parking lanes, in order to convey access points or an otherwise general legal movement to cross the buffer space (see [[#fig914.5.6|Figure 914.5.6]]).

'''Option. '''Buffer spaces may be established without specific longitudinal lines if contiguous facilities have longitudinal lines or other pavement markings themselves that, when installed, automatically demarcate the buffer space (see Drawing D in [[#fig914.5.6|Figure 914.5.6]]).

'''Standard. '''Except as provided in the subsequent paragraph, a through buffer-separated bicycle lane shall not be positioned to the right of a mandatory right-turn lane or to the left of a mandatory left-turn lane.

'''Option. ''' A buffer-separated bicycle lane may be placed to the right of a mandatory right-turn lane (or to the left of a mandatory left-turn lane) only if a bicycle signal face (see [[902.8 Bicycle Signals (MUTCD Chapter 4H)#902.8.1|EPG 902.8.1]]) is used and the signal phasing and signing eliminates any potential conflicts between the bicycle movement and the turning movement.

'''Guidance. '''The width of the buffer space should be at least 3 times the width of the normal or wide longitudinal line used to mark the buffer space.

Where a buffer space is 2 to 3 feet wide, chevron or diagonal markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.24|EPG 620.2.24]]) should be applied within the buffer space.

'''Option. '''Where a buffer space is less than 2 feet wide, diagonal markings or no markings at all in the buffer space may be applied within the buffer space.

'''Standard. '''If used, diagonal markings shall slant away from traffic in the adjacent travel lane for motor-vehicle traffic.

'''Guidance. '''Where used, the spacing of chevrons or diagonal markings should be 10 feet or greater.

'''Support. '''Chevron and diagonal markings convey that the buffer space is not an additional bicycle lane or other travel lane open to traffic.

'''Standard. '''Where a buffer space is more than 3 feet wide, chevron or diagonal markings shall be applied within the buffer space.

'''Guidance. '''Lane extension markings should be used to extend a buffer-separated bicycle lane across intersections.

{{SpanID|fig914.5.6}}
[[File:F09E-06_v4.png|thumb|center|900px|alt="A: A two-lane horizontal roadway with buffers protecting the bike lanes is shown. The centerline is shown with a double solid yellow line. The buffers are shown with solid white lines with either space inbetween or chevron markings.
B: A two-lane horizontal roadway is shown with one side of the roadway showing a buffer between the bike lane and on-street parking. The centerline is shown with a double solid yellow line. The buffers on the other side of the road are shown with solid white lines with chevron or diagonal markings.
C: A two-lane horizontal roadway is shown with a vertical roadway intersection and a driveway. A bike path crosses the vertical roadway and the driveway. The centerline is shown with a broken white line. The buffers are shown with solid white lines form an oval shape with chevron markings.
D: A two-lane horizontal roadway is shown with a driveway. There is a break in the buffer as it crosses the driveway entrance. The centerline is shown with a broken white line. The buffers are shown with solid white lines form an oval shape with chevron markings."
|'''Figure 914.5.6''' Examples of Markings for Buffer-Separated Bicycle Lanes]]

=={{SpanID|914.5.7}}914.5.7 Separated Bicycle Lanes (MUTCD Section 9E.07)==

'''Support. '''Separated bicycle lanes provide a physical separation between a general-purpose lane and a bicycle lane through the use of vertical objects or vertical separation between the general-purpose lane and bicycle lane. Providing a physical separation between a bicycle lane and a general-purpose lane can reduce vehicle encroachment into the bicycle lane beyond a marked buffer alone and can in some cases prevent that encroachment altogether.

Physical separation between general-purpose lanes and bicycle lanes introduces additional design considerations over buffer-separated bicycle lanes, including the awareness of a potentially unexpected conflict point for turning motor vehicles and the provision of adequate sight distance for all users at intersections and driveway crossings.

'''Option. '''Vertical elements used to provide physical separation between general-purpose lanes and bicycle lanes may include, but are not limited to, tubular markers, raised islands, or parked vehicles.

'''Support. '''Where on-street parking is provided adjacent to the buffer area of a separated bicycle lane, pedestrians will need to access those vehicles.

'''Guidance. '''BIKE LANE (R3-17) signs (see [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.3|EPG 914.2.3]]) should be used to distinguish a separated bicycle lane from a general-purpose lane.

Where an on-street parking lane serves as the separation between a general-purpose lane and a separated bicycle lane, a buffer space should be provided between the parking lane and the bicycle lane to allow for opening doors of parked vehicles.

'''Support. '''Separated bicycle lanes may be designed for one-way or two-way bicycle travel. Providing one-way separated bicycle lanes in the same direction as and on the right-hand side of the general-purpose lane, whether on a one-way or two-way roadway, accommodates the expectations of road users and might result in fewer conflict points at intersections or driveway crossings.

'''Standard. '''The edge line and lane line colors used for separated bicycle lanes shall conform to the requirements in [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] (see [[#fig914.5.7|Figure 914.5.7]]).

Directional arrows shall be used in conjunction with the bicycle lane symbol or word marking in separated bicycle lanes, placed downstream from the symbol or word marking.

Turns on red shall be prohibited across separated bicycle lanes while bicyclists are allowed to proceed through the intersection.

'''Support. '''Additional information on signals for bicycle facilities is found in [[902.8 Bicycle Signals (MUTCD Chapter 4H)|EPG 902.8]].

'''Standard. '''The edges of the buffer space for a separated bicycle lane shall be marked with solid longitudinal lines.

A marked buffer space that is 2 feet or wider for a separated bicycle lane, including those buffer spaces where tubular markers are provided, shall use chevron or diagonal markings within the buffer, unless physical separation is provided that occupies the majority of the buffer space, such as raised islands or other physical dividers, or such as where an on-street parking lane occupies the majority of the buffer space.

'''Guidance. '''Where used in the buffer area of a separated bicycle lane, the spacing of chevrons or diagonal markings should be 10 feet or greater.

Crosswalks that cross a separated bicycle lane should be marked consistent with the style of crosswalk marking provided across the adjacent general-purpose lane.

'''Support. ''' Where on-street parking is provided as the physical separation adjacent to the buffer area of a separated bicycle lane, the chevron or diagonal marking provisions in [[#914.5.6|EPG 914.5.6]] apply to the area outside of the marked parking area within the buffer (see [[#fig914.5.7|Figure 914.5.7]]).

Intersection treatments for separated bicycle lanes can vary depending on the geometric and operational conditions at the intersection (see [[#914.5.2|EPG 914.5.2]]).

{{SpanID|fig914.5.7}}{{SpanID|fig914.5.7.1}}
[[File:F09E-07-1_v3.png|thumb|center|900px|alt="A: A two-lane, two-way street is shown with a one-way bicycle lane in each direction that is separated from the vehicular lane by a buffer. The buffer includes tubular markers and white diagonal or chevron markings if the buffer width is equal to or greater than 2 feet.
B: A two-lane, one-way street is shown with on-street parking on the right, then a buffer lane with white diagonal markings protecting the one-way bicycle lane.
C: A segment of a vertical roadway and a horizontal roadway is shown. Protected bicycle lanes are shown in both the northbound and eastbound directions, separated from traffic by a grass strip. At the intersection, the bicycle lane crossings are each shown with a dotted pattern of white markings."
|'''Figure 914.5.7''' Examples of Lane Markings for Separated Bicycle Lanes]]

=={{SpanID|914.5.8}}914.5.8 Shared-Lane Marking (MUTCD Section 9E.09)==

'''Support. '''The FHWA’s “Standard Highway Signs” publication (see [[:Category:911 General (MUTCD Part 1)#Relation_to_Other_Publications_(MUTCD_Section_1A.05)|EPG 911 (MUTCD Section 1A.05)]]) contains details on the shared-lane marking symbol.

'''Option. '''The shared-lane marking shown in [[#fig914.5.8|Figure 914.5.8]] may be used to:
:A. Assist bicyclists with lateral positioning in a shared lane with on-street parallel parking in order to reduce the chance of a bicyclist impacting the open door of a parked vehicle,
:B. Assist bicyclists with lateral positioning in lanes that are too narrow for a motor vehicle and a bicycle to travel side-by-side within the same traffic lane,
:C. Alert road users of the lateral location bicycles are likely to occupy within the traveled way,
:D. Encourage safe passing of bicycles by motor vehicles,
:E. Reduce the incidence of wrong-way bicycling in the roadway, and
:F. Assist bicyclists with lateral positioning in mixing zones.

'''Guidance. '''The shared-lane marking should not be placed on roadways that have a speed limit of 40 mph or greater.

'''Standard. '''Shared-lane markings shall not be used in:
:A. Shoulders;
:B. Bicycle lanes or in designated extensions of bicycle lanes through intersections or driveways,
:C. A travel lane in which light-rail transit vehicles also travel;
:D. The transition area where a motor vehicle entering a mandatory turn lane must weave across bicyclists in bicycle lanes;
:E. Shared-use paths or shared-use path crossings; or
:F. Physically-separated bikeways, either in the roadway or on an independent right-of-way.

Green-colored pavement shall not be applied as a background to shared-lane markings (see [[620.7 Colored Pavement (MUTCD Chapter 3H)#620.7.6|EPG 620.7.6]]).

'''Guidance. '''If used in a shared lane with on-street parallel parking, shared-lane markings should be placed so that the centers of the markings are a minimum of 12 feet from the face of the curb, or from the edge of the pavement where there is no curb.

If used on a street without on-street parking that has an outside travel lane that is less than 14 feet wide, shared-lane markings should be placed so that the centers of the markings are a minimum of 4 feet from the face of the curb, or from the edge of the pavement where there is no curb.

At non-intersection locations, the shared-lane marking should be spaced at intervals of not less than 50 feet or greater than 250 feet.

The first shared-lane marking downstream from an intersection should be placed no more than 50 feet from the intersection.

'''Option. ''' [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.6|EPG 914.2.6]] describes a Bicycles Allowed Use of Full Lane sign that may be used in addition to or instead of the shared-lane marking to inform road users that bicyclists might occupy the travel lane.

'''Guidance. '''If the Bicycles Allowed Use of Full Lane (R9-20) sign is used as an addition to shared-lane marking, the shared-lane marking should be placed so that the center of the marking is in the approximate center of the travel lane.

'''Option. '''The shared-lane marking may be used (see [[#fig914.5.8|Figure 914.5.8]]) where the width of the roadway is insufficient to continue a bicycle lane or separated bikeway on the approach to the intersection, or it is advantageous to terminate the bicycle lane or separated bikeway in order to provide for a shared lane.

The shared-lane marking may be used on an approach to an intersection in a mandatory turn lane to indicate a shared space for bicyclists and motorists where there is insufficient width in the roadway for both the bicycle lane and turn lane.

{{SpanID|fig914.5.8}}
[[File:F09E-09_v2.png|thumb|center|800px|alt="A: A segment of vertical roadway with two-way shared bicycle lanes. The centerline is shown with a double solid yellow line. To the right of the northbound lane is on street parking.
B: A segment of vertical roadway with a shared bicycle lane in the form of a right-turn lane is shown. The centerline is shown with a double solid yellow line. The shared lane is identified with a white bicycle symbol followed by two white chevrons along with white directional arrow pavement markings. Along the roadway is a R4-4 sign."
|'''Figure 914.5.8''' Examples of Shared-Lane Marking Applications]]

=={{SpanID|914.5.9}}914.5.9 Shared-Lane Markings for Circular Intersections (MUTCD Section 9E.10)==

'''Option. '''Shared-lane markings may be used in the circulatory roadway of circular intersections.

'''Guidance. '''If used, shared-lane markings should be placed in the center of the lane when used inside of circulatory roadways.

'''Support. '''The “Guide for Development of Bicycle Facilities,” 2012 Fourth Edition, American Association of State Highway and Transportation Officials, contains information on designing for bicycles on shared-used paths in lieu of, or in addition to, using shared-lane markings in the circulatory roadway of the intersection.

=={{SpanID|914.5.10}}914.5.10 Raised Devices (MUTCD Section 9E.17)==

'''Support. ''' [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]] contains information on using channelizing devices to emphasize pavement marking patterns associated with certain bicycle facilities. A common application is the use of flexible raised devices to create separated bicycle lanes (see [[#914.5.7|EPG 914.5.7]]).

Using inflexible raised devices immediately adjacent to the travel path of a bicyclist without a buffer creates a collision potential for bicyclists.

'''Option. '''In accordance with [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]], channelizing devices may be used to emphasize a pavement marking pattern that establishes a bicycle lane or other bicycle facility provided that the installation of channelizing devices does not prevent motor vehicles from turning when the turn requires the motor vehicle to merge with the bicycle lane or facility as required by law or ordinance.

'''Guidance. ''' If used, channelizing devices for bicycle facilities should be tubular markers (see [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)#620.8.2|EPG 620.8.2]]).

The selection of a raised device for use with bicycle facilities should consider the collision potential of both the post and the base since the base might still be present in the event the post is struck and missing.

'''Support. '''Measures to reduce the likelihood of a road user striking a channelizing device include marking a buffer space, improving lighting, improving retroreflectivity, or the periodic addition of taller vertical elements within runs of shorter elements.

'''Standard. '''Channelizing devices that are used to emphasize the pavement marking patterns of bicycle facilities shall not incorporate the color green into either the device or its retroreflective element to supplement the presence of green-colored pavement.

'''Guidance. '''If used in separated bicycle lanes, channelizing devices should be placed in the buffer space and at least 1 foot from the longitudinal bicycle lane pavement marking.

File:Figure 914.5.2.5 Example of Pavement Markings for Mixing Zones.png

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File:Figure 914.5.2.4 Example of Bicycle Lane Markings on an Approach to an Intersection that Transitions from a Shared Lane.png

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File:Figure 914.5.2.3 Example of Bicycle Lane Markings on an Approach to an Intersection (Sheet 3 of 3).png

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File:Figure 914.5.2.2 Example of Bicycle Lane Markings on an Approach to an Intersection (Sheet 2 of 3).png

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File:Figure 914.5.2.1 Example of Bicycle Lane Markings on an Approach to an Intersection (Sheet 1 of 3).png

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914.5 Markings (MUTCD Chapter 9E)

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RollerA: /* {{SpanID|914.5.1}}914.5.1 Bicycle Lanes (MUTCD Section 9E.01) */

[[Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|914.05]]
=={{SpanID|914.5.1}}914.5.1 Bicycle Lanes (MUTCD Section 9E.01)==

'''Support. '''Pavement markings designate that portion of the roadway for preferential use by bicyclists. Markings inform all road users of the restricted nature of the bicycle lane.

'''Standard. '''Longitudinal pavement markings and bicycle lane symbol or word markings (see [[#fig914.5.1.1|Figure 914.5.1.1]]) shall be used to define bicycle lanes.

'''Guidance. '''The first symbol or word marking in a bicycle lane should be placed at the beginning of the bicycle lane and downstream symbol or word markings should be placed after major intersections. Additional symbol or word markings should be placed at periodic intervals along the bicycle lane based on engineering judgment.

'''Option. '''An arrow marking may be used in conjunction with the bicycle lane symbol or word marking, placed downstream from the symbol or word marking.

Where the bicycle lane symbols or word markings are used, Bicycle Lane signs (see [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.3|EPG 914.2.3]]) may also be used, but not necessarily adjacent to every set of pavement markings in order to avoid overuse of the signs.

'''Support. '''MoDOT does not typically install or maintain green-colored pavement for bicycle lanes.

'''Guidance. '''If green-colored pavement is installed on a MoDOT route, an agreement should be in place with the local agency that will maintain the green-colored pavement.

'''Standard. '''The bicycle symbol or BIKE LANE pavement word marking and the pavement marking arrow shall not be used in a shoulder.

A portion of the roadway shall not be established as both a shoulder and a bicycle lane.

'''Support. ''' Where a shoulder is provided or is of sufficient width to meet the expectation of a highway user in that it can function as a space for emergency, enforcement, or maintenance activities, or avoidance or recovery maneuvers, [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.7|EPG 914.2.7]] contains information regarding the Bicycles Use Shoulder Only sign that can be used to denote locations on a freeway or expressway where bicycles are permitted on an available and usable shoulder.

Examples of pavement markings for bicycle lanes on a two-way street are shown in [[#fig914.5.1.2|Figure 914.5.1.2]].

{{SpanID|fig914.5.1.1}}
[[File:Figure 914.5.1.1 Symbol and Arrow Pavement Markings for Bicycle Lanes.png|thumb|center|250px|alt=A vertical bicycle lane is shown with a white bicycle symbol followed by a white arrow marked on the pavement.
|'''Figure 914.5.1.1''' Symbol and Arrow Pavement Markings for Bicycle Lanes]]

{{SpanID|fig914.5.1.2}}
[[File:Figure 914.5.1.2 Example of Pavement Markings for Bicycle Lanes on a Two-Way Street.png|thumb|center|800px|alt="A two-lane vertical roadway with dedicated bicycle lanes is shown intersecting two horizontal roadways.
The centerline is shown with a double solid yellow line. The dedicated bicycle lanes are shown separated from the adjacent lane by a solid white line and broken white lines. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement.
Along the roadways are R3-17 signs."
|'''Figure 914.5.1.2''' Example of Pavement Markings for Bicycle Lanes on a Two-Way Street]]

=={{SpanID|914.5.2}}914.5.2 Bicycle Lanes at Intersection Approaches (MUTCD Section 9E.02)==

'''Standard. '''Except as provided in the following paragraph, a through bicycle lane shall not be positioned to the right of a right turn only lane or to the left of a left turn only lane.

'''Option. '''A through bicycle lane may be positioned to the right of a right turn only lane or to the left of a left turn only lane provided that the bicycle lane is controlled by a traffic signal that displays bicycle signal indications (see [[902.8 Bicycle Signals (MUTCD Chapter 4H)|EPG 902.8]]).

'''Support. '''Unless controlled by a bicycle signal indication, a bicyclist continuing straight through an intersection from the right of a right turn only lane or from the left of a left turn only lane would be inconsistent with normal traffic behavior and would violate the expectations of right-turning or left-turning motorists.

'''Guidance. '''When the right (left) through lane is dropped to become a mandatory right-turn (left-turn) lane, the bicycle lane markings should stop at least 100 feet before the beginning of the right-turn (left-turn) lane. Through bicycle lane markings should resume to the left (right) of the mandatory right-turn (left-turn) lane.

Except as provided in the first Option paragraph of this article, an optional through-right (through-left) turn lane next to a mandatory right-turn (left-turn) lane should not be used where there is a through bicycle lane.

'''Standard. ''' A bicycle lane located on an intersection approach between general-purpose lanes for motor vehicle movements shall be marked with at least one bicycle symbol and at least one arrow pavement marking as provided in the first Option paragraph of [[#914.5.1|EPG 914.5.1]].

A bicycle lane shall not be marked within a general-purpose lane, either with dotted or any other line markings.

'''Option. '''Where there is insufficient width in the roadway to include both a bicycle lane and a general-purpose turn lane, bicycle travel may be accommodated within the turn lane or general-purpose lane using shared-lane markings.

'''Standard. '''Where a general-purpose turn lane is controlled by a traffic control signal, through bicycle movements shall not be accommodated in the turn lane unless the turning movement is always permitted to proceed simultaneously with the adjacent through movement.

'''Support. '''Examples of bicycle lane markings on approaches to intersections are shown in [[#fig914.5.2.1|Figures 914.5.2.1]] through [[#fig914.5.2.4|914.5.2.4]] and [[#fig914.5.8|914.5.8]].

'''Guidance. '''The longitudinal line defining a bicycle lane should be dotted on approaches to intersections where turning vehicles are permitted to cross the path of through-moving bicycles.

'''Support. '''Buffer-separated and separated bicycle lanes require additional considerations at intersections, including sight distances for bicycles and other road users, user expectations, and intersection geometry.

'''Option. '''A buffer-separated or separated bicycle lane may be shifted closer to, or farther away from the adjacent general-purpose lane depending upon site-specific conditions (see Drawing C in [[#fig914.5.7|Figure 914.5.7]]).

'''Support. '''A buffer-separated or separated bicycle lane shifted away from the adjacent general-purpose lane at an intersection can create space for a motor vehicle to queue between the general-purpose lane and the extension of the bicycle lane. This design can also improve the safety and comfort of bicyclists by reducing the speed of turning motor vehicles, improving sightlines, and creating additional buffer space prior to the conflict point with turning motor vehicles.

The purpose of shifting a buffer-separated or separated bicycle lane away from the adjacent general-purpose lane is to allow the driver of a turning vehicle to undertake the tasks of turning and scanning for bicycle cross traffic in isolation versus simultaneously. Sufficient sight distance for both drivers and bicyclists is important in this design (see Drawing C in [[#fig914.5.7|Figure 914.5.7]]).

The purpose of shifting a buffer-separated or separated bicycle lane toward the adjacent general-purpose lane is to improve the visibility of bicyclists to the adjacent traffic and avoid conflicts between turning motor vehicles and bicyclists.

'''Option. '''Where a general-purpose mandatory turn lane is provided at an intersection and the approach also includes a separated or buffer-separated bicycle lane, a mixing zone may be established to allow general-purpose turning traffic to share the roadway space with bicyclists (see [[#fig914.5.2.5|Figure 914.5.2.5]]).

'''Standard. '''Mixing zones shall be used only where the bicycle lane is one-way in the same direction of travel as the adjacent general-purpose lane.

Where a mixing zone continues to the intersection itself sharing space between bicyclists and general-purpose turning traffic, shared-lane markings and turn arrows shall be provided in the lane.

'''Support. '''Mixing zones require bicycles and general traffic to share space, interrupting a buffer-separated or separated bicycle lane where bicycle traffic is otherwise separated from general traffic. The preference is to provide a dedicated bicycle facility for the intersection approach. If that is not possible, the mixing zone needs to indicate that bicyclists and motorists are entering a shared condition.

{{SpanID|fig914.5.2.1}}
[[File:F09E-03-1_v2.png|thumb|center|500px|alt=A two-lane vertical roadway is shown with a dedicated bicycle lane that intersects a right-turn lane. The centerline is shown with a double solid yellow line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. Where the path crosses the right turn lane the bicycle lane crossing is shown with a dotted pattern of white markings. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.1''' Example of Bicycle Lane Markings on an Approach to an Intersection ''(Sheet 1 of 3)'']]

{{SpanID|fig914.5.2.2}}
[[File:F09E-03-2_v2.png|thumb|center|500px|alt=A two-lane vertical roadway is shown with a dedicated bicycle lane that is parallel and adjacent to a right-turn lane. The centerline is shown with a double solid yellow line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement.
Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.2''' Example of Bicycle Lane Markings on an Approach to an Intersection ''(Sheet 2 of 3)'']]

{{SpanID|fig914.5.2.3}}
[[File:F09E-03-3_v4.png|thumb|center|700px|alt=A two-lane vertical roadway is shown with dedicated bicycle lanes that are parallel to right- and left-turn lanes. A two-lane horizontal roadway intersects the vertical roadway. The centerline is shown with a broken white line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white directional arrows shown marked on the pavement. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.3''' Example of Bicycle Lane Markings on an Approach to an Intersection ''(Sheet 3 of 3)'']]

{{SpanID|fig914.5.2.4}}
[[File:F09E-04_v2.png|thumb|center|500px|alt=A two-lane vertical roadway is shown with a dedicated bicycle lane that intersects a right-turn lane. The centerline is shown with a double solid yellow line. The dedicated bicycle lane is shown separated from the adjacent lanes by a solid white line and broken white lines. Where the path crosses the right turn lane the bicycle lane crossing is shown with an optional dotted pattern of white markings. The bicycle lane is identified by a white symbol of a bicycle shown marked on the pavement in advance of a white forward-pointing arrow shown marked on the pavement. The shared lane is identified with a white symbol of a bicycle followed by double chevrons marked on the pavement. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.4''' Example of Bicycle Lane Markings on an Approach to an Intersection that Transitions from a Shared Lane]]

{{SpanID|fig914.5.2.5}}
[[File:F09E-05_v2.png|thumb|center|400px|alt=A vertical roadway is shown with a right turn lane that is a shared bike lane. The shared lane is identified with two white symbols of a bicycle followed by double chevrons marked on the pavement along with two white directional arrows. Along the roadway is a R4-4 sign.
|'''Figure 914.5.2.5''' Example of Pavement Markings for Mixing Zones]]

=={{SpanID|914.5.3}}914.5.3 Extensions of Bicycle Lanes through Intersections (MUTCD Section 9E.03)==

'''Support. '''Extensions of bicycle lanes through intersections can help identify the paths of bicyclists and guide them on movements that could be difficult to discern. Extensions of bicycle lanes through intersections also assist other road users of the intersection to identify where bicyclists are expected to operate and to recognize potentially unexpected conflict points.

The design, placement, and maintenance of bicycle lane extensions through intersections are important considerations, especially when contiguous to a crosswalk, to avoid potential confusion to pedestrians with vision disabilities.

The width and color of lane extension markings are discussed in [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.13|EPG 620.2.13]].

MoDOT does not typically install or maintain green colored pavement for bicycle lanes. If installed on a MoDOT route, an agreement must be in place with the local agency that will maintain green colored pavement.

'''Standard. ''' Shared-lane markings or chevron markings shall not be used in bicycle lanes or bicycle lane extensions (see [[#914.5.8|EPG 914.5.8]]).

Extensions of bicycle lanes through intersections shall use dotted line patterns.

'''Support. '''Separated and buffer-separated bicycle lanes may have alignments that are not as obvious within an intersection as a standard bicycle lane, therefore additional conspicuity is important where these types of bicycle lanes cross intersections.

'''Guidance. '''Lane extension markings should be used to extend a buffer-separated or separated bicycle lane through intersections.

The extension of a bicycle lane through an intersection should use two lines defining both lateral limits of the bicycle lane.

'''Standard. ''' Where the path of the bicycle lane through the intersection is contiguous to a crosswalk, two longitudinal dotted lines shall be provided to establish the lateral limits of the bicycle lane extension. The transverse line establishing one side of the crosswalk, or the limit of a high-visibility crosswalk pattern (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C)#620.3.5|EPG 620.3.5]]) that does not employ a transverse line, shall not be used to demarcate one side of the bicycle lane extension.

=={{SpanID|914.5.4}}914.5.4 Bicycle Lanes at Driveways (MUTCD Section 9E.04)==

'''Support. '''The definition of an “Intersection” in [[:Category:911 General (MUTCD Part 1)#Definitions_of_Words_and_Phrases_Used_in_this_Manual_(MUTCD_Section_1C.02)|EPG 911 (MUTCD Section 1C.02)]] contains information to determine if a driveway can be considered an intersection.

'''Option. '''Bicycle lanes may be continued through a driveway using solid longitudinal lines.

=={{SpanID|914.5.5}}914.5.5 Bicycle Lanes at Circular Intersections (MUTCD Section 9E.05)==

'''Standard. '''Bicycle lanes shall not be provided in the circulatory roadway of an unsignalized circular intersection that includes conflicts at entry or exit points (see [[620.4 Circular Intersection Markings (MUTCD Chapter 3D)|EPG 620.4]]) except as provided in the first Option paragraph of this article.

'''Guidance. '''Bicycle lane markings should stop at least 100 feet before the crosswalk, or if no crosswalk is provided, at least 100 feet before the yield line, or if no yield line is provided, then at least 100 feet before the edge of the circulatory roadway.

If used, bicycle crossings should be a minimum of 20 feet from the edge of the circulatory roadway.

'''Option. '''Separated bicycle lanes may be used in circular intersections.

'''Support. '''Separated bicycle lanes allow bicycles to navigate a circular intersection and its crossing points without merging into traffic and without dismounting and using a crosswalk at the intersection crossing point. This is beneficial at multi-lane and higher-speed circular intersections.

[[#914.5.9|EPG 914.5.9]] contains information on using shared-lane markings to facilitate the bicycle movement through a circular intersection.

The “Guide for the Development of Bicycle Facilities,” 2012 Fourth Edition, American Association of State Highway and Transportation Officials, contains information on designing for bicycles on the sidewalk in lieu of, or in addition to, using shared-lane markings in the circulatory roadway of the intersection.

The “Improving Intersections for Pedestrians and Bicyclists Informational Guide” (FHWA-SA-22-017), FHWA contains information on incorporating separated bicycle lanes and other bicycle facilities into circular intersections.

=={{SpanID|914.5.6}}914.5.6 Buffer-Separated Bicycle Lanes (MUTCD Section 9E.06)==

'''Support. '''Buffer-separated bicycle lanes provide additional lateral separation between a bicycle lane and a general-purpose lane by a pattern of pavement markings without the presence of vertical elements. Providing a buffer space between a bicycle lane and a general-purpose lane creates more separation between motor vehicles and bicycles, can reduce vehicle encroachment into the bicycle lane, and can increase the comfort of bicyclists.

Providing a buffer space between a bicycle lane and a parking lane can reduce crashes involving bicycles and the opening of vehicle doors from the parking lane.

'''Standard. '''If used, and except as provided in the first Option paragraph of this article, a buffer space shall be marked with a solid white line along both edges of the buffer space where crossing is discouraged.

'''Guidance. '''Engineering judgment should be used to establish intermittent breaks or interruptions in the buffer space, such as for driveways, transit stops, or on-street parallel parking lanes, in order to convey access points or an otherwise general legal movement to cross the buffer space (see [[#fig914.5.6|Figure 914.5.6]]).

'''Option. '''Buffer spaces may be established without specific longitudinal lines if contiguous facilities have longitudinal lines or other pavement markings themselves that, when installed, automatically demarcate the buffer space (see Drawing D in [[#fig914.5.6|Figure 914.5.6]]).

'''Standard. '''Except as provided in the subsequent paragraph, a through buffer-separated bicycle lane shall not be positioned to the right of a mandatory right-turn lane or to the left of a mandatory left-turn lane.

'''Option. ''' A buffer-separated bicycle lane may be placed to the right of a mandatory right-turn lane (or to the left of a mandatory left-turn lane) only if a bicycle signal face (see [[902.8 Bicycle Signals (MUTCD Chapter 4H)#902.8.1|EPG 902.8.1]]) is used and the signal phasing and signing eliminates any potential conflicts between the bicycle movement and the turning movement.

'''Guidance. '''The width of the buffer space should be at least 3 times the width of the normal or wide longitudinal line used to mark the buffer space.

Where a buffer space is 2 to 3 feet wide, chevron or diagonal markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.24|EPG 620.2.24]]) should be applied within the buffer space.

'''Option. '''Where a buffer space is less than 2 feet wide, diagonal markings or no markings at all in the buffer space may be applied within the buffer space.

'''Standard. '''If used, diagonal markings shall slant away from traffic in the adjacent travel lane for motor-vehicle traffic.

'''Guidance. '''Where used, the spacing of chevrons or diagonal markings should be 10 feet or greater.

'''Support. '''Chevron and diagonal markings convey that the buffer space is not an additional bicycle lane or other travel lane open to traffic.

'''Standard. '''Where a buffer space is more than 3 feet wide, chevron or diagonal markings shall be applied within the buffer space.

'''Guidance. '''Lane extension markings should be used to extend a buffer-separated bicycle lane across intersections.

{{SpanID|fig914.5.6}}
[[File:F09E-06_v4.png|thumb|center|900px|alt="A: A two-lane horizontal roadway with buffers protecting the bike lanes is shown. The centerline is shown with a double solid yellow line. The buffers are shown with solid white lines with either space inbetween or chevron markings.
B: A two-lane horizontal roadway is shown with one side of the roadway showing a buffer between the bike lane and on-street parking. The centerline is shown with a double solid yellow line. The buffers on the other side of the road are shown with solid white lines with chevron or diagonal markings.
C: A two-lane horizontal roadway is shown with a vertical roadway intersection and a driveway. A bike path crosses the vertical roadway and the driveway. The centerline is shown with a broken white line. The buffers are shown with solid white lines form an oval shape with chevron markings.
D: A two-lane horizontal roadway is shown with a driveway. There is a break in the buffer as it crosses the driveway entrance. The centerline is shown with a broken white line. The buffers are shown with solid white lines form an oval shape with chevron markings."
|'''Figure 914.5.6''' Examples of Markings for Buffer-Separated Bicycle Lanes]]

=={{SpanID|914.5.7}}914.5.7 Separated Bicycle Lanes (MUTCD Section 9E.07)==

'''Support. '''Separated bicycle lanes provide a physical separation between a general-purpose lane and a bicycle lane through the use of vertical objects or vertical separation between the general-purpose lane and bicycle lane. Providing a physical separation between a bicycle lane and a general-purpose lane can reduce vehicle encroachment into the bicycle lane beyond a marked buffer alone and can in some cases prevent that encroachment altogether.

Physical separation between general-purpose lanes and bicycle lanes introduces additional design considerations over buffer-separated bicycle lanes, including the awareness of a potentially unexpected conflict point for turning motor vehicles and the provision of adequate sight distance for all users at intersections and driveway crossings.

'''Option. '''Vertical elements used to provide physical separation between general-purpose lanes and bicycle lanes may include, but are not limited to, tubular markers, raised islands, or parked vehicles.

'''Support. '''Where on-street parking is provided adjacent to the buffer area of a separated bicycle lane, pedestrians will need to access those vehicles.

'''Guidance. '''BIKE LANE (R3-17) signs (see [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.3|EPG 914.2.3]]) should be used to distinguish a separated bicycle lane from a general-purpose lane.

Where an on-street parking lane serves as the separation between a general-purpose lane and a separated bicycle lane, a buffer space should be provided between the parking lane and the bicycle lane to allow for opening doors of parked vehicles.

'''Support. '''Separated bicycle lanes may be designed for one-way or two-way bicycle travel. Providing one-way separated bicycle lanes in the same direction as and on the right-hand side of the general-purpose lane, whether on a one-way or two-way roadway, accommodates the expectations of road users and might result in fewer conflict points at intersections or driveway crossings.

'''Standard. '''The edge line and lane line colors used for separated bicycle lanes shall conform to the requirements in [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] (see [[#fig914.5.7|Figure 914.5.7]]).

Directional arrows shall be used in conjunction with the bicycle lane symbol or word marking in separated bicycle lanes, placed downstream from the symbol or word marking.

Turns on red shall be prohibited across separated bicycle lanes while bicyclists are allowed to proceed through the intersection.

'''Support. '''Additional information on signals for bicycle facilities is found in [[902.8 Bicycle Signals (MUTCD Chapter 4H)|EPG 902.8]].

'''Standard. '''The edges of the buffer space for a separated bicycle lane shall be marked with solid longitudinal lines.

A marked buffer space that is 2 feet or wider for a separated bicycle lane, including those buffer spaces where tubular markers are provided, shall use chevron or diagonal markings within the buffer, unless physical separation is provided that occupies the majority of the buffer space, such as raised islands or other physical dividers, or such as where an on-street parking lane occupies the majority of the buffer space.

'''Guidance. '''Where used in the buffer area of a separated bicycle lane, the spacing of chevrons or diagonal markings should be 10 feet or greater.

Crosswalks that cross a separated bicycle lane should be marked consistent with the style of crosswalk marking provided across the adjacent general-purpose lane.

'''Support. ''' Where on-street parking is provided as the physical separation adjacent to the buffer area of a separated bicycle lane, the chevron or diagonal marking provisions in [[#914.5.6|EPG 914.5.6]] apply to the area outside of the marked parking area within the buffer (see [[#fig914.5.7|Figure 914.5.7]]).

Intersection treatments for separated bicycle lanes can vary depending on the geometric and operational conditions at the intersection (see [[#914.5.2|EPG 914.5.2]]).

{{SpanID|fig914.5.7}}{{SpanID|fig914.5.7.1}}
[[File:F09E-07-1_v3.png|thumb|center|900px|alt="A: A two-lane, two-way street is shown with a one-way bicycle lane in each direction that is separated from the vehicular lane by a buffer. The buffer includes tubular markers and white diagonal or chevron markings if the buffer width is equal to or greater than 2 feet.
B: A two-lane, one-way street is shown with on-street parking on the right, then a buffer lane with white diagonal markings protecting the one-way bicycle lane.
C: A segment of a vertical roadway and a horizontal roadway is shown. Protected bicycle lanes are shown in both the northbound and eastbound directions, separated from traffic by a grass strip. At the intersection, the bicycle lane crossings are each shown with a dotted pattern of white markings."
|'''Figure 914.5.7''' Examples of Lane Markings for Separated Bicycle Lanes]]

=={{SpanID|914.5.8}}914.5.8 Shared-Lane Marking (MUTCD Section 9E.09)==

'''Support. '''The FHWA’s “Standard Highway Signs” publication (see [[:Category:911 General (MUTCD Part 1)#Relation_to_Other_Publications_(MUTCD_Section_1A.05)|EPG 911 (MUTCD Section 1A.05)]]) contains details on the shared-lane marking symbol.

'''Option. '''The shared-lane marking shown in [[#fig914.5.8|Figure 914.5.8]] may be used to:
:A. Assist bicyclists with lateral positioning in a shared lane with on-street parallel parking in order to reduce the chance of a bicyclist impacting the open door of a parked vehicle,
:B. Assist bicyclists with lateral positioning in lanes that are too narrow for a motor vehicle and a bicycle to travel side-by-side within the same traffic lane,
:C. Alert road users of the lateral location bicycles are likely to occupy within the traveled way,
:D. Encourage safe passing of bicycles by motor vehicles,
:E. Reduce the incidence of wrong-way bicycling in the roadway, and
:F. Assist bicyclists with lateral positioning in mixing zones.

'''Guidance. '''The shared-lane marking should not be placed on roadways that have a speed limit of 40 mph or greater.

'''Standard. '''Shared-lane markings shall not be used in:
:A. Shoulders;
:B. Bicycle lanes or in designated extensions of bicycle lanes through intersections or driveways,
:C. A travel lane in which light-rail transit vehicles also travel;
:D. The transition area where a motor vehicle entering a mandatory turn lane must weave across bicyclists in bicycle lanes;
:E. Shared-use paths or shared-use path crossings; or
:F. Physically-separated bikeways, either in the roadway or on an independent right-of-way.

Green-colored pavement shall not be applied as a background to shared-lane markings (see [[620.7 Colored Pavement (MUTCD Chapter 3H)#620.7.6|EPG 620.7.6]]).

'''Guidance. '''If used in a shared lane with on-street parallel parking, shared-lane markings should be placed so that the centers of the markings are a minimum of 12 feet from the face of the curb, or from the edge of the pavement where there is no curb.

If used on a street without on-street parking that has an outside travel lane that is less than 14 feet wide, shared-lane markings should be placed so that the centers of the markings are a minimum of 4 feet from the face of the curb, or from the edge of the pavement where there is no curb.

At non-intersection locations, the shared-lane marking should be spaced at intervals of not less than 50 feet or greater than 250 feet.

The first shared-lane marking downstream from an intersection should be placed no more than 50 feet from the intersection.

'''Option. ''' [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.6|EPG 914.2.6]] describes a Bicycles Allowed Use of Full Lane sign that may be used in addition to or instead of the shared-lane marking to inform road users that bicyclists might occupy the travel lane.

'''Guidance. '''If the Bicycles Allowed Use of Full Lane (R9-20) sign is used as an addition to shared-lane marking, the shared-lane marking should be placed so that the center of the marking is in the approximate center of the travel lane.

'''Option. '''The shared-lane marking may be used (see [[#fig914.5.8|Figure 914.5.8]]) where the width of the roadway is insufficient to continue a bicycle lane or separated bikeway on the approach to the intersection, or it is advantageous to terminate the bicycle lane or separated bikeway in order to provide for a shared lane.

The shared-lane marking may be used on an approach to an intersection in a mandatory turn lane to indicate a shared space for bicyclists and motorists where there is insufficient width in the roadway for both the bicycle lane and turn lane.

{{SpanID|fig914.5.8}}
[[File:F09E-09_v2.png|thumb|center|800px|alt="A: A segment of vertical roadway with two-way shared bicycle lanes. The centerline is shown with a double solid yellow line. To the right of the northbound lane is on street parking.
B: A segment of vertical roadway with a shared bicycle lane in the form of a right-turn lane is shown. The centerline is shown with a double solid yellow line. The shared lane is identified with a white bicycle symbol followed by two white chevrons along with white directional arrow pavement markings. Along the roadway is a R4-4 sign."
|'''Figure 914.5.8''' Examples of Shared-Lane Marking Applications]]

=={{SpanID|914.5.9}}914.5.9 Shared-Lane Markings for Circular Intersections (MUTCD Section 9E.10)==

'''Option. '''Shared-lane markings may be used in the circulatory roadway of circular intersections.

'''Guidance. '''If used, shared-lane markings should be placed in the center of the lane when used inside of circulatory roadways.

'''Support. '''The “Guide for Development of Bicycle Facilities,” 2012 Fourth Edition, American Association of State Highway and Transportation Officials, contains information on designing for bicycles on shared-used paths in lieu of, or in addition to, using shared-lane markings in the circulatory roadway of the intersection.

=={{SpanID|914.5.10}}914.5.10 Raised Devices (MUTCD Section 9E.17)==

'''Support. ''' [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]] contains information on using channelizing devices to emphasize pavement marking patterns associated with certain bicycle facilities. A common application is the use of flexible raised devices to create separated bicycle lanes (see [[#914.5.7|EPG 914.5.7]]).

Using inflexible raised devices immediately adjacent to the travel path of a bicyclist without a buffer creates a collision potential for bicyclists.

'''Option. '''In accordance with [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]], channelizing devices may be used to emphasize a pavement marking pattern that establishes a bicycle lane or other bicycle facility provided that the installation of channelizing devices does not prevent motor vehicles from turning when the turn requires the motor vehicle to merge with the bicycle lane or facility as required by law or ordinance.

'''Guidance. ''' If used, channelizing devices for bicycle facilities should be tubular markers (see [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)#620.8.2|EPG 620.8.2]]).

The selection of a raised device for use with bicycle facilities should consider the collision potential of both the post and the base since the base might still be present in the event the post is struck and missing.

'''Support. '''Measures to reduce the likelihood of a road user striking a channelizing device include marking a buffer space, improving lighting, improving retroreflectivity, or the periodic addition of taller vertical elements within runs of shorter elements.

'''Standard. '''Channelizing devices that are used to emphasize the pavement marking patterns of bicycle facilities shall not incorporate the color green into either the device or its retroreflective element to supplement the presence of green-colored pavement.

'''Guidance. '''If used in separated bicycle lanes, channelizing devices should be placed in the buffer space and at least 1 foot from the longitudinal bicycle lane pavement marking.

File:Figure 914.5.1.2 Example of Pavement Markings for Bicycle Lanes on a Two-Way Street.png

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File:Figure 914.5.1.1 Symbol and Arrow Pavement Markings for Bicycle Lanes.png

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913.5 Pathway and Sidewalk Grade Crossings (MUTCD Chapter 8E)

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RollerA: /* {{SpanID|913.5.10}}913.5.10 Active Traffic Control Devices – Multiple-Track Pathway or Sidewalk Grade Crossings (MUTCD Section 8E.10) */

[[Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913.5]]
=={{SpanID|913.5.1}}913.5.1 Purpose (MUTCD Section 8E.01)==

'''Support. '''Traffic control for pathway and sidewalk grade crossings includes all signs, signals, markings, other warning devices, and their supports at pathway and sidewalk grade crossings and along pathway and sidewalk approaches to grade crossings. The function of this traffic control is to promote safety and provide effective operation of both rail and pathway or sidewalk traffic at pathway or sidewalk grade crossings.

Other physical treatments that are described in this article that are also applicable to pathways and sidewalks at grade crossings, such as detectable warnings, swing gates, and fencing, provide increased safety for pathway and sidewalk users.

Crosswalk markings at intersections where pedestrians cross LRT tracks in mixed-use alignments are covered by the provisions of [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]] rather than by the provisions of this article.

[[#fig913.5.2.1|Figure 913.5.2.1]] illustrates the difference between a pathway grade crossing and a sidewalk grade crossing. A pathway is frequently placed in its own right-of-way on an alignment that is independent of any roadway. If a pathway is built parallel to a roadway, it is physically separated from the roadway by an open space or barrier such that the traffic control devices for the roadway grade crossing do not exert an influence over or provide adequate warning to pathway users. A sidewalk runs parallel to a roadway within the highway right-of-way and is close enough to the edge of the roadway’s traveled way that the traffic control devices for the roadway grade crossing can frequently exert an influence over or provide adequate warning to sidewalk users. Pathways are typically used by both pedestrians and bicyclists, whereas sidewalks are typically used only by pedestrians.

=={{SpanID|913.5.2}}913.5.2 Use of Standard Devices, Systems, and Practices (MUTCD Section 8E.02)==

'''Guidance. '''The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic should be considered in determining the type and placement of traffic control devices at pathway or sidewalk grade crossings.

The traffic control devices, including the appropriate traffic control system to be used, and other physical treatments at a pathway or sidewalk grade crossing should be determined by a Diagnostic Team that includes the agency with jurisdiction over the pathway or sidewalk.

At skewed grade crossings, the adjustment, re-alignment, or relocation of existing sidewalk grade crossings should be considered when determining the placement of traffic control devices for roadway users.

'''Support. '''The safety of pathway and sidewalk users is enhanced when pathways and sidewalks are designed such that they do not cross the tracks at a narrow angle. The casters of wheelchairs and the wheels of bicycles could fall into and might be constrained in the flangeway gap at a skewed crossing. The flangeway gap is typically 2.5 inches wide at LRT grade crossings and 3 inches wide at railroad grade crossings.

It is desirable that pathways and sidewalks be designed such that they maintain a relatively consistent horizontal alignment and profile from the nearest rail to the detectable warning (if present) or from the nearest rail to the stop line (if present) on each approach to the crossing. Providing a pedestrian refuge area in advance of the stop line or the detectable warning surface so that pedestrians have a place to wait while rail traffic approaches and occupies the crossing can be beneficial to pedestrian safety.

When designing new sidewalk grade crossings, placing the sidewalk outside of the area occupied by grade crossing traffic control devices for vehicular traffic is desirable (see [[#fig913.5.2.2|Figure 913.5.2.2]]). This includes making sure that the counterweights and support arms for the automatic gates for vehicular traffic do not obstruct the sidewalk when the gate is fully lowered.

Additional information regarding the design of pathways and sidewalks is contained in the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

{{SpanID|fig913.5.2.1}}
[[File:Figure 913.5.2.1 Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing.jpg|center|thumb|alt=The first example shows a vertical “pathway” intersecting a horizontal railroad track in the middle of the illustration. A series of horizontal rows of black circles, denoting a “detectable warning” surface and extending across the “pathway”on both sides of the railroad track, is shown within the “railroad right-of-way” and “pathway right-of-way.” The second example shows a vertical two-lane “roadway” with a “sidewalk” to the left of the roadway. A horizontal railroad track intersects both the roadway and sidewalk in the middle of the illustration. A “detectable warning” surface extends across the “sidewalk” on both sides of the railroad track. This surface is shown within the “railroad right-of-way” and “highway right-of-way.” |800px| '''Figure 913.5.2.1''' Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing]]

{{SpanID|fig913.5.2.2}}
[[File:Figure 913.5.2.2 Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing.jpg|center|thumb|alt=A vertical two-lane roadway with a sidewalk to the right is shown. A railroad track crosses the roadway and sidewalk in the middle.
In the right lane, approaching the railroad track crossing, a traffic control warning device with gate arm extending across the lane is shown. On the sidewalk adjacent to the warning device, a “stop line (if used)” is shown in advance of a “detectable warning” surface. Just beyond this surface and to the right of the sidewalk, a “flashing-light signal” is shown. Continuing north on the sidewalk, past the railroad track crossing, another “flashing-light signal” is shown to the right of the sidewalk. Beyond that, a “detectable warning” surface and a “stop line” are shown on the sidewalk. In the left lane, approaching the railroad track crossing, a traffic control warning device with gate arm extending across the lane is shown. |800px| '''Figure 913.5.2.2''' Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing]]

{{SpanID|fig913.5.2.3}}
[[File:Figure 913.5.2.3 Example of Signing and Markings at a Pathway Grade Crossing.jpg|center|thumb|alt=A vertical pathway intersecting two sets of horizontal railroad tracks at the top of the path is shown. Below the bottom set of tracks, a sign assembly is shown to the right of the pathway, facing the path of traffic in the right lane. It is composed of an R15-1 sign mounted above an R15-2P plaque that is mounted above an R1-2 sign “OR” an R1-1 sign. This assembly is shown to the left of an “optional” R15-8 sign. Just below of these assemblies, a “detectable warning” area, and immediately below the area, and a “yield line or stop line (if used)” are shown, extending across the entire path. At the bottom of the path, a W10-1 sign is shown to the right of the path, facing the path traffic in the right lane. |800px| '''Figure 913.5.2.3''' Example of Signing and Markings at a Pathway Grade Crossing]]

=={{SpanID|913.5.3}}913.5.3 Pathway and Sidewalk Grade Crossing Signs and Markings(MUTCD Section 8E.03)==

'''Standard. '''Pathway and sidewalk grade crossing signs shall be standard in shape, legend, and color.

The minimum sizes of sidewalk grade crossing signs that are intended to be viewed only by sidewalk users and of pathway grade crossing signs shall be as shown in the shared-use path column in [[914.1 General (MUTCD Chapter 9A) #tab914.1.2|Table 914.1.2]].

'''Guidance'''. No portion of a traffic control device or its support should protrude into the pathway or sidewalk grade crossing. Sidewalk and pathway grade crossing traffic control devices should be located such that all physical features of the device, including the support hardware, conform to clearance requirements provided by the railroad company and/or transit agency, and the MoDOT Multimodal Division (Rail Section).

The minimum mounting height for post-mounted signs adjacent to pathways and sidewalks should be 4 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the pathway or sidewalk surface.

If overhead traffic control devices are placed above pathways, the clearance from the bottom of the device to the pathway surface directly under the sign or device should be at least 8 feet.

If overhead traffic control devices are placed above pathways that are used by equestrians, the clearance from the bottom of the device to the pathway surface directly under the sign or device should be at least 10 feet.

'''Standard. '''If overhead traffic control devices are placed above sidewalks, the clearance from the bottom of the device to the sidewalk surface directly under the sign or device shall be at least 7 feet.

'''Guidance. '''Traffic control devices mounted adjacent to pathways at a height of less than 8 feet measured vertically from the bottom of the device to the elevation of the near edge of the pathway surface should have a minimum lateral offset of 2 feet from the near edge of the device to the near edge of the pathway.

If pathway users include those who travel faster than pedestrians, such as bicyclists or skaters, warning signs should be installed in advance of the pathway grade crossing (see [[#fig913.5.2.3|Figure 913.5.2.3]]).

=={{SpanID|913.5.4}}913.5.4 Stop Lines, Edge Lines, and Detectable Warnings (MUTCD Section 8E.04)==

'''Guidance. '''A stop line should be provided at a pathway grade crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Option'''. A stop line may be provided at a sidewalk grade crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Guidance. '''If used at pathway or sidewalk grade crossings, the stop line should be a transverse line that extends across the full width of the pathway or sidewalk at the point where a pathway or sidewalk user is to stop. If no detectable warning is provided, the stop line should be placed at least 2 feet in advance of the automatic gate, counterweight, flashing-light signals, or Crossbuck Assembly (if any of these are present), and at least 12 feet from the nearest rail.

'''Option. '''Edge lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.10|EPG 620.2.10]]) to delineate the designated user route may be used on the approach to and across the tracks at a pathway grade crossing, a sidewalk grade crossing, or a station crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Support. '''Edge line delineation can be beneficial where the distance across the tracks is long, commonly because of a skewed grade crossing or because of multiple tracks, or where the pathway or sidewalk surface is immediately adjacent to a traveled way.

Information regarding the design of detectable warning surfaces is contained in the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

'''Standard. '''Detectable warnings (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]]) shall be used at pathway grade crossings where pedestrian travel is permitted and at sidewalk grade crossings and shall extend across the full width of the pathway or sidewalk.

'''Guidance. '''The dimension of the detectable warning in the direction of pedestrian travel should be at least 2 feet.

Detectable warnings should be placed immediately beyond the pathway or sidewalk stop line (if a stop line is present) or should be incorporated into and made a part of the stop line. The downstream edge of the detectable warning should be located at least 2 feet upstream from the automatic gate, counterweight, flashing-light signals, or Crossbuck Assembly (if any of these are present) and at least 12 feet from the nearest rail (see Figures [[#fig913.5.2.2|913.5.2.2]] and [[#fig913.5.2.3|913.5.2.3]]).

If the distance between the nearest rail of two adjacent tracks at a sidewalk or pathway grade crossing is 30 feet or more, additional detectable warnings should be used to designate the limits of the pedestrian refuge area (see [[#fig913.5.4|Figure 913.5.4]]).

'''Option. '''At pathway-LRT and sidewalk-LRT grade crossings, the downstream edge of the detectable warning may be located less than 12 feet from the nearest rail.

'''Guidance. '''The downstream edge of the detectable warning at pathway-LRT and sidewalk-LRT grade crossings should be located at least 2 feet upstream from the automatic gate, counterweight, flashing-light signals, or Crossbuck assembly (if any of these are present), at least 6 feet from the nearest rail, and in accordance with the requirements of the railroad company and/or transit agency, and MoDOT Multimodal Division (Rail Section), (if applicable).

{{SpanID|fig913.5.4}}
[[File:Figure 913.5.4 Example of Detectable Warning and Stop Lines for a Refuge Area at a Sidewalk Grade Crossing.jpg|center|thumb|alt=A vertical two-lane roadway with a “sidewalk” to the right is shown. Two railroad tracks cross the roadway and sidewalk at the lower middle and upper middle, respectively. On the sidewalk, in advance of the lower track crossing, a “stop line (if used)” followed by a “detectable warning” surface is shown. At the lower track crossing, a crossing surface is shown. In between both track crossings, a pedestrian “refuge area” is shown. Beyond that, another “crossing surface” at the upper track crossing, followed by a “detectable warning” surface and “stop line (if used)” is shown on the “sidewalk.” |800px| '''Figure 913.5.4''' Example of Detectable Warning and Stop Lines for a Refuge Area at a Sidewalk Grade Crossing]]

=={{SpanID|913.5.5}}913.5.5 Passive Traffic Control Devices– Crossbuck Assemblies (MUTCD Section 8E.05)==

'''Support. '''The Crossbuck Assembly is provided by the appropriate railroad company. Railroad companies and/or transit agencies are responsible for the installation and maintenance of these signs.

'''Standard. '''Where the nearest edge of a passive pathway or sidewalk grade crossing is located more than 25 feet from the center of the nearest traffic control warning device at the grade crossing, a Crossbuck Assembly (see [[#fig913.5.5|Figure 913.5.5]]) shall be installed on each approach to the pathway or sidewalk grade crossing. The distance shall be measured perpendicular to the traveled way from the center of the support post of a Crossbuck Assembly at a passive grade crossing or from the center of the mast of an active traffic control warning device at an active grade crossing to the nearest edge of the pathway or sidewalk surface where it crosses the track(s) (see [[#fig913.5.2.2|Figure 913.5.2.2]]).

'''Option. '''A Crossbuck Assembly may be installed on the approaches to a pathway or sidewalk grade crossing where the nearest edge of the pathway or sidewalk is located 25 feet or less from the center of the nearest traffic control warning device at a grade crossing.

The Crossbuck Assembly may be omitted at station crossings.

The retroreflective strip on the back of the support may be omitted on the Crossbuck support at a pathway or sidewalk grade crossing.

'''Standard. '''The minimum height, measured vertically from the bottom of the YIELD or STOP sign to the elevation of the near edge of the pathway or sidewalk, of Crossbuck Assemblies installed on pathways or sidewalks shall be 4 feet where the lateral offset to the nearest edge of the sign is 2 feet or more and shall be 7 feet where the lateral offset to the nearest edge of the sign is less than 2 feet (see [[#fig913.5.5|Figure 913.5.5]]).

The minimum lateral offset, measured horizontally from the nearest edge of the pathway or sidewalk to the nearest edge of the Crossbuck Assembly signs, shall be 0 feet for sidewalks and 2 feet for pathways.

{{SpanID|fig913.5.5}}
[[File:Figure 913.5.5. Example of a Crossbuck Assembly at a Pathway or Sidewalk Grade Crossing.jpg|center|thumb|alt=The example shows a sign assembly composed of an R15-1 sign mounted above an R15-2P plaque. This assembly is shown mounted together on a sign support above either an R1-2 sign “OR” an R1-1 sign. An “optional” red or white retroreflective strip is shown attached on front of the sign support. An “optional” red or white retroreflective strip is shown attached on the back of the support. |600px| '''Figure 913.5.5.''' Example of a Crossbuck Assembly at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.6}}913.5.6 Channelizing Devices used with Sidewalk and Pathway Traffic Control Devices (MUTCD Section 8E.06)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic needs to be considered in determining the type and placement of channelizing devices such as swing gates, fencing, and pedestrian barriers.

Where automatic gates and swing gates are used, it is desirable to design the pathway or sidewalk in a manner that channelizes or directs users to the entrance to and exit from the pathway or sidewalk grade crossing.

Swing gates (see Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.9.1|913.5.9.1]], and [[#fig913.5.9.2|913.5.9.2]]) are designed to open away from the track(s) so that pathway or sidewalk users can quickly push the swing gate open when moving away from the track(s), and to automatically return to the closed position after each use.

It is important to use retroreflective material and/or signs on swing gates, maze fencing, or pedestrian barriers that are placed at pathway or sidewalk grade crossings. Illumination of such areas can also be beneficial.

When used in conjunction with automatic gates at a pathway or sidewalk grade crossing, swing gates are typically equipped with a latching device that permits the swing gate to be opened only from the track side of the swing gate. Push bars, kick plates, or similar devices are also appropriate for use on a swing gate.

Latching devices that are used on swing gates need to be designed in a manner such that they are operable by all users of the pathway or sidewalk.

'''Guidance. '''A swing gate should be equipped with a PUSH TO EXIT (I13-2) sign on the track side of the swing gate, and a DO NOT ENTER (R5-1) sign on the side of the swing gate facing away from the tracks (see [[#fig913.5.9.2|Figure 913.5.9.2]]).

'''Support. '''The U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990 contains information regarding the design of swing gates and related hardware.

Where fencing (see Figures [[#fig913.5.6|913.5.6]] and [[#fig913.5.9.1|913.5.9.1]]) is installed to direct pathway or sidewalk users to the grade crossing, it is desirable that this fencing be connected to any continuous existing or new fencing or channelization that has been installed parallel to the track(s) to discourage pedestrians from circumventing the grade crossing.

Pedestrian barriers or fencing, sometimes referred to as a “maze fencing,” direct pathway or sidewalk users to face approaching rail traffic before entering the trackway.

Where used, maze fencing or pedestrian barriers need to be designed to permit the passage of wheelchairs and power-assisted mobility devices, and if bicycles are permitted, to permit the passage of dismounted bicyclists with tandem bicycles, cargo bicycles, or bicycles with trailers.

{{SpanID|fig913.5.6}}
[[File:Figure 913.5.6. Example of an Automatic Pedestrian Gate and anEmergency Escape Route at a Pathway Grade Crossing.jpg|center|thumb|alt=A railroad track crossing at the top of a vertical pathway is shown. At the bottom and to the right of the pathway, a W10-1 sign is shown facing northbound pedestrian traffic. The pathway expands to the left, then up, then back to the right at 90-degree angles to form a vertical rectangle bump out, denoting an “emergency escape route.” “Fencing or pedestrian barrier” followed by a detectable warning surface are shown within this bump out. To the right of this bump out, between the pathway and emergency escape route, a pedestrian barrier is shown. To the right of the barrier, in advance of the track crossing, a “stop line (if used)” followed by a “detectable warning” surface are shown. Beyond that, approaching the track crossing, a traffic control warning device with gate arm extending across the pathway is shown. From the warning device to the track crossing, fencing or pedestrian barrier is shown. |800px| '''Figure 913.5.6.''' Example of an Automatic Pedestrian Gate and anEmergency Escape Route at a Pathway Grade Crossing]]

=={{SpanID|913.5.7}}913.5.7 Active Traffic Control Systems (MUTCD Section 8E.07)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

'''Standard. '''Except as provided in the first Option paragraph below, at pathway-LRT and sidewalk-LRT grade crossings where LRT operating speeds on a semi-exclusive alignment exceed 25 mph, active traffic control systems shall be used.

Except as provided in the first Option paragraph below, at pathway-LRT and sidewalk-LRT grade crossings where LRT operating speeds on a semi-exclusive alignment exceed 40 mph, active traffic control systems, including automatic gates, shall be used.

If used at a pathway or sidewalk grade crossing, an active traffic control system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.1|EPG 913.4.1]]) shall include flashing-light signals (see [[#fig913.5.7|Figure 913.5.7]]) on each approach to the crossing.

'''Guidance'''. If used at a pathway or sidewalk grade crossing, an active traffic control system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.1|EPG 913.4.1]]) should include an audible device such as a bell that is operated in conjunction with the flashing-light signals.

'''Option. '''Flashing-light signals, bells, and other audible warning devices may be omitted at pathway or sidewalk grade crossings that are located within 25 feet of an active warning device at a grade crossing that is equipped with those devices.

Additional pairs of flashing-light signals, bells, or other audible warning devices may be installed on the active traffic control devices at a grade crossing for pathway or sidewalk users approaching the grade crossing from the back side of those devices.

'''Guidance. '''Where railroad or LRT tracks in a semi-exclusive alignment are parallel and immediately adjacent to a roadway and if adequate space exists, a pedestrian refuge area or island should be provided between the tracks and the roadway to permit pedestrians to stand clear of the tracks while waiting to cross the roadway and to stand clear of the roadway while waiting to cross the tracks. If a pedestrian refuge area or island is provided at a signalized crossing of the roadway, additional pedestrian features (see [[902.9 Pedestrian Control Features (MUTCD Chapter 4I) #902.9|EPG 902.9]]), such as signal heads, signing, and detectors, should be installed in the refuge area or on the island.

{{SpanID|fig913.5.7}}
[[File:Figure 913.5.7. Example of a Flashing-Light Signal Assembly at a Pathway or Sidewalk Grade Crossing.jpg|center|thumb|alt=A post-mounted flashing-light signal with two red lights is shown mounted in a horizontal line. The two “flashing red lights” are shown with visors over the top and background disks behind the lenses and are shown mounted on a support post. An R15-1 sign is also shown mounted on the post above the post-mounted lights with an “audible device” on top of the post. This signal assembly is displayed to the right of a “pathway or sidewalk.” |600px| '''Figure 913.5.7.''' Example of a Flashing-Light Signal Assembly at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.8}}913.5.8 Active Traffic Control Devices – Signals (MUTCD Section 8E.08)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

Pedestrian signal heads are typically used at highway-highway intersections where pedestrians have an expectation that other roadway users will sometimes be legally required to yield the right-of-way to them. At grade crossings where rail traffic does not stop, pedestrians will not have the right-of-way yielded to them. Therefore, pedestrian signal heads are not an appropriate traffic control device to use at a pathway or sidewalk grade crossing where rail traffic does not stop. Instead, the universal application of horizontally-aligned, alternately-flashing red lights is the uniform active traffic control device for all grade crossings where rail traffic does not stop including pathway and sidewalk grade crossings.

'''Standard. '''Except as provided in the Option paragraph below, pedestrian signal heads as described in Chapter 4I comprised of Upraised Hand and Walking Person symbols shall not be used at a pathway or sidewalk grade crossing.

'''Option. '''Pedestrian signal heads may be used at a pathway or sidewalk grade crossing where the movement of LRT vehicles is controlled by a traffic control signal or by special LRT signals (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.15|EPG 913.4.15]]).

'''Standard. '''If used at a pathway or sidewalk grade crossing, flashing-light signals shall be aligned horizontally, and the light units shall have a diameter of at least 4 inches. For 4-inch diameter light units, the light centers shall be spaced approximately 16 inches apart and, if used, the flashing light unit backgrounds shall be at least 8 inches in diameter.

Each red signal unit in the flashing-light signal shall flash alternately. The number of flashes per minute for each lamp shall be 35 minimum and 65 maximum. Each lamp shall be illuminated for approximately the same length of time. The total time of illumination of each pair of lamps shall be the entire operating time.

The minimum mounting height of the flashing-light signals shall be 4 feet, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway or sidewalk surface.

'''Option. '''At station, pathway, or sidewalk grade crossings with multiple tracks, traffic control devices may be installed between the tracks in compliance with any railroad clearance requirements.

'''Standard. '''The mounting height for flashing-light signals that are installed between the tracks at multiple-track crossings shall be a minimum of 1 foot, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway surface.

'''Guidance. '''If a Diagnostic Team finds that a flashing-light signal with a Crossbuck sign and an audible device is still not resulting in appropriate pedestrian behavior, consideration should be given to also installing an automatic pedestrian gate (see [[#913.5.9|EPG 913.5.9]]).

Flashing-light signals (see [[#fig913.5.7|Figure 913.5.7]]) with a Crossbuck (R15-1) sign and an audible device should be installed along semi-exclusive LRT alignments at station, pathway, or sidewalk grade crossings where the Diagnostic Team has determined that the sight distance is not sufficient for pathway or sidewalk users to complete their crossing prior to the arrival of LRT traffic at the crossing.

If the Diagnostic Team determines that flashing-light signals with a Crossbuck sign and an audible device would not provide sufficient notice of approaching LRT traffic, consideration should be given to also installing an automatic pedestrian gate (see [[#913.5.9|EPG 913.5.9]]) with appropriate channelization or fencing.

{{SpanID|fig913.5.8}}
[[File:Figure 913.5.8. Example of an Automatic Pedestrian Gate at a Pathway or Sidewalk Grade Crossing.jpg|center|thumb|alt= A flashing-light signal assembly is shown with an alternating, retroreflective red and white vertically striped automatic gate assembly/arm, with one red light on the top edge at the far left end. The gate is shown in the horizontal position to the left of the sign assembly, extending across the “pathway or sidewalk.”|800px| '''Figure 913.5.8.''' Example of an Automatic Pedestrian Gate at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.9}}913.5.9 Active Traffic Control Devices – Automatic Pedestrian Gates (MUTCD Section 8E.09)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

'''Option. '''Automatic pedestrian gates (see Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.8|913.5.8]], [[#fig913.5.9.1|913.5.9.1]], [[#fig913.5.9.3|913.5.9.3]], and [[#fig913.5.10|913.5.10]]) may be used at pathway or sidewalk grade crossings.

'''Standard. '''A pathway or sidewalk grade crossing across tracks where trains are permitted to travel at speeds of 80 mph or higher shall be equipped with a system of automatic pedestrian gates and an escape area with swing gates and fencing installed in the vicinity of the crossing to direct users to the pathway or sidewalk grade crossing (see [[#fig913.5.6|Figure 913.5.6]]) unless the Diagnostic Team determines that other safety treatments for the crossing would be more appropriate.

'''Guidance. '''Where automatic pedestrian gates are installed across a pathway or sidewalk at a grade crossing, or where a sidewalk is located between the edge of a roadway and the support for an automatic gate arm that extends across the sidewalk and into the roadway, an emergency escape route (see Figures [[#fig913.5.9.1|913.5.9.1]] and [[#fig913.5.9.2|913.5.9.2]]) should be provided to allow pedestrians to egress away from the track area when the automatic pedestrian gates are activated.

'''Standard. '''Except as provided in the Option paragraph below, automatic pedestrian gate arms shall be provided with at least one red light as shown in Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.8|913.5.8]], [[#fig913.5.9.1|913.5.9.1]], [[#fig913.5.9.3|913.5.9.3]], and [[#fig913.5.10|913.5.10]]. This light shall be continuously illuminated whenever the warning system is active.

If any red lights in addition to the continuously-illuminated red light that is required in the preceding paragraph are provided on the automatic pedestrian gate arm, they shall be installed in pairs and shall be flashed alternately in unison with the other flashing-light units at the crossing.

'''Option'''. The red light on an automatic pedestrian gate arm may be omitted if the pathway or sidewalk grade crossing is located within 25 feet of the traveled way at a highway-rail or highway-LRT grade crossing that is equipped with active warning devices (see [[#fig913.5.9.3|Figure 913.5.9.3]]).

'''Guidance. '''If used at a pathway or sidewalk grade crossing, the height of the automatic pedestrian gate arm when in the down position should be a minimum of 3 feet and a maximum of 4 feet above the pathway or sidewalk.

If used at a pathway or sidewalk grade crossing, the gate configuration, which might include a combination of automatic pedestrian gates and swing gates, should provide for full-width coverage of the pathway or sidewalk on each approach to the crossing.

'''Standard. '''Where a sidewalk is located between the edge of a roadway and the support for an automatic gate arm that extends across the sidewalk and into the roadway, the location, placement, and height prescribed for vehicular gates shall be used (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.3|EPG 913.4.3]]).

'''Guidance'''. Except as provided in the first Option paragraph below, if a separate automatic pedestrian gate is used for a sidewalk at a highway-rail or highway-LRT grade crossing, instead of a supplemental or auxiliary gate arm installed as a part of the same mechanism as the vehicular gate, a separate mechanism (see [[#fig913.5.9.3|Figure 913.5.9.3]]) should be provided for the separate automatic pedestrian gate so that if a pedestrian manually raises the pedestrian gate arm, it will have no effect on the vehicular gate.

'''Option'''. A supplemental or auxiliary pedestrian gate arm installed as a part of the same mechanism as the vehicular gate may be used if the operating mechanism is designed to prevent the vehicular gate from being raised as a result of a pedestrian manually raising the pedestrian gate arm.

A horizontal hanging bar (see [[#fig913.5.10|Figure 913.5.10]]) may be attached to an automatic pedestrian gate at a pathway or sidewalk grade crossing to inform pedestrians with vision disabilities that the automatic pedestrian gate is in the down position and to reduce the likelihood that pedestrians will violate a lowered crossing gate.

'''Guidance. '''If a horizontal hanging bar is attached to an automatic pedestrian gate, the height of the horizontal hanging bar when in the down position should be a maximum of 26 inches above the pathway or sidewalk.

{{SpanID|fig913.5.9.1}}
[[File:Figure 913.5.9.1. Example of Active Traffic Control Systems with Automatic Pedestrian Gates and Swing Gates at a Sidewalk Grade Crossing.jpg|center|thumb|alt=Example A – “Sidewalks on outside of vehicular gates” shows a vertical two-lane roadway with gates for both directions. Train tracks are positioned left to right through the center of the vertical roadway. Sidewalks are positioned on either side of the roadway with gates placed on both sides of the train tracks to control pedestrian movement. Example B – “Sidewalks on inside of vehicular gates” is the same concept as Example A except the sidewalks are close to the roadway and share the same gate as the roadway. The sidewalks opposite the swing gates have their own pedestrian gate. |800px| '''Figure 913.5.9.1.''' Example of Active Traffic Control Systems with Automatic Pedestrian Gates and Swing Gates at a Sidewalk Grade Crossing]]

{{SpanID|fig913.5.9.2}}
[[File:Figure 913.5.9.2. Example of Traffic Control Devices for an Optional Swing Gate.jpg|center|thumb|alt=A flashing-light signal assembly is shown with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the sidewalk, curb, and roadway. To the right of the traffic control devices, an “emergency escape route” is shown as a swing gate with an R5-1 sign on the side facing away from the track and an I13-2 sign on the track side. |800px| '''Figure 913.5.9.2.''' Example of Traffic Control Devices for an Optional Swing Gate]]

{{SpanID|fig913.5.9.3}}
[[File:Figure 913.5.9.3. Example of a Separate Automatic Pedestrian Gate.jpg|center|thumb|alt=Two signal assemblies are shown next to each other; however, the assembly on the left is larger. The larger assembly is shown as a flashing-light signal assembly with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the curb and roadway. The smaller assembly shows the same signal assembly but with only one red light along the top edge of the gate arm. The gate is shown extending over a sidewalk or pathway.” |800px| '''Figure 913.5.9.3.''' Example of a Separate Automatic Pedestrian Gate]]

=={{SpanID|913.5.10}}913.5.10 Active Traffic Control Devices – Multiple-Track Pathway or Sidewalk Grade Crossings (MUTCD Section 8E.10)==

'''Guidance. '''Where railroad or LRT tracks are immediately adjacent to other tracks, the traffic control devices that control pedestrian movements should be designed to avoid having pedestrians wait between sets of tracks.

{{SpanID|fig913.5.10}}
[[File:Figure 913.5.10. Example of an Automatic Pedestrian Gate with a Horizontal Hanging Bar at a Pathway or Sidewalk Grade Crossing.jpg|center|thumb|alt=A flashing-light signal assembly is shown with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the “pathway or sidewalk. To the left of the signal assembly and separated, but attached and below the automatic gate arm, a vertical alternating red and white striped “horizontal hanging bar” is shown, also extending over the “pathway or sidewalk.” |800px| '''Figure 913.5.10.''' Example of an Automatic Pedestrian Gate with a Horizontal Hanging Bar at a Pathway or Sidewalk Grade Crossing]]

File:Figure 913.5.10. Example of an Automatic Pedestrian Gate with a Horizontal Hanging Bar at a Pathway or Sidewalk Grade Crossing.jpg

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913.5 Pathway and Sidewalk Grade Crossings (MUTCD Chapter 8E)

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RollerA: /* {{SpanID|913.5.9}}913.5.9 Active Traffic Control Devices – Automatic Pedestrian Gates (MUTCD Section 8E.09) */

[[Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913.5]]
=={{SpanID|913.5.1}}913.5.1 Purpose (MUTCD Section 8E.01)==

'''Support. '''Traffic control for pathway and sidewalk grade crossings includes all signs, signals, markings, other warning devices, and their supports at pathway and sidewalk grade crossings and along pathway and sidewalk approaches to grade crossings. The function of this traffic control is to promote safety and provide effective operation of both rail and pathway or sidewalk traffic at pathway or sidewalk grade crossings.

Other physical treatments that are described in this article that are also applicable to pathways and sidewalks at grade crossings, such as detectable warnings, swing gates, and fencing, provide increased safety for pathway and sidewalk users.

Crosswalk markings at intersections where pedestrians cross LRT tracks in mixed-use alignments are covered by the provisions of [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]] rather than by the provisions of this article.

[[#fig913.5.2.1|Figure 913.5.2.1]] illustrates the difference between a pathway grade crossing and a sidewalk grade crossing. A pathway is frequently placed in its own right-of-way on an alignment that is independent of any roadway. If a pathway is built parallel to a roadway, it is physically separated from the roadway by an open space or barrier such that the traffic control devices for the roadway grade crossing do not exert an influence over or provide adequate warning to pathway users. A sidewalk runs parallel to a roadway within the highway right-of-way and is close enough to the edge of the roadway’s traveled way that the traffic control devices for the roadway grade crossing can frequently exert an influence over or provide adequate warning to sidewalk users. Pathways are typically used by both pedestrians and bicyclists, whereas sidewalks are typically used only by pedestrians.

=={{SpanID|913.5.2}}913.5.2 Use of Standard Devices, Systems, and Practices (MUTCD Section 8E.02)==

'''Guidance. '''The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic should be considered in determining the type and placement of traffic control devices at pathway or sidewalk grade crossings.

The traffic control devices, including the appropriate traffic control system to be used, and other physical treatments at a pathway or sidewalk grade crossing should be determined by a Diagnostic Team that includes the agency with jurisdiction over the pathway or sidewalk.

At skewed grade crossings, the adjustment, re-alignment, or relocation of existing sidewalk grade crossings should be considered when determining the placement of traffic control devices for roadway users.

'''Support. '''The safety of pathway and sidewalk users is enhanced when pathways and sidewalks are designed such that they do not cross the tracks at a narrow angle. The casters of wheelchairs and the wheels of bicycles could fall into and might be constrained in the flangeway gap at a skewed crossing. The flangeway gap is typically 2.5 inches wide at LRT grade crossings and 3 inches wide at railroad grade crossings.

It is desirable that pathways and sidewalks be designed such that they maintain a relatively consistent horizontal alignment and profile from the nearest rail to the detectable warning (if present) or from the nearest rail to the stop line (if present) on each approach to the crossing. Providing a pedestrian refuge area in advance of the stop line or the detectable warning surface so that pedestrians have a place to wait while rail traffic approaches and occupies the crossing can be beneficial to pedestrian safety.

When designing new sidewalk grade crossings, placing the sidewalk outside of the area occupied by grade crossing traffic control devices for vehicular traffic is desirable (see [[#fig913.5.2.2|Figure 913.5.2.2]]). This includes making sure that the counterweights and support arms for the automatic gates for vehicular traffic do not obstruct the sidewalk when the gate is fully lowered.

Additional information regarding the design of pathways and sidewalks is contained in the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

{{SpanID|fig913.5.2.1}}
[[File:Figure 913.5.2.1 Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing.jpg|center|thumb|alt=The first example shows a vertical “pathway” intersecting a horizontal railroad track in the middle of the illustration. A series of horizontal rows of black circles, denoting a “detectable warning” surface and extending across the “pathway”on both sides of the railroad track, is shown within the “railroad right-of-way” and “pathway right-of-way.” The second example shows a vertical two-lane “roadway” with a “sidewalk” to the left of the roadway. A horizontal railroad track intersects both the roadway and sidewalk in the middle of the illustration. A “detectable warning” surface extends across the “sidewalk” on both sides of the railroad track. This surface is shown within the “railroad right-of-way” and “highway right-of-way.” |800px| '''Figure 913.5.2.1''' Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing]]

{{SpanID|fig913.5.2.2}}
[[File:Figure 913.5.2.2 Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing.jpg|center|thumb|alt=A vertical two-lane roadway with a sidewalk to the right is shown. A railroad track crosses the roadway and sidewalk in the middle.
In the right lane, approaching the railroad track crossing, a traffic control warning device with gate arm extending across the lane is shown. On the sidewalk adjacent to the warning device, a “stop line (if used)” is shown in advance of a “detectable warning” surface. Just beyond this surface and to the right of the sidewalk, a “flashing-light signal” is shown. Continuing north on the sidewalk, past the railroad track crossing, another “flashing-light signal” is shown to the right of the sidewalk. Beyond that, a “detectable warning” surface and a “stop line” are shown on the sidewalk. In the left lane, approaching the railroad track crossing, a traffic control warning device with gate arm extending across the lane is shown. |800px| '''Figure 913.5.2.2''' Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing]]

{{SpanID|fig913.5.2.3}}
[[File:Figure 913.5.2.3 Example of Signing and Markings at a Pathway Grade Crossing.jpg|center|thumb|alt=A vertical pathway intersecting two sets of horizontal railroad tracks at the top of the path is shown. Below the bottom set of tracks, a sign assembly is shown to the right of the pathway, facing the path of traffic in the right lane. It is composed of an R15-1 sign mounted above an R15-2P plaque that is mounted above an R1-2 sign “OR” an R1-1 sign. This assembly is shown to the left of an “optional” R15-8 sign. Just below of these assemblies, a “detectable warning” area, and immediately below the area, and a “yield line or stop line (if used)” are shown, extending across the entire path. At the bottom of the path, a W10-1 sign is shown to the right of the path, facing the path traffic in the right lane. |800px| '''Figure 913.5.2.3''' Example of Signing and Markings at a Pathway Grade Crossing]]

=={{SpanID|913.5.3}}913.5.3 Pathway and Sidewalk Grade Crossing Signs and Markings(MUTCD Section 8E.03)==

'''Standard. '''Pathway and sidewalk grade crossing signs shall be standard in shape, legend, and color.

The minimum sizes of sidewalk grade crossing signs that are intended to be viewed only by sidewalk users and of pathway grade crossing signs shall be as shown in the shared-use path column in [[914.1 General (MUTCD Chapter 9A) #tab914.1.2|Table 914.1.2]].

'''Guidance'''. No portion of a traffic control device or its support should protrude into the pathway or sidewalk grade crossing. Sidewalk and pathway grade crossing traffic control devices should be located such that all physical features of the device, including the support hardware, conform to clearance requirements provided by the railroad company and/or transit agency, and the MoDOT Multimodal Division (Rail Section).

The minimum mounting height for post-mounted signs adjacent to pathways and sidewalks should be 4 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the pathway or sidewalk surface.

If overhead traffic control devices are placed above pathways, the clearance from the bottom of the device to the pathway surface directly under the sign or device should be at least 8 feet.

If overhead traffic control devices are placed above pathways that are used by equestrians, the clearance from the bottom of the device to the pathway surface directly under the sign or device should be at least 10 feet.

'''Standard. '''If overhead traffic control devices are placed above sidewalks, the clearance from the bottom of the device to the sidewalk surface directly under the sign or device shall be at least 7 feet.

'''Guidance. '''Traffic control devices mounted adjacent to pathways at a height of less than 8 feet measured vertically from the bottom of the device to the elevation of the near edge of the pathway surface should have a minimum lateral offset of 2 feet from the near edge of the device to the near edge of the pathway.

If pathway users include those who travel faster than pedestrians, such as bicyclists or skaters, warning signs should be installed in advance of the pathway grade crossing (see [[#fig913.5.2.3|Figure 913.5.2.3]]).

=={{SpanID|913.5.4}}913.5.4 Stop Lines, Edge Lines, and Detectable Warnings (MUTCD Section 8E.04)==

'''Guidance. '''A stop line should be provided at a pathway grade crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Option'''. A stop line may be provided at a sidewalk grade crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Guidance. '''If used at pathway or sidewalk grade crossings, the stop line should be a transverse line that extends across the full width of the pathway or sidewalk at the point where a pathway or sidewalk user is to stop. If no detectable warning is provided, the stop line should be placed at least 2 feet in advance of the automatic gate, counterweight, flashing-light signals, or Crossbuck Assembly (if any of these are present), and at least 12 feet from the nearest rail.

'''Option. '''Edge lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.10|EPG 620.2.10]]) to delineate the designated user route may be used on the approach to and across the tracks at a pathway grade crossing, a sidewalk grade crossing, or a station crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Support. '''Edge line delineation can be beneficial where the distance across the tracks is long, commonly because of a skewed grade crossing or because of multiple tracks, or where the pathway or sidewalk surface is immediately adjacent to a traveled way.

Information regarding the design of detectable warning surfaces is contained in the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

'''Standard. '''Detectable warnings (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]]) shall be used at pathway grade crossings where pedestrian travel is permitted and at sidewalk grade crossings and shall extend across the full width of the pathway or sidewalk.

'''Guidance. '''The dimension of the detectable warning in the direction of pedestrian travel should be at least 2 feet.

Detectable warnings should be placed immediately beyond the pathway or sidewalk stop line (if a stop line is present) or should be incorporated into and made a part of the stop line. The downstream edge of the detectable warning should be located at least 2 feet upstream from the automatic gate, counterweight, flashing-light signals, or Crossbuck Assembly (if any of these are present) and at least 12 feet from the nearest rail (see Figures [[#fig913.5.2.2|913.5.2.2]] and [[#fig913.5.2.3|913.5.2.3]]).

If the distance between the nearest rail of two adjacent tracks at a sidewalk or pathway grade crossing is 30 feet or more, additional detectable warnings should be used to designate the limits of the pedestrian refuge area (see [[#fig913.5.4|Figure 913.5.4]]).

'''Option. '''At pathway-LRT and sidewalk-LRT grade crossings, the downstream edge of the detectable warning may be located less than 12 feet from the nearest rail.

'''Guidance. '''The downstream edge of the detectable warning at pathway-LRT and sidewalk-LRT grade crossings should be located at least 2 feet upstream from the automatic gate, counterweight, flashing-light signals, or Crossbuck assembly (if any of these are present), at least 6 feet from the nearest rail, and in accordance with the requirements of the railroad company and/or transit agency, and MoDOT Multimodal Division (Rail Section), (if applicable).

{{SpanID|fig913.5.4}}
[[File:Figure 913.5.4 Example of Detectable Warning and Stop Lines for a Refuge Area at a Sidewalk Grade Crossing.jpg|center|thumb|alt=A vertical two-lane roadway with a “sidewalk” to the right is shown. Two railroad tracks cross the roadway and sidewalk at the lower middle and upper middle, respectively. On the sidewalk, in advance of the lower track crossing, a “stop line (if used)” followed by a “detectable warning” surface is shown. At the lower track crossing, a crossing surface is shown. In between both track crossings, a pedestrian “refuge area” is shown. Beyond that, another “crossing surface” at the upper track crossing, followed by a “detectable warning” surface and “stop line (if used)” is shown on the “sidewalk.” |800px| '''Figure 913.5.4''' Example of Detectable Warning and Stop Lines for a Refuge Area at a Sidewalk Grade Crossing]]

=={{SpanID|913.5.5}}913.5.5 Passive Traffic Control Devices– Crossbuck Assemblies (MUTCD Section 8E.05)==

'''Support. '''The Crossbuck Assembly is provided by the appropriate railroad company. Railroad companies and/or transit agencies are responsible for the installation and maintenance of these signs.

'''Standard. '''Where the nearest edge of a passive pathway or sidewalk grade crossing is located more than 25 feet from the center of the nearest traffic control warning device at the grade crossing, a Crossbuck Assembly (see [[#fig913.5.5|Figure 913.5.5]]) shall be installed on each approach to the pathway or sidewalk grade crossing. The distance shall be measured perpendicular to the traveled way from the center of the support post of a Crossbuck Assembly at a passive grade crossing or from the center of the mast of an active traffic control warning device at an active grade crossing to the nearest edge of the pathway or sidewalk surface where it crosses the track(s) (see [[#fig913.5.2.2|Figure 913.5.2.2]]).

'''Option. '''A Crossbuck Assembly may be installed on the approaches to a pathway or sidewalk grade crossing where the nearest edge of the pathway or sidewalk is located 25 feet or less from the center of the nearest traffic control warning device at a grade crossing.

The Crossbuck Assembly may be omitted at station crossings.

The retroreflective strip on the back of the support may be omitted on the Crossbuck support at a pathway or sidewalk grade crossing.

'''Standard. '''The minimum height, measured vertically from the bottom of the YIELD or STOP sign to the elevation of the near edge of the pathway or sidewalk, of Crossbuck Assemblies installed on pathways or sidewalks shall be 4 feet where the lateral offset to the nearest edge of the sign is 2 feet or more and shall be 7 feet where the lateral offset to the nearest edge of the sign is less than 2 feet (see [[#fig913.5.5|Figure 913.5.5]]).

The minimum lateral offset, measured horizontally from the nearest edge of the pathway or sidewalk to the nearest edge of the Crossbuck Assembly signs, shall be 0 feet for sidewalks and 2 feet for pathways.

{{SpanID|fig913.5.5}}
[[File:Figure 913.5.5. Example of a Crossbuck Assembly at a Pathway or Sidewalk Grade Crossing.jpg|center|thumb|alt=The example shows a sign assembly composed of an R15-1 sign mounted above an R15-2P plaque. This assembly is shown mounted together on a sign support above either an R1-2 sign “OR” an R1-1 sign. An “optional” red or white retroreflective strip is shown attached on front of the sign support. An “optional” red or white retroreflective strip is shown attached on the back of the support. |600px| '''Figure 913.5.5.''' Example of a Crossbuck Assembly at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.6}}913.5.6 Channelizing Devices used with Sidewalk and Pathway Traffic Control Devices (MUTCD Section 8E.06)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic needs to be considered in determining the type and placement of channelizing devices such as swing gates, fencing, and pedestrian barriers.

Where automatic gates and swing gates are used, it is desirable to design the pathway or sidewalk in a manner that channelizes or directs users to the entrance to and exit from the pathway or sidewalk grade crossing.

Swing gates (see Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.9.1|913.5.9.1]], and [[#fig913.5.9.2|913.5.9.2]]) are designed to open away from the track(s) so that pathway or sidewalk users can quickly push the swing gate open when moving away from the track(s), and to automatically return to the closed position after each use.

It is important to use retroreflective material and/or signs on swing gates, maze fencing, or pedestrian barriers that are placed at pathway or sidewalk grade crossings. Illumination of such areas can also be beneficial.

When used in conjunction with automatic gates at a pathway or sidewalk grade crossing, swing gates are typically equipped with a latching device that permits the swing gate to be opened only from the track side of the swing gate. Push bars, kick plates, or similar devices are also appropriate for use on a swing gate.

Latching devices that are used on swing gates need to be designed in a manner such that they are operable by all users of the pathway or sidewalk.

'''Guidance. '''A swing gate should be equipped with a PUSH TO EXIT (I13-2) sign on the track side of the swing gate, and a DO NOT ENTER (R5-1) sign on the side of the swing gate facing away from the tracks (see [[#fig913.5.9.2|Figure 913.5.9.2]]).

'''Support. '''The U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990 contains information regarding the design of swing gates and related hardware.

Where fencing (see Figures [[#fig913.5.6|913.5.6]] and [[#fig913.5.9.1|913.5.9.1]]) is installed to direct pathway or sidewalk users to the grade crossing, it is desirable that this fencing be connected to any continuous existing or new fencing or channelization that has been installed parallel to the track(s) to discourage pedestrians from circumventing the grade crossing.

Pedestrian barriers or fencing, sometimes referred to as a “maze fencing,” direct pathway or sidewalk users to face approaching rail traffic before entering the trackway.

Where used, maze fencing or pedestrian barriers need to be designed to permit the passage of wheelchairs and power-assisted mobility devices, and if bicycles are permitted, to permit the passage of dismounted bicyclists with tandem bicycles, cargo bicycles, or bicycles with trailers.

{{SpanID|fig913.5.6}}
[[File:Figure 913.5.6. Example of an Automatic Pedestrian Gate and anEmergency Escape Route at a Pathway Grade Crossing.jpg|center|thumb|alt=A railroad track crossing at the top of a vertical pathway is shown. At the bottom and to the right of the pathway, a W10-1 sign is shown facing northbound pedestrian traffic. The pathway expands to the left, then up, then back to the right at 90-degree angles to form a vertical rectangle bump out, denoting an “emergency escape route.” “Fencing or pedestrian barrier” followed by a detectable warning surface are shown within this bump out. To the right of this bump out, between the pathway and emergency escape route, a pedestrian barrier is shown. To the right of the barrier, in advance of the track crossing, a “stop line (if used)” followed by a “detectable warning” surface are shown. Beyond that, approaching the track crossing, a traffic control warning device with gate arm extending across the pathway is shown. From the warning device to the track crossing, fencing or pedestrian barrier is shown. |800px| '''Figure 913.5.6.''' Example of an Automatic Pedestrian Gate and anEmergency Escape Route at a Pathway Grade Crossing]]

=={{SpanID|913.5.7}}913.5.7 Active Traffic Control Systems (MUTCD Section 8E.07)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

'''Standard. '''Except as provided in the first Option paragraph below, at pathway-LRT and sidewalk-LRT grade crossings where LRT operating speeds on a semi-exclusive alignment exceed 25 mph, active traffic control systems shall be used.

Except as provided in the first Option paragraph below, at pathway-LRT and sidewalk-LRT grade crossings where LRT operating speeds on a semi-exclusive alignment exceed 40 mph, active traffic control systems, including automatic gates, shall be used.

If used at a pathway or sidewalk grade crossing, an active traffic control system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.1|EPG 913.4.1]]) shall include flashing-light signals (see [[#fig913.5.7|Figure 913.5.7]]) on each approach to the crossing.

'''Guidance'''. If used at a pathway or sidewalk grade crossing, an active traffic control system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.1|EPG 913.4.1]]) should include an audible device such as a bell that is operated in conjunction with the flashing-light signals.

'''Option. '''Flashing-light signals, bells, and other audible warning devices may be omitted at pathway or sidewalk grade crossings that are located within 25 feet of an active warning device at a grade crossing that is equipped with those devices.

Additional pairs of flashing-light signals, bells, or other audible warning devices may be installed on the active traffic control devices at a grade crossing for pathway or sidewalk users approaching the grade crossing from the back side of those devices.

'''Guidance. '''Where railroad or LRT tracks in a semi-exclusive alignment are parallel and immediately adjacent to a roadway and if adequate space exists, a pedestrian refuge area or island should be provided between the tracks and the roadway to permit pedestrians to stand clear of the tracks while waiting to cross the roadway and to stand clear of the roadway while waiting to cross the tracks. If a pedestrian refuge area or island is provided at a signalized crossing of the roadway, additional pedestrian features (see [[902.9 Pedestrian Control Features (MUTCD Chapter 4I) #902.9|EPG 902.9]]), such as signal heads, signing, and detectors, should be installed in the refuge area or on the island.

{{SpanID|fig913.5.7}}
[[File:Figure 913.5.7. Example of a Flashing-Light Signal Assembly at a Pathway or Sidewalk Grade Crossing.jpg|center|thumb|alt=A post-mounted flashing-light signal with two red lights is shown mounted in a horizontal line. The two “flashing red lights” are shown with visors over the top and background disks behind the lenses and are shown mounted on a support post. An R15-1 sign is also shown mounted on the post above the post-mounted lights with an “audible device” on top of the post. This signal assembly is displayed to the right of a “pathway or sidewalk.” |600px| '''Figure 913.5.7.''' Example of a Flashing-Light Signal Assembly at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.8}}913.5.8 Active Traffic Control Devices – Signals (MUTCD Section 8E.08)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

Pedestrian signal heads are typically used at highway-highway intersections where pedestrians have an expectation that other roadway users will sometimes be legally required to yield the right-of-way to them. At grade crossings where rail traffic does not stop, pedestrians will not have the right-of-way yielded to them. Therefore, pedestrian signal heads are not an appropriate traffic control device to use at a pathway or sidewalk grade crossing where rail traffic does not stop. Instead, the universal application of horizontally-aligned, alternately-flashing red lights is the uniform active traffic control device for all grade crossings where rail traffic does not stop including pathway and sidewalk grade crossings.

'''Standard. '''Except as provided in the Option paragraph below, pedestrian signal heads as described in Chapter 4I comprised of Upraised Hand and Walking Person symbols shall not be used at a pathway or sidewalk grade crossing.

'''Option. '''Pedestrian signal heads may be used at a pathway or sidewalk grade crossing where the movement of LRT vehicles is controlled by a traffic control signal or by special LRT signals (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.15|EPG 913.4.15]]).

'''Standard. '''If used at a pathway or sidewalk grade crossing, flashing-light signals shall be aligned horizontally, and the light units shall have a diameter of at least 4 inches. For 4-inch diameter light units, the light centers shall be spaced approximately 16 inches apart and, if used, the flashing light unit backgrounds shall be at least 8 inches in diameter.

Each red signal unit in the flashing-light signal shall flash alternately. The number of flashes per minute for each lamp shall be 35 minimum and 65 maximum. Each lamp shall be illuminated for approximately the same length of time. The total time of illumination of each pair of lamps shall be the entire operating time.

The minimum mounting height of the flashing-light signals shall be 4 feet, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway or sidewalk surface.

'''Option. '''At station, pathway, or sidewalk grade crossings with multiple tracks, traffic control devices may be installed between the tracks in compliance with any railroad clearance requirements.

'''Standard. '''The mounting height for flashing-light signals that are installed between the tracks at multiple-track crossings shall be a minimum of 1 foot, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway surface.

'''Guidance. '''If a Diagnostic Team finds that a flashing-light signal with a Crossbuck sign and an audible device is still not resulting in appropriate pedestrian behavior, consideration should be given to also installing an automatic pedestrian gate (see [[#913.5.9|EPG 913.5.9]]).

Flashing-light signals (see [[#fig913.5.7|Figure 913.5.7]]) with a Crossbuck (R15-1) sign and an audible device should be installed along semi-exclusive LRT alignments at station, pathway, or sidewalk grade crossings where the Diagnostic Team has determined that the sight distance is not sufficient for pathway or sidewalk users to complete their crossing prior to the arrival of LRT traffic at the crossing.

If the Diagnostic Team determines that flashing-light signals with a Crossbuck sign and an audible device would not provide sufficient notice of approaching LRT traffic, consideration should be given to also installing an automatic pedestrian gate (see [[#913.5.9|EPG 913.5.9]]) with appropriate channelization or fencing.

{{SpanID|fig913.5.8}}
[[File:Figure 913.5.8. Example of an Automatic Pedestrian Gate at a Pathway or Sidewalk Grade Crossing.jpg|center|thumb|alt= A flashing-light signal assembly is shown with an alternating, retroreflective red and white vertically striped automatic gate assembly/arm, with one red light on the top edge at the far left end. The gate is shown in the horizontal position to the left of the sign assembly, extending across the “pathway or sidewalk.”|800px| '''Figure 913.5.8.''' Example of an Automatic Pedestrian Gate at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.9}}913.5.9 Active Traffic Control Devices – Automatic Pedestrian Gates (MUTCD Section 8E.09)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

'''Option. '''Automatic pedestrian gates (see Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.8|913.5.8]], [[#fig913.5.9.1|913.5.9.1]], [[#fig913.5.9.3|913.5.9.3]], and [[#fig913.5.10|913.5.10]]) may be used at pathway or sidewalk grade crossings.

'''Standard. '''A pathway or sidewalk grade crossing across tracks where trains are permitted to travel at speeds of 80 mph or higher shall be equipped with a system of automatic pedestrian gates and an escape area with swing gates and fencing installed in the vicinity of the crossing to direct users to the pathway or sidewalk grade crossing (see [[#fig913.5.6|Figure 913.5.6]]) unless the Diagnostic Team determines that other safety treatments for the crossing would be more appropriate.

'''Guidance. '''Where automatic pedestrian gates are installed across a pathway or sidewalk at a grade crossing, or where a sidewalk is located between the edge of a roadway and the support for an automatic gate arm that extends across the sidewalk and into the roadway, an emergency escape route (see Figures [[#fig913.5.9.1|913.5.9.1]] and [[#fig913.5.9.2|913.5.9.2]]) should be provided to allow pedestrians to egress away from the track area when the automatic pedestrian gates are activated.

'''Standard. '''Except as provided in the Option paragraph below, automatic pedestrian gate arms shall be provided with at least one red light as shown in Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.8|913.5.8]], [[#fig913.5.9.1|913.5.9.1]], [[#fig913.5.9.3|913.5.9.3]], and [[#fig913.5.10|913.5.10]]. This light shall be continuously illuminated whenever the warning system is active.

If any red lights in addition to the continuously-illuminated red light that is required in the preceding paragraph are provided on the automatic pedestrian gate arm, they shall be installed in pairs and shall be flashed alternately in unison with the other flashing-light units at the crossing.

'''Option'''. The red light on an automatic pedestrian gate arm may be omitted if the pathway or sidewalk grade crossing is located within 25 feet of the traveled way at a highway-rail or highway-LRT grade crossing that is equipped with active warning devices (see [[#fig913.5.9.3|Figure 913.5.9.3]]).

'''Guidance. '''If used at a pathway or sidewalk grade crossing, the height of the automatic pedestrian gate arm when in the down position should be a minimum of 3 feet and a maximum of 4 feet above the pathway or sidewalk.

If used at a pathway or sidewalk grade crossing, the gate configuration, which might include a combination of automatic pedestrian gates and swing gates, should provide for full-width coverage of the pathway or sidewalk on each approach to the crossing.

'''Standard. '''Where a sidewalk is located between the edge of a roadway and the support for an automatic gate arm that extends across the sidewalk and into the roadway, the location, placement, and height prescribed for vehicular gates shall be used (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.3|EPG 913.4.3]]).

'''Guidance'''. Except as provided in the first Option paragraph below, if a separate automatic pedestrian gate is used for a sidewalk at a highway-rail or highway-LRT grade crossing, instead of a supplemental or auxiliary gate arm installed as a part of the same mechanism as the vehicular gate, a separate mechanism (see [[#fig913.5.9.3|Figure 913.5.9.3]]) should be provided for the separate automatic pedestrian gate so that if a pedestrian manually raises the pedestrian gate arm, it will have no effect on the vehicular gate.

'''Option'''. A supplemental or auxiliary pedestrian gate arm installed as a part of the same mechanism as the vehicular gate may be used if the operating mechanism is designed to prevent the vehicular gate from being raised as a result of a pedestrian manually raising the pedestrian gate arm.

A horizontal hanging bar (see [[#fig913.5.10|Figure 913.5.10]]) may be attached to an automatic pedestrian gate at a pathway or sidewalk grade crossing to inform pedestrians with vision disabilities that the automatic pedestrian gate is in the down position and to reduce the likelihood that pedestrians will violate a lowered crossing gate.

'''Guidance. '''If a horizontal hanging bar is attached to an automatic pedestrian gate, the height of the horizontal hanging bar when in the down position should be a maximum of 26 inches above the pathway or sidewalk.

{{SpanID|fig913.5.9.1}}
[[File:Figure 913.5.9.1. Example of Active Traffic Control Systems with Automatic Pedestrian Gates and Swing Gates at a Sidewalk Grade Crossing.jpg|center|thumb|alt=Example A – “Sidewalks on outside of vehicular gates” shows a vertical two-lane roadway with gates for both directions. Train tracks are positioned left to right through the center of the vertical roadway. Sidewalks are positioned on either side of the roadway with gates placed on both sides of the train tracks to control pedestrian movement. Example B – “Sidewalks on inside of vehicular gates” is the same concept as Example A except the sidewalks are close to the roadway and share the same gate as the roadway. The sidewalks opposite the swing gates have their own pedestrian gate. |800px| '''Figure 913.5.9.1.''' Example of Active Traffic Control Systems with Automatic Pedestrian Gates and Swing Gates at a Sidewalk Grade Crossing]]

{{SpanID|fig913.5.9.2}}
[[File:Figure 913.5.9.2. Example of Traffic Control Devices for an Optional Swing Gate.jpg|center|thumb|alt=A flashing-light signal assembly is shown with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the sidewalk, curb, and roadway. To the right of the traffic control devices, an “emergency escape route” is shown as a swing gate with an R5-1 sign on the side facing away from the track and an I13-2 sign on the track side. |800px| '''Figure 913.5.9.2.''' Example of Traffic Control Devices for an Optional Swing Gate]]

{{SpanID|fig913.5.9.3}}
[[File:Figure 913.5.9.3. Example of a Separate Automatic Pedestrian Gate.jpg|center|thumb|alt=Two signal assemblies are shown next to each other; however, the assembly on the left is larger. The larger assembly is shown as a flashing-light signal assembly with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the curb and roadway. The smaller assembly shows the same signal assembly but with only one red light along the top edge of the gate arm. The gate is shown extending over a sidewalk or pathway.” |800px| '''Figure 913.5.9.3.''' Example of a Separate Automatic Pedestrian Gate]]

=={{SpanID|913.5.10}}913.5.10 Active Traffic Control Devices – Multiple-Track Pathway or Sidewalk Grade Crossings (MUTCD Section 8E.10)==

'''Guidance. '''Where railroad or LRT tracks are immediately adjacent to other tracks, the traffic control devices that control pedestrian movements should be designed to avoid having pedestrians wait between sets of tracks.

{{SpanID|fig913.5.10}}
[[File:Fig8E-12_AutoPedestrianGate-DRAFT.jpg|center|thumb|alt=A flashing-light signal assembly is shown with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the “pathway or sidewalk. To the left of the signal assembly and separated, but attached and below the automatic gate arm, a vertical alternating red and white striped “horizontal hanging bar” is shown, also extending over the “pathway or sidewalk.” |800px| '''Figure 913.5.10.''' Example of an Automatic Pedestrian Gate with a Horizontal Hanging Bar at a Pathway or Sidewalk Grade Crossing]]

File:Figure 913.5.9.3. Example of a Separate Automatic Pedestrian Gate.jpg

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File:Figure 913.5.9.2. Example of Traffic Control Devices for an Optional Swing Gate.jpg

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File:Figure 913.5.9.1. Example of Active Traffic Control Systems with Automatic Pedestrian Gates and Swing Gates at a Sidewalk Grade Crossing.jpg

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913.5 Pathway and Sidewalk Grade Crossings (MUTCD Chapter 8E)

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RollerA: /* {{SpanID|913.5.8}}913.5.8 Active Traffic Control Devices – Signals (MUTCD Section 8E.08) */

[[Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913.5]]
=={{SpanID|913.5.1}}913.5.1 Purpose (MUTCD Section 8E.01)==

'''Support. '''Traffic control for pathway and sidewalk grade crossings includes all signs, signals, markings, other warning devices, and their supports at pathway and sidewalk grade crossings and along pathway and sidewalk approaches to grade crossings. The function of this traffic control is to promote safety and provide effective operation of both rail and pathway or sidewalk traffic at pathway or sidewalk grade crossings.

Other physical treatments that are described in this article that are also applicable to pathways and sidewalks at grade crossings, such as detectable warnings, swing gates, and fencing, provide increased safety for pathway and sidewalk users.

Crosswalk markings at intersections where pedestrians cross LRT tracks in mixed-use alignments are covered by the provisions of [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]] rather than by the provisions of this article.

[[#fig913.5.2.1|Figure 913.5.2.1]] illustrates the difference between a pathway grade crossing and a sidewalk grade crossing. A pathway is frequently placed in its own right-of-way on an alignment that is independent of any roadway. If a pathway is built parallel to a roadway, it is physically separated from the roadway by an open space or barrier such that the traffic control devices for the roadway grade crossing do not exert an influence over or provide adequate warning to pathway users. A sidewalk runs parallel to a roadway within the highway right-of-way and is close enough to the edge of the roadway’s traveled way that the traffic control devices for the roadway grade crossing can frequently exert an influence over or provide adequate warning to sidewalk users. Pathways are typically used by both pedestrians and bicyclists, whereas sidewalks are typically used only by pedestrians.

=={{SpanID|913.5.2}}913.5.2 Use of Standard Devices, Systems, and Practices (MUTCD Section 8E.02)==

'''Guidance. '''The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic should be considered in determining the type and placement of traffic control devices at pathway or sidewalk grade crossings.

The traffic control devices, including the appropriate traffic control system to be used, and other physical treatments at a pathway or sidewalk grade crossing should be determined by a Diagnostic Team that includes the agency with jurisdiction over the pathway or sidewalk.

At skewed grade crossings, the adjustment, re-alignment, or relocation of existing sidewalk grade crossings should be considered when determining the placement of traffic control devices for roadway users.

'''Support. '''The safety of pathway and sidewalk users is enhanced when pathways and sidewalks are designed such that they do not cross the tracks at a narrow angle. The casters of wheelchairs and the wheels of bicycles could fall into and might be constrained in the flangeway gap at a skewed crossing. The flangeway gap is typically 2.5 inches wide at LRT grade crossings and 3 inches wide at railroad grade crossings.

It is desirable that pathways and sidewalks be designed such that they maintain a relatively consistent horizontal alignment and profile from the nearest rail to the detectable warning (if present) or from the nearest rail to the stop line (if present) on each approach to the crossing. Providing a pedestrian refuge area in advance of the stop line or the detectable warning surface so that pedestrians have a place to wait while rail traffic approaches and occupies the crossing can be beneficial to pedestrian safety.

When designing new sidewalk grade crossings, placing the sidewalk outside of the area occupied by grade crossing traffic control devices for vehicular traffic is desirable (see [[#fig913.5.2.2|Figure 913.5.2.2]]). This includes making sure that the counterweights and support arms for the automatic gates for vehicular traffic do not obstruct the sidewalk when the gate is fully lowered.

Additional information regarding the design of pathways and sidewalks is contained in the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

{{SpanID|fig913.5.2.1}}
[[File:Figure 913.5.2.1 Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing.jpg|center|thumb|alt=The first example shows a vertical “pathway” intersecting a horizontal railroad track in the middle of the illustration. A series of horizontal rows of black circles, denoting a “detectable warning” surface and extending across the “pathway”on both sides of the railroad track, is shown within the “railroad right-of-way” and “pathway right-of-way.” The second example shows a vertical two-lane “roadway” with a “sidewalk” to the left of the roadway. A horizontal railroad track intersects both the roadway and sidewalk in the middle of the illustration. A “detectable warning” surface extends across the “sidewalk” on both sides of the railroad track. This surface is shown within the “railroad right-of-way” and “highway right-of-way.” |800px| '''Figure 913.5.2.1''' Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing]]

{{SpanID|fig913.5.2.2}}
[[File:Figure 913.5.2.2 Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing.jpg|center|thumb|alt=A vertical two-lane roadway with a sidewalk to the right is shown. A railroad track crosses the roadway and sidewalk in the middle.
In the right lane, approaching the railroad track crossing, a traffic control warning device with gate arm extending across the lane is shown. On the sidewalk adjacent to the warning device, a “stop line (if used)” is shown in advance of a “detectable warning” surface. Just beyond this surface and to the right of the sidewalk, a “flashing-light signal” is shown. Continuing north on the sidewalk, past the railroad track crossing, another “flashing-light signal” is shown to the right of the sidewalk. Beyond that, a “detectable warning” surface and a “stop line” are shown on the sidewalk. In the left lane, approaching the railroad track crossing, a traffic control warning device with gate arm extending across the lane is shown. |800px| '''Figure 913.5.2.2''' Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing]]

{{SpanID|fig913.5.2.3}}
[[File:Figure 913.5.2.3 Example of Signing and Markings at a Pathway Grade Crossing.jpg|center|thumb|alt=A vertical pathway intersecting two sets of horizontal railroad tracks at the top of the path is shown. Below the bottom set of tracks, a sign assembly is shown to the right of the pathway, facing the path of traffic in the right lane. It is composed of an R15-1 sign mounted above an R15-2P plaque that is mounted above an R1-2 sign “OR” an R1-1 sign. This assembly is shown to the left of an “optional” R15-8 sign. Just below of these assemblies, a “detectable warning” area, and immediately below the area, and a “yield line or stop line (if used)” are shown, extending across the entire path. At the bottom of the path, a W10-1 sign is shown to the right of the path, facing the path traffic in the right lane. |800px| '''Figure 913.5.2.3''' Example of Signing and Markings at a Pathway Grade Crossing]]

=={{SpanID|913.5.3}}913.5.3 Pathway and Sidewalk Grade Crossing Signs and Markings(MUTCD Section 8E.03)==

'''Standard. '''Pathway and sidewalk grade crossing signs shall be standard in shape, legend, and color.

The minimum sizes of sidewalk grade crossing signs that are intended to be viewed only by sidewalk users and of pathway grade crossing signs shall be as shown in the shared-use path column in [[914.1 General (MUTCD Chapter 9A) #tab914.1.2|Table 914.1.2]].

'''Guidance'''. No portion of a traffic control device or its support should protrude into the pathway or sidewalk grade crossing. Sidewalk and pathway grade crossing traffic control devices should be located such that all physical features of the device, including the support hardware, conform to clearance requirements provided by the railroad company and/or transit agency, and the MoDOT Multimodal Division (Rail Section).

The minimum mounting height for post-mounted signs adjacent to pathways and sidewalks should be 4 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the pathway or sidewalk surface.

If overhead traffic control devices are placed above pathways, the clearance from the bottom of the device to the pathway surface directly under the sign or device should be at least 8 feet.

If overhead traffic control devices are placed above pathways that are used by equestrians, the clearance from the bottom of the device to the pathway surface directly under the sign or device should be at least 10 feet.

'''Standard. '''If overhead traffic control devices are placed above sidewalks, the clearance from the bottom of the device to the sidewalk surface directly under the sign or device shall be at least 7 feet.

'''Guidance. '''Traffic control devices mounted adjacent to pathways at a height of less than 8 feet measured vertically from the bottom of the device to the elevation of the near edge of the pathway surface should have a minimum lateral offset of 2 feet from the near edge of the device to the near edge of the pathway.

If pathway users include those who travel faster than pedestrians, such as bicyclists or skaters, warning signs should be installed in advance of the pathway grade crossing (see [[#fig913.5.2.3|Figure 913.5.2.3]]).

=={{SpanID|913.5.4}}913.5.4 Stop Lines, Edge Lines, and Detectable Warnings (MUTCD Section 8E.04)==

'''Guidance. '''A stop line should be provided at a pathway grade crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Option'''. A stop line may be provided at a sidewalk grade crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Guidance. '''If used at pathway or sidewalk grade crossings, the stop line should be a transverse line that extends across the full width of the pathway or sidewalk at the point where a pathway or sidewalk user is to stop. If no detectable warning is provided, the stop line should be placed at least 2 feet in advance of the automatic gate, counterweight, flashing-light signals, or Crossbuck Assembly (if any of these are present), and at least 12 feet from the nearest rail.

'''Option. '''Edge lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.10|EPG 620.2.10]]) to delineate the designated user route may be used on the approach to and across the tracks at a pathway grade crossing, a sidewalk grade crossing, or a station crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Support. '''Edge line delineation can be beneficial where the distance across the tracks is long, commonly because of a skewed grade crossing or because of multiple tracks, or where the pathway or sidewalk surface is immediately adjacent to a traveled way.

Information regarding the design of detectable warning surfaces is contained in the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

'''Standard. '''Detectable warnings (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]]) shall be used at pathway grade crossings where pedestrian travel is permitted and at sidewalk grade crossings and shall extend across the full width of the pathway or sidewalk.

'''Guidance. '''The dimension of the detectable warning in the direction of pedestrian travel should be at least 2 feet.

Detectable warnings should be placed immediately beyond the pathway or sidewalk stop line (if a stop line is present) or should be incorporated into and made a part of the stop line. The downstream edge of the detectable warning should be located at least 2 feet upstream from the automatic gate, counterweight, flashing-light signals, or Crossbuck Assembly (if any of these are present) and at least 12 feet from the nearest rail (see Figures [[#fig913.5.2.2|913.5.2.2]] and [[#fig913.5.2.3|913.5.2.3]]).

If the distance between the nearest rail of two adjacent tracks at a sidewalk or pathway grade crossing is 30 feet or more, additional detectable warnings should be used to designate the limits of the pedestrian refuge area (see [[#fig913.5.4|Figure 913.5.4]]).

'''Option. '''At pathway-LRT and sidewalk-LRT grade crossings, the downstream edge of the detectable warning may be located less than 12 feet from the nearest rail.

'''Guidance. '''The downstream edge of the detectable warning at pathway-LRT and sidewalk-LRT grade crossings should be located at least 2 feet upstream from the automatic gate, counterweight, flashing-light signals, or Crossbuck assembly (if any of these are present), at least 6 feet from the nearest rail, and in accordance with the requirements of the railroad company and/or transit agency, and MoDOT Multimodal Division (Rail Section), (if applicable).

{{SpanID|fig913.5.4}}
[[File:Figure 913.5.4 Example of Detectable Warning and Stop Lines for a Refuge Area at a Sidewalk Grade Crossing.jpg|center|thumb|alt=A vertical two-lane roadway with a “sidewalk” to the right is shown. Two railroad tracks cross the roadway and sidewalk at the lower middle and upper middle, respectively. On the sidewalk, in advance of the lower track crossing, a “stop line (if used)” followed by a “detectable warning” surface is shown. At the lower track crossing, a crossing surface is shown. In between both track crossings, a pedestrian “refuge area” is shown. Beyond that, another “crossing surface” at the upper track crossing, followed by a “detectable warning” surface and “stop line (if used)” is shown on the “sidewalk.” |800px| '''Figure 913.5.4''' Example of Detectable Warning and Stop Lines for a Refuge Area at a Sidewalk Grade Crossing]]

=={{SpanID|913.5.5}}913.5.5 Passive Traffic Control Devices– Crossbuck Assemblies (MUTCD Section 8E.05)==

'''Support. '''The Crossbuck Assembly is provided by the appropriate railroad company. Railroad companies and/or transit agencies are responsible for the installation and maintenance of these signs.

'''Standard. '''Where the nearest edge of a passive pathway or sidewalk grade crossing is located more than 25 feet from the center of the nearest traffic control warning device at the grade crossing, a Crossbuck Assembly (see [[#fig913.5.5|Figure 913.5.5]]) shall be installed on each approach to the pathway or sidewalk grade crossing. The distance shall be measured perpendicular to the traveled way from the center of the support post of a Crossbuck Assembly at a passive grade crossing or from the center of the mast of an active traffic control warning device at an active grade crossing to the nearest edge of the pathway or sidewalk surface where it crosses the track(s) (see [[#fig913.5.2.2|Figure 913.5.2.2]]).

'''Option. '''A Crossbuck Assembly may be installed on the approaches to a pathway or sidewalk grade crossing where the nearest edge of the pathway or sidewalk is located 25 feet or less from the center of the nearest traffic control warning device at a grade crossing.

The Crossbuck Assembly may be omitted at station crossings.

The retroreflective strip on the back of the support may be omitted on the Crossbuck support at a pathway or sidewalk grade crossing.

'''Standard. '''The minimum height, measured vertically from the bottom of the YIELD or STOP sign to the elevation of the near edge of the pathway or sidewalk, of Crossbuck Assemblies installed on pathways or sidewalks shall be 4 feet where the lateral offset to the nearest edge of the sign is 2 feet or more and shall be 7 feet where the lateral offset to the nearest edge of the sign is less than 2 feet (see [[#fig913.5.5|Figure 913.5.5]]).

The minimum lateral offset, measured horizontally from the nearest edge of the pathway or sidewalk to the nearest edge of the Crossbuck Assembly signs, shall be 0 feet for sidewalks and 2 feet for pathways.

{{SpanID|fig913.5.5}}
[[File:Figure 913.5.5. Example of a Crossbuck Assembly at a Pathway or Sidewalk Grade Crossing.jpg|center|thumb|alt=The example shows a sign assembly composed of an R15-1 sign mounted above an R15-2P plaque. This assembly is shown mounted together on a sign support above either an R1-2 sign “OR” an R1-1 sign. An “optional” red or white retroreflective strip is shown attached on front of the sign support. An “optional” red or white retroreflective strip is shown attached on the back of the support. |600px| '''Figure 913.5.5.''' Example of a Crossbuck Assembly at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.6}}913.5.6 Channelizing Devices used with Sidewalk and Pathway Traffic Control Devices (MUTCD Section 8E.06)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic needs to be considered in determining the type and placement of channelizing devices such as swing gates, fencing, and pedestrian barriers.

Where automatic gates and swing gates are used, it is desirable to design the pathway or sidewalk in a manner that channelizes or directs users to the entrance to and exit from the pathway or sidewalk grade crossing.

Swing gates (see Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.9.1|913.5.9.1]], and [[#fig913.5.9.2|913.5.9.2]]) are designed to open away from the track(s) so that pathway or sidewalk users can quickly push the swing gate open when moving away from the track(s), and to automatically return to the closed position after each use.

It is important to use retroreflective material and/or signs on swing gates, maze fencing, or pedestrian barriers that are placed at pathway or sidewalk grade crossings. Illumination of such areas can also be beneficial.

When used in conjunction with automatic gates at a pathway or sidewalk grade crossing, swing gates are typically equipped with a latching device that permits the swing gate to be opened only from the track side of the swing gate. Push bars, kick plates, or similar devices are also appropriate for use on a swing gate.

Latching devices that are used on swing gates need to be designed in a manner such that they are operable by all users of the pathway or sidewalk.

'''Guidance. '''A swing gate should be equipped with a PUSH TO EXIT (I13-2) sign on the track side of the swing gate, and a DO NOT ENTER (R5-1) sign on the side of the swing gate facing away from the tracks (see [[#fig913.5.9.2|Figure 913.5.9.2]]).

'''Support. '''The U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990 contains information regarding the design of swing gates and related hardware.

Where fencing (see Figures [[#fig913.5.6|913.5.6]] and [[#fig913.5.9.1|913.5.9.1]]) is installed to direct pathway or sidewalk users to the grade crossing, it is desirable that this fencing be connected to any continuous existing or new fencing or channelization that has been installed parallel to the track(s) to discourage pedestrians from circumventing the grade crossing.

Pedestrian barriers or fencing, sometimes referred to as a “maze fencing,” direct pathway or sidewalk users to face approaching rail traffic before entering the trackway.

Where used, maze fencing or pedestrian barriers need to be designed to permit the passage of wheelchairs and power-assisted mobility devices, and if bicycles are permitted, to permit the passage of dismounted bicyclists with tandem bicycles, cargo bicycles, or bicycles with trailers.

{{SpanID|fig913.5.6}}
[[File:Figure 913.5.6. Example of an Automatic Pedestrian Gate and anEmergency Escape Route at a Pathway Grade Crossing.jpg|center|thumb|alt=A railroad track crossing at the top of a vertical pathway is shown. At the bottom and to the right of the pathway, a W10-1 sign is shown facing northbound pedestrian traffic. The pathway expands to the left, then up, then back to the right at 90-degree angles to form a vertical rectangle bump out, denoting an “emergency escape route.” “Fencing or pedestrian barrier” followed by a detectable warning surface are shown within this bump out. To the right of this bump out, between the pathway and emergency escape route, a pedestrian barrier is shown. To the right of the barrier, in advance of the track crossing, a “stop line (if used)” followed by a “detectable warning” surface are shown. Beyond that, approaching the track crossing, a traffic control warning device with gate arm extending across the pathway is shown. From the warning device to the track crossing, fencing or pedestrian barrier is shown. |800px| '''Figure 913.5.6.''' Example of an Automatic Pedestrian Gate and anEmergency Escape Route at a Pathway Grade Crossing]]

=={{SpanID|913.5.7}}913.5.7 Active Traffic Control Systems (MUTCD Section 8E.07)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

'''Standard. '''Except as provided in the first Option paragraph below, at pathway-LRT and sidewalk-LRT grade crossings where LRT operating speeds on a semi-exclusive alignment exceed 25 mph, active traffic control systems shall be used.

Except as provided in the first Option paragraph below, at pathway-LRT and sidewalk-LRT grade crossings where LRT operating speeds on a semi-exclusive alignment exceed 40 mph, active traffic control systems, including automatic gates, shall be used.

If used at a pathway or sidewalk grade crossing, an active traffic control system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.1|EPG 913.4.1]]) shall include flashing-light signals (see [[#fig913.5.7|Figure 913.5.7]]) on each approach to the crossing.

'''Guidance'''. If used at a pathway or sidewalk grade crossing, an active traffic control system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.1|EPG 913.4.1]]) should include an audible device such as a bell that is operated in conjunction with the flashing-light signals.

'''Option. '''Flashing-light signals, bells, and other audible warning devices may be omitted at pathway or sidewalk grade crossings that are located within 25 feet of an active warning device at a grade crossing that is equipped with those devices.

Additional pairs of flashing-light signals, bells, or other audible warning devices may be installed on the active traffic control devices at a grade crossing for pathway or sidewalk users approaching the grade crossing from the back side of those devices.

'''Guidance. '''Where railroad or LRT tracks in a semi-exclusive alignment are parallel and immediately adjacent to a roadway and if adequate space exists, a pedestrian refuge area or island should be provided between the tracks and the roadway to permit pedestrians to stand clear of the tracks while waiting to cross the roadway and to stand clear of the roadway while waiting to cross the tracks. If a pedestrian refuge area or island is provided at a signalized crossing of the roadway, additional pedestrian features (see [[902.9 Pedestrian Control Features (MUTCD Chapter 4I) #902.9|EPG 902.9]]), such as signal heads, signing, and detectors, should be installed in the refuge area or on the island.

{{SpanID|fig913.5.7}}
[[File:Figure 913.5.7. Example of a Flashing-Light Signal Assembly at a Pathway or Sidewalk Grade Crossing.jpg|center|thumb|alt=A post-mounted flashing-light signal with two red lights is shown mounted in a horizontal line. The two “flashing red lights” are shown with visors over the top and background disks behind the lenses and are shown mounted on a support post. An R15-1 sign is also shown mounted on the post above the post-mounted lights with an “audible device” on top of the post. This signal assembly is displayed to the right of a “pathway or sidewalk.” |600px| '''Figure 913.5.7.''' Example of a Flashing-Light Signal Assembly at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.8}}913.5.8 Active Traffic Control Devices – Signals (MUTCD Section 8E.08)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

Pedestrian signal heads are typically used at highway-highway intersections where pedestrians have an expectation that other roadway users will sometimes be legally required to yield the right-of-way to them. At grade crossings where rail traffic does not stop, pedestrians will not have the right-of-way yielded to them. Therefore, pedestrian signal heads are not an appropriate traffic control device to use at a pathway or sidewalk grade crossing where rail traffic does not stop. Instead, the universal application of horizontally-aligned, alternately-flashing red lights is the uniform active traffic control device for all grade crossings where rail traffic does not stop including pathway and sidewalk grade crossings.

'''Standard. '''Except as provided in the Option paragraph below, pedestrian signal heads as described in Chapter 4I comprised of Upraised Hand and Walking Person symbols shall not be used at a pathway or sidewalk grade crossing.

'''Option. '''Pedestrian signal heads may be used at a pathway or sidewalk grade crossing where the movement of LRT vehicles is controlled by a traffic control signal or by special LRT signals (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.15|EPG 913.4.15]]).

'''Standard. '''If used at a pathway or sidewalk grade crossing, flashing-light signals shall be aligned horizontally, and the light units shall have a diameter of at least 4 inches. For 4-inch diameter light units, the light centers shall be spaced approximately 16 inches apart and, if used, the flashing light unit backgrounds shall be at least 8 inches in diameter.

Each red signal unit in the flashing-light signal shall flash alternately. The number of flashes per minute for each lamp shall be 35 minimum and 65 maximum. Each lamp shall be illuminated for approximately the same length of time. The total time of illumination of each pair of lamps shall be the entire operating time.

The minimum mounting height of the flashing-light signals shall be 4 feet, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway or sidewalk surface.

'''Option. '''At station, pathway, or sidewalk grade crossings with multiple tracks, traffic control devices may be installed between the tracks in compliance with any railroad clearance requirements.

'''Standard. '''The mounting height for flashing-light signals that are installed between the tracks at multiple-track crossings shall be a minimum of 1 foot, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway surface.

'''Guidance. '''If a Diagnostic Team finds that a flashing-light signal with a Crossbuck sign and an audible device is still not resulting in appropriate pedestrian behavior, consideration should be given to also installing an automatic pedestrian gate (see [[#913.5.9|EPG 913.5.9]]).

Flashing-light signals (see [[#fig913.5.7|Figure 913.5.7]]) with a Crossbuck (R15-1) sign and an audible device should be installed along semi-exclusive LRT alignments at station, pathway, or sidewalk grade crossings where the Diagnostic Team has determined that the sight distance is not sufficient for pathway or sidewalk users to complete their crossing prior to the arrival of LRT traffic at the crossing.

If the Diagnostic Team determines that flashing-light signals with a Crossbuck sign and an audible device would not provide sufficient notice of approaching LRT traffic, consideration should be given to also installing an automatic pedestrian gate (see [[#913.5.9|EPG 913.5.9]]) with appropriate channelization or fencing.

{{SpanID|fig913.5.8}}
[[File:Figure 913.5.8. Example of an Automatic Pedestrian Gate at a Pathway or Sidewalk Grade Crossing.jpg|center|thumb|alt= A flashing-light signal assembly is shown with an alternating, retroreflective red and white vertically striped automatic gate assembly/arm, with one red light on the top edge at the far left end. The gate is shown in the horizontal position to the left of the sign assembly, extending across the “pathway or sidewalk.”|800px| '''Figure 913.5.8.''' Example of an Automatic Pedestrian Gate at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.9}}913.5.9 Active Traffic Control Devices – Automatic Pedestrian Gates (MUTCD Section 8E.09)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

'''Option. '''Automatic pedestrian gates (see Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.8|913.5.8]], [[#fig913.5.9.1|913.5.9.1]], [[#fig913.5.9.3|913.5.9.3]], and [[#fig913.5.10|913.5.10]]) may be used at pathway or sidewalk grade crossings.

'''Standard. '''A pathway or sidewalk grade crossing across tracks where trains are permitted to travel at speeds of 80 mph or higher shall be equipped with a system of automatic pedestrian gates and an escape area with swing gates and fencing installed in the vicinity of the crossing to direct users to the pathway or sidewalk grade crossing (see [[#fig913.5.6|Figure 913.5.6]]) unless the Diagnostic Team determines that other safety treatments for the crossing would be more appropriate.

'''Guidance. '''Where automatic pedestrian gates are installed across a pathway or sidewalk at a grade crossing, or where a sidewalk is located between the edge of a roadway and the support for an automatic gate arm that extends across the sidewalk and into the roadway, an emergency escape route (see Figures [[#fig913.5.9.1|913.5.9.1]] and [[#fig913.5.9.2|913.5.9.2]]) should be provided to allow pedestrians to egress away from the track area when the automatic pedestrian gates are activated.

'''Standard. '''Except as provided in the Option paragraph below, automatic pedestrian gate arms shall be provided with at least one red light as shown in Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.8|913.5.8]], [[#fig913.5.9.1|913.5.9.1]], [[#fig913.5.9.3|913.5.9.3]], and [[#fig913.5.10|913.5.10]]. This light shall be continuously illuminated whenever the warning system is active.

If any red lights in addition to the continuously-illuminated red light that is required in the preceding paragraph are provided on the automatic pedestrian gate arm, they shall be installed in pairs and shall be flashed alternately in unison with the other flashing-light units at the crossing.

'''Option'''. The red light on an automatic pedestrian gate arm may be omitted if the pathway or sidewalk grade crossing is located within 25 feet of the traveled way at a highway-rail or highway-LRT grade crossing that is equipped with active warning devices (see [[#fig913.5.9.3|Figure 913.5.9.3]]).

'''Guidance. '''If used at a pathway or sidewalk grade crossing, the height of the automatic pedestrian gate arm when in the down position should be a minimum of 3 feet and a maximum of 4 feet above the pathway or sidewalk.

If used at a pathway or sidewalk grade crossing, the gate configuration, which might include a combination of automatic pedestrian gates and swing gates, should provide for full-width coverage of the pathway or sidewalk on each approach to the crossing.

'''Standard. '''Where a sidewalk is located between the edge of a roadway and the support for an automatic gate arm that extends across the sidewalk and into the roadway, the location, placement, and height prescribed for vehicular gates shall be used (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.3|EPG 913.4.3]]).

'''Guidance'''. Except as provided in the first Option paragraph below, if a separate automatic pedestrian gate is used for a sidewalk at a highway-rail or highway-LRT grade crossing, instead of a supplemental or auxiliary gate arm installed as a part of the same mechanism as the vehicular gate, a separate mechanism (see [[#fig913.5.9.3|Figure 913.5.9.3]]) should be provided for the separate automatic pedestrian gate so that if a pedestrian manually raises the pedestrian gate arm, it will have no effect on the vehicular gate.

'''Option'''. A supplemental or auxiliary pedestrian gate arm installed as a part of the same mechanism as the vehicular gate may be used if the operating mechanism is designed to prevent the vehicular gate from being raised as a result of a pedestrian manually raising the pedestrian gate arm.

A horizontal hanging bar (see [[#fig913.5.10|Figure 913.5.10]]) may be attached to an automatic pedestrian gate at a pathway or sidewalk grade crossing to inform pedestrians with vision disabilities that the automatic pedestrian gate is in the down position and to reduce the likelihood that pedestrians will violate a lowered crossing gate.

'''Guidance. '''If a horizontal hanging bar is attached to an automatic pedestrian gate, the height of the horizontal hanging bar when in the down position should be a maximum of 26 inches above the pathway or sidewalk.

{{SpanID|fig913.5.9.1}}
[[File:Fig8E-9_TrafficControl-GatesGradeCrossing.jpg|center|thumb|alt=Example A – “Sidewalks on outside of vehicular gates” shows a vertical two-lane roadway with gates for both directions. Train tracks are positioned left to right through the center of the vertical roadway. Sidewalks are positioned on either side of the roadway with gates placed on both sides of the train tracks to control pedestrian movement. Example B – “Sidewalks on inside of vehicular gates” is the same concept as Example A except the sidewalks are close to the roadway and share the same gate as the roadway. The sidewalks opposite the swing gates have their own pedestrian gate. |800px| '''Figure 913.5.9.1.''' Example of Active Traffic Control Systems with Automatic Pedestrian Gates and Swing Gates at a Sidewalk Grade Crossing]]

{{SpanID|fig913.5.9.2}}
[[File:Fig8E-10_Example of Traffic Control Devices for an Optional Swing Gate-DRAFT.jpg|center|thumb|alt=A flashing-light signal assembly is shown with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the sidewalk, curb, and roadway. To the right of the traffic control devices, an “emergency escape route” is shown as a swing gate with an R5-1 sign on the side facing away from the track and an I13-2 sign on the track side. |800px| '''Figure 913.5.9.2.''' Example of Traffic Control Devices for an Optional Swing Gate]]

{{SpanID|fig913.5.9.3}}
[[File:Fig8E-11_Example of a Separate Automatic Pedestrian Gate-DRAFT.jpg|center|thumb|alt=Two signal assemblies are shown next to each other; however, the assembly on the left is larger. The larger assembly is shown as a flashing-light signal assembly with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the curb and roadway. The smaller assembly shows the same signal assembly but with only one red light along the top edge of the gate arm. The gate is shown extending over a sidewalk or pathway.” |800px| '''Figure 913.5.9.3.''' Example of a Separate Automatic Pedestrian Gate]]

=={{SpanID|913.5.10}}913.5.10 Active Traffic Control Devices – Multiple-Track Pathway or Sidewalk Grade Crossings (MUTCD Section 8E.10)==

'''Guidance. '''Where railroad or LRT tracks are immediately adjacent to other tracks, the traffic control devices that control pedestrian movements should be designed to avoid having pedestrians wait between sets of tracks.

{{SpanID|fig913.5.10}}
[[File:Fig8E-12_AutoPedestrianGate-DRAFT.jpg|center|thumb|alt=A flashing-light signal assembly is shown with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the “pathway or sidewalk. To the left of the signal assembly and separated, but attached and below the automatic gate arm, a vertical alternating red and white striped “horizontal hanging bar” is shown, also extending over the “pathway or sidewalk.” |800px| '''Figure 913.5.10.''' Example of an Automatic Pedestrian Gate with a Horizontal Hanging Bar at a Pathway or Sidewalk Grade Crossing]]

File:Figure 913.5.8. Example of an Automatic Pedestrian Gate at a Pathway or Sidewalk Grade Crossing.jpg

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913.5 Pathway and Sidewalk Grade Crossings (MUTCD Chapter 8E)

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RollerA: /* {{SpanID|913.5.7}}913.5.7 Active Traffic Control Systems (MUTCD Section 8E.07) */

[[Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913.5]]
=={{SpanID|913.5.1}}913.5.1 Purpose (MUTCD Section 8E.01)==

'''Support. '''Traffic control for pathway and sidewalk grade crossings includes all signs, signals, markings, other warning devices, and their supports at pathway and sidewalk grade crossings and along pathway and sidewalk approaches to grade crossings. The function of this traffic control is to promote safety and provide effective operation of both rail and pathway or sidewalk traffic at pathway or sidewalk grade crossings.

Other physical treatments that are described in this article that are also applicable to pathways and sidewalks at grade crossings, such as detectable warnings, swing gates, and fencing, provide increased safety for pathway and sidewalk users.

Crosswalk markings at intersections where pedestrians cross LRT tracks in mixed-use alignments are covered by the provisions of [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]] rather than by the provisions of this article.

[[#fig913.5.2.1|Figure 913.5.2.1]] illustrates the difference between a pathway grade crossing and a sidewalk grade crossing. A pathway is frequently placed in its own right-of-way on an alignment that is independent of any roadway. If a pathway is built parallel to a roadway, it is physically separated from the roadway by an open space or barrier such that the traffic control devices for the roadway grade crossing do not exert an influence over or provide adequate warning to pathway users. A sidewalk runs parallel to a roadway within the highway right-of-way and is close enough to the edge of the roadway’s traveled way that the traffic control devices for the roadway grade crossing can frequently exert an influence over or provide adequate warning to sidewalk users. Pathways are typically used by both pedestrians and bicyclists, whereas sidewalks are typically used only by pedestrians.

=={{SpanID|913.5.2}}913.5.2 Use of Standard Devices, Systems, and Practices (MUTCD Section 8E.02)==

'''Guidance. '''The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic should be considered in determining the type and placement of traffic control devices at pathway or sidewalk grade crossings.

The traffic control devices, including the appropriate traffic control system to be used, and other physical treatments at a pathway or sidewalk grade crossing should be determined by a Diagnostic Team that includes the agency with jurisdiction over the pathway or sidewalk.

At skewed grade crossings, the adjustment, re-alignment, or relocation of existing sidewalk grade crossings should be considered when determining the placement of traffic control devices for roadway users.

'''Support. '''The safety of pathway and sidewalk users is enhanced when pathways and sidewalks are designed such that they do not cross the tracks at a narrow angle. The casters of wheelchairs and the wheels of bicycles could fall into and might be constrained in the flangeway gap at a skewed crossing. The flangeway gap is typically 2.5 inches wide at LRT grade crossings and 3 inches wide at railroad grade crossings.

It is desirable that pathways and sidewalks be designed such that they maintain a relatively consistent horizontal alignment and profile from the nearest rail to the detectable warning (if present) or from the nearest rail to the stop line (if present) on each approach to the crossing. Providing a pedestrian refuge area in advance of the stop line or the detectable warning surface so that pedestrians have a place to wait while rail traffic approaches and occupies the crossing can be beneficial to pedestrian safety.

When designing new sidewalk grade crossings, placing the sidewalk outside of the area occupied by grade crossing traffic control devices for vehicular traffic is desirable (see [[#fig913.5.2.2|Figure 913.5.2.2]]). This includes making sure that the counterweights and support arms for the automatic gates for vehicular traffic do not obstruct the sidewalk when the gate is fully lowered.

Additional information regarding the design of pathways and sidewalks is contained in the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

{{SpanID|fig913.5.2.1}}
[[File:Figure 913.5.2.1 Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing.jpg|center|thumb|alt=The first example shows a vertical “pathway” intersecting a horizontal railroad track in the middle of the illustration. A series of horizontal rows of black circles, denoting a “detectable warning” surface and extending across the “pathway”on both sides of the railroad track, is shown within the “railroad right-of-way” and “pathway right-of-way.” The second example shows a vertical two-lane “roadway” with a “sidewalk” to the left of the roadway. A horizontal railroad track intersects both the roadway and sidewalk in the middle of the illustration. A “detectable warning” surface extends across the “sidewalk” on both sides of the railroad track. This surface is shown within the “railroad right-of-way” and “highway right-of-way.” |800px| '''Figure 913.5.2.1''' Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing]]

{{SpanID|fig913.5.2.2}}
[[File:Figure 913.5.2.2 Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing.jpg|center|thumb|alt=A vertical two-lane roadway with a sidewalk to the right is shown. A railroad track crosses the roadway and sidewalk in the middle.
In the right lane, approaching the railroad track crossing, a traffic control warning device with gate arm extending across the lane is shown. On the sidewalk adjacent to the warning device, a “stop line (if used)” is shown in advance of a “detectable warning” surface. Just beyond this surface and to the right of the sidewalk, a “flashing-light signal” is shown. Continuing north on the sidewalk, past the railroad track crossing, another “flashing-light signal” is shown to the right of the sidewalk. Beyond that, a “detectable warning” surface and a “stop line” are shown on the sidewalk. In the left lane, approaching the railroad track crossing, a traffic control warning device with gate arm extending across the lane is shown. |800px| '''Figure 913.5.2.2''' Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing]]

{{SpanID|fig913.5.2.3}}
[[File:Figure 913.5.2.3 Example of Signing and Markings at a Pathway Grade Crossing.jpg|center|thumb|alt=A vertical pathway intersecting two sets of horizontal railroad tracks at the top of the path is shown. Below the bottom set of tracks, a sign assembly is shown to the right of the pathway, facing the path of traffic in the right lane. It is composed of an R15-1 sign mounted above an R15-2P plaque that is mounted above an R1-2 sign “OR” an R1-1 sign. This assembly is shown to the left of an “optional” R15-8 sign. Just below of these assemblies, a “detectable warning” area, and immediately below the area, and a “yield line or stop line (if used)” are shown, extending across the entire path. At the bottom of the path, a W10-1 sign is shown to the right of the path, facing the path traffic in the right lane. |800px| '''Figure 913.5.2.3''' Example of Signing and Markings at a Pathway Grade Crossing]]

=={{SpanID|913.5.3}}913.5.3 Pathway and Sidewalk Grade Crossing Signs and Markings(MUTCD Section 8E.03)==

'''Standard. '''Pathway and sidewalk grade crossing signs shall be standard in shape, legend, and color.

The minimum sizes of sidewalk grade crossing signs that are intended to be viewed only by sidewalk users and of pathway grade crossing signs shall be as shown in the shared-use path column in [[914.1 General (MUTCD Chapter 9A) #tab914.1.2|Table 914.1.2]].

'''Guidance'''. No portion of a traffic control device or its support should protrude into the pathway or sidewalk grade crossing. Sidewalk and pathway grade crossing traffic control devices should be located such that all physical features of the device, including the support hardware, conform to clearance requirements provided by the railroad company and/or transit agency, and the MoDOT Multimodal Division (Rail Section).

The minimum mounting height for post-mounted signs adjacent to pathways and sidewalks should be 4 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the pathway or sidewalk surface.

If overhead traffic control devices are placed above pathways, the clearance from the bottom of the device to the pathway surface directly under the sign or device should be at least 8 feet.

If overhead traffic control devices are placed above pathways that are used by equestrians, the clearance from the bottom of the device to the pathway surface directly under the sign or device should be at least 10 feet.

'''Standard. '''If overhead traffic control devices are placed above sidewalks, the clearance from the bottom of the device to the sidewalk surface directly under the sign or device shall be at least 7 feet.

'''Guidance. '''Traffic control devices mounted adjacent to pathways at a height of less than 8 feet measured vertically from the bottom of the device to the elevation of the near edge of the pathway surface should have a minimum lateral offset of 2 feet from the near edge of the device to the near edge of the pathway.

If pathway users include those who travel faster than pedestrians, such as bicyclists or skaters, warning signs should be installed in advance of the pathway grade crossing (see [[#fig913.5.2.3|Figure 913.5.2.3]]).

=={{SpanID|913.5.4}}913.5.4 Stop Lines, Edge Lines, and Detectable Warnings (MUTCD Section 8E.04)==

'''Guidance. '''A stop line should be provided at a pathway grade crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Option'''. A stop line may be provided at a sidewalk grade crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Guidance. '''If used at pathway or sidewalk grade crossings, the stop line should be a transverse line that extends across the full width of the pathway or sidewalk at the point where a pathway or sidewalk user is to stop. If no detectable warning is provided, the stop line should be placed at least 2 feet in advance of the automatic gate, counterweight, flashing-light signals, or Crossbuck Assembly (if any of these are present), and at least 12 feet from the nearest rail.

'''Option. '''Edge lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.10|EPG 620.2.10]]) to delineate the designated user route may be used on the approach to and across the tracks at a pathway grade crossing, a sidewalk grade crossing, or a station crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Support. '''Edge line delineation can be beneficial where the distance across the tracks is long, commonly because of a skewed grade crossing or because of multiple tracks, or where the pathway or sidewalk surface is immediately adjacent to a traveled way.

Information regarding the design of detectable warning surfaces is contained in the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

'''Standard. '''Detectable warnings (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]]) shall be used at pathway grade crossings where pedestrian travel is permitted and at sidewalk grade crossings and shall extend across the full width of the pathway or sidewalk.

'''Guidance. '''The dimension of the detectable warning in the direction of pedestrian travel should be at least 2 feet.

Detectable warnings should be placed immediately beyond the pathway or sidewalk stop line (if a stop line is present) or should be incorporated into and made a part of the stop line. The downstream edge of the detectable warning should be located at least 2 feet upstream from the automatic gate, counterweight, flashing-light signals, or Crossbuck Assembly (if any of these are present) and at least 12 feet from the nearest rail (see Figures [[#fig913.5.2.2|913.5.2.2]] and [[#fig913.5.2.3|913.5.2.3]]).

If the distance between the nearest rail of two adjacent tracks at a sidewalk or pathway grade crossing is 30 feet or more, additional detectable warnings should be used to designate the limits of the pedestrian refuge area (see [[#fig913.5.4|Figure 913.5.4]]).

'''Option. '''At pathway-LRT and sidewalk-LRT grade crossings, the downstream edge of the detectable warning may be located less than 12 feet from the nearest rail.

'''Guidance. '''The downstream edge of the detectable warning at pathway-LRT and sidewalk-LRT grade crossings should be located at least 2 feet upstream from the automatic gate, counterweight, flashing-light signals, or Crossbuck assembly (if any of these are present), at least 6 feet from the nearest rail, and in accordance with the requirements of the railroad company and/or transit agency, and MoDOT Multimodal Division (Rail Section), (if applicable).

{{SpanID|fig913.5.4}}
[[File:Figure 913.5.4 Example of Detectable Warning and Stop Lines for a Refuge Area at a Sidewalk Grade Crossing.jpg|center|thumb|alt=A vertical two-lane roadway with a “sidewalk” to the right is shown. Two railroad tracks cross the roadway and sidewalk at the lower middle and upper middle, respectively. On the sidewalk, in advance of the lower track crossing, a “stop line (if used)” followed by a “detectable warning” surface is shown. At the lower track crossing, a crossing surface is shown. In between both track crossings, a pedestrian “refuge area” is shown. Beyond that, another “crossing surface” at the upper track crossing, followed by a “detectable warning” surface and “stop line (if used)” is shown on the “sidewalk.” |800px| '''Figure 913.5.4''' Example of Detectable Warning and Stop Lines for a Refuge Area at a Sidewalk Grade Crossing]]

=={{SpanID|913.5.5}}913.5.5 Passive Traffic Control Devices– Crossbuck Assemblies (MUTCD Section 8E.05)==

'''Support. '''The Crossbuck Assembly is provided by the appropriate railroad company. Railroad companies and/or transit agencies are responsible for the installation and maintenance of these signs.

'''Standard. '''Where the nearest edge of a passive pathway or sidewalk grade crossing is located more than 25 feet from the center of the nearest traffic control warning device at the grade crossing, a Crossbuck Assembly (see [[#fig913.5.5|Figure 913.5.5]]) shall be installed on each approach to the pathway or sidewalk grade crossing. The distance shall be measured perpendicular to the traveled way from the center of the support post of a Crossbuck Assembly at a passive grade crossing or from the center of the mast of an active traffic control warning device at an active grade crossing to the nearest edge of the pathway or sidewalk surface where it crosses the track(s) (see [[#fig913.5.2.2|Figure 913.5.2.2]]).

'''Option. '''A Crossbuck Assembly may be installed on the approaches to a pathway or sidewalk grade crossing where the nearest edge of the pathway or sidewalk is located 25 feet or less from the center of the nearest traffic control warning device at a grade crossing.

The Crossbuck Assembly may be omitted at station crossings.

The retroreflective strip on the back of the support may be omitted on the Crossbuck support at a pathway or sidewalk grade crossing.

'''Standard. '''The minimum height, measured vertically from the bottom of the YIELD or STOP sign to the elevation of the near edge of the pathway or sidewalk, of Crossbuck Assemblies installed on pathways or sidewalks shall be 4 feet where the lateral offset to the nearest edge of the sign is 2 feet or more and shall be 7 feet where the lateral offset to the nearest edge of the sign is less than 2 feet (see [[#fig913.5.5|Figure 913.5.5]]).

The minimum lateral offset, measured horizontally from the nearest edge of the pathway or sidewalk to the nearest edge of the Crossbuck Assembly signs, shall be 0 feet for sidewalks and 2 feet for pathways.

{{SpanID|fig913.5.5}}
[[File:Figure 913.5.5. Example of a Crossbuck Assembly at a Pathway or Sidewalk Grade Crossing.jpg|center|thumb|alt=The example shows a sign assembly composed of an R15-1 sign mounted above an R15-2P plaque. This assembly is shown mounted together on a sign support above either an R1-2 sign “OR” an R1-1 sign. An “optional” red or white retroreflective strip is shown attached on front of the sign support. An “optional” red or white retroreflective strip is shown attached on the back of the support. |600px| '''Figure 913.5.5.''' Example of a Crossbuck Assembly at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.6}}913.5.6 Channelizing Devices used with Sidewalk and Pathway Traffic Control Devices (MUTCD Section 8E.06)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic needs to be considered in determining the type and placement of channelizing devices such as swing gates, fencing, and pedestrian barriers.

Where automatic gates and swing gates are used, it is desirable to design the pathway or sidewalk in a manner that channelizes or directs users to the entrance to and exit from the pathway or sidewalk grade crossing.

Swing gates (see Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.9.1|913.5.9.1]], and [[#fig913.5.9.2|913.5.9.2]]) are designed to open away from the track(s) so that pathway or sidewalk users can quickly push the swing gate open when moving away from the track(s), and to automatically return to the closed position after each use.

It is important to use retroreflective material and/or signs on swing gates, maze fencing, or pedestrian barriers that are placed at pathway or sidewalk grade crossings. Illumination of such areas can also be beneficial.

When used in conjunction with automatic gates at a pathway or sidewalk grade crossing, swing gates are typically equipped with a latching device that permits the swing gate to be opened only from the track side of the swing gate. Push bars, kick plates, or similar devices are also appropriate for use on a swing gate.

Latching devices that are used on swing gates need to be designed in a manner such that they are operable by all users of the pathway or sidewalk.

'''Guidance. '''A swing gate should be equipped with a PUSH TO EXIT (I13-2) sign on the track side of the swing gate, and a DO NOT ENTER (R5-1) sign on the side of the swing gate facing away from the tracks (see [[#fig913.5.9.2|Figure 913.5.9.2]]).

'''Support. '''The U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990 contains information regarding the design of swing gates and related hardware.

Where fencing (see Figures [[#fig913.5.6|913.5.6]] and [[#fig913.5.9.1|913.5.9.1]]) is installed to direct pathway or sidewalk users to the grade crossing, it is desirable that this fencing be connected to any continuous existing or new fencing or channelization that has been installed parallel to the track(s) to discourage pedestrians from circumventing the grade crossing.

Pedestrian barriers or fencing, sometimes referred to as a “maze fencing,” direct pathway or sidewalk users to face approaching rail traffic before entering the trackway.

Where used, maze fencing or pedestrian barriers need to be designed to permit the passage of wheelchairs and power-assisted mobility devices, and if bicycles are permitted, to permit the passage of dismounted bicyclists with tandem bicycles, cargo bicycles, or bicycles with trailers.

{{SpanID|fig913.5.6}}
[[File:Figure 913.5.6. Example of an Automatic Pedestrian Gate and anEmergency Escape Route at a Pathway Grade Crossing.jpg|center|thumb|alt=A railroad track crossing at the top of a vertical pathway is shown. At the bottom and to the right of the pathway, a W10-1 sign is shown facing northbound pedestrian traffic. The pathway expands to the left, then up, then back to the right at 90-degree angles to form a vertical rectangle bump out, denoting an “emergency escape route.” “Fencing or pedestrian barrier” followed by a detectable warning surface are shown within this bump out. To the right of this bump out, between the pathway and emergency escape route, a pedestrian barrier is shown. To the right of the barrier, in advance of the track crossing, a “stop line (if used)” followed by a “detectable warning” surface are shown. Beyond that, approaching the track crossing, a traffic control warning device with gate arm extending across the pathway is shown. From the warning device to the track crossing, fencing or pedestrian barrier is shown. |800px| '''Figure 913.5.6.''' Example of an Automatic Pedestrian Gate and anEmergency Escape Route at a Pathway Grade Crossing]]

=={{SpanID|913.5.7}}913.5.7 Active Traffic Control Systems (MUTCD Section 8E.07)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

'''Standard. '''Except as provided in the first Option paragraph below, at pathway-LRT and sidewalk-LRT grade crossings where LRT operating speeds on a semi-exclusive alignment exceed 25 mph, active traffic control systems shall be used.

Except as provided in the first Option paragraph below, at pathway-LRT and sidewalk-LRT grade crossings where LRT operating speeds on a semi-exclusive alignment exceed 40 mph, active traffic control systems, including automatic gates, shall be used.

If used at a pathway or sidewalk grade crossing, an active traffic control system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.1|EPG 913.4.1]]) shall include flashing-light signals (see [[#fig913.5.7|Figure 913.5.7]]) on each approach to the crossing.

'''Guidance'''. If used at a pathway or sidewalk grade crossing, an active traffic control system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.1|EPG 913.4.1]]) should include an audible device such as a bell that is operated in conjunction with the flashing-light signals.

'''Option. '''Flashing-light signals, bells, and other audible warning devices may be omitted at pathway or sidewalk grade crossings that are located within 25 feet of an active warning device at a grade crossing that is equipped with those devices.

Additional pairs of flashing-light signals, bells, or other audible warning devices may be installed on the active traffic control devices at a grade crossing for pathway or sidewalk users approaching the grade crossing from the back side of those devices.

'''Guidance. '''Where railroad or LRT tracks in a semi-exclusive alignment are parallel and immediately adjacent to a roadway and if adequate space exists, a pedestrian refuge area or island should be provided between the tracks and the roadway to permit pedestrians to stand clear of the tracks while waiting to cross the roadway and to stand clear of the roadway while waiting to cross the tracks. If a pedestrian refuge area or island is provided at a signalized crossing of the roadway, additional pedestrian features (see [[902.9 Pedestrian Control Features (MUTCD Chapter 4I) #902.9|EPG 902.9]]), such as signal heads, signing, and detectors, should be installed in the refuge area or on the island.

{{SpanID|fig913.5.7}}
[[File:Figure 913.5.7. Example of a Flashing-Light Signal Assembly at a Pathway or Sidewalk Grade Crossing.jpg|center|thumb|alt=A post-mounted flashing-light signal with two red lights is shown mounted in a horizontal line. The two “flashing red lights” are shown with visors over the top and background disks behind the lenses and are shown mounted on a support post. An R15-1 sign is also shown mounted on the post above the post-mounted lights with an “audible device” on top of the post. This signal assembly is displayed to the right of a “pathway or sidewalk.” |600px| '''Figure 913.5.7.''' Example of a Flashing-Light Signal Assembly at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.8}}913.5.8 Active Traffic Control Devices – Signals (MUTCD Section 8E.08)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

Pedestrian signal heads are typically used at highway-highway intersections where pedestrians have an expectation that other roadway users will sometimes be legally required to yield the right-of-way to them. At grade crossings where rail traffic does not stop, pedestrians will not have the right-of-way yielded to them. Therefore, pedestrian signal heads are not an appropriate traffic control device to use at a pathway or sidewalk grade crossing where rail traffic does not stop. Instead, the universal application of horizontally-aligned, alternately-flashing red lights is the uniform active traffic control device for all grade crossings where rail traffic does not stop including pathway and sidewalk grade crossings.

'''Standard. '''Except as provided in the Option paragraph below, pedestrian signal heads as described in Chapter 4I comprised of Upraised Hand and Walking Person symbols shall not be used at a pathway or sidewalk grade crossing.

'''Option. '''Pedestrian signal heads may be used at a pathway or sidewalk grade crossing where the movement of LRT vehicles is controlled by a traffic control signal or by special LRT signals (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.15|EPG 913.4.15]]).

'''Standard. '''If used at a pathway or sidewalk grade crossing, flashing-light signals shall be aligned horizontally, and the light units shall have a diameter of at least 4 inches. For 4-inch diameter light units, the light centers shall be spaced approximately 16 inches apart and, if used, the flashing light unit backgrounds shall be at least 8 inches in diameter.

Each red signal unit in the flashing-light signal shall flash alternately. The number of flashes per minute for each lamp shall be 35 minimum and 65 maximum. Each lamp shall be illuminated for approximately the same length of time. The total time of illumination of each pair of lamps shall be the entire operating time.

The minimum mounting height of the flashing-light signals shall be 4 feet, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway or sidewalk surface.

'''Option. '''At station, pathway, or sidewalk grade crossings with multiple tracks, traffic control devices may be installed between the tracks in compliance with any railroad clearance requirements.

'''Standard. '''The mounting height for flashing-light signals that are installed between the tracks at multiple-track crossings shall be a minimum of 1 foot, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway surface.

'''Guidance. '''If a Diagnostic Team finds that a flashing-light signal with a Crossbuck sign and an audible device is still not resulting in appropriate pedestrian behavior, consideration should be given to also installing an automatic pedestrian gate (see [[#913.5.9|EPG 913.5.9]]).

Flashing-light signals (see [[#fig913.5.7|Figure 913.5.7]]) with a Crossbuck (R15-1) sign and an audible device should be installed along semi-exclusive LRT alignments at station, pathway, or sidewalk grade crossings where the Diagnostic Team has determined that the sight distance is not sufficient for pathway or sidewalk users to complete their crossing prior to the arrival of LRT traffic at the crossing.

If the Diagnostic Team determines that flashing-light signals with a Crossbuck sign and an audible device would not provide sufficient notice of approaching LRT traffic, consideration should be given to also installing an automatic pedestrian gate (see [[#913.5.9|EPG 913.5.9]]) with appropriate channelization or fencing.

{{SpanID|fig913.5.8}}
[[File:Fig8E-8_AutoPedGate.jpg|center|thumb|alt= A flashing-light signal assembly is shown with an alternating, retroreflective red and white vertically striped automatic gate assembly/arm, with one red light on the top edge at the far left end. The gate is shown in the horizontal position to the left of the sign assembly, extending across the “pathway or sidewalk.”|800px| '''Figure 913.5.8.''' Example of an Automatic Pedestrian Gate at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.9}}913.5.9 Active Traffic Control Devices – Automatic Pedestrian Gates (MUTCD Section 8E.09)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

'''Option. '''Automatic pedestrian gates (see Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.8|913.5.8]], [[#fig913.5.9.1|913.5.9.1]], [[#fig913.5.9.3|913.5.9.3]], and [[#fig913.5.10|913.5.10]]) may be used at pathway or sidewalk grade crossings.

'''Standard. '''A pathway or sidewalk grade crossing across tracks where trains are permitted to travel at speeds of 80 mph or higher shall be equipped with a system of automatic pedestrian gates and an escape area with swing gates and fencing installed in the vicinity of the crossing to direct users to the pathway or sidewalk grade crossing (see [[#fig913.5.6|Figure 913.5.6]]) unless the Diagnostic Team determines that other safety treatments for the crossing would be more appropriate.

'''Guidance. '''Where automatic pedestrian gates are installed across a pathway or sidewalk at a grade crossing, or where a sidewalk is located between the edge of a roadway and the support for an automatic gate arm that extends across the sidewalk and into the roadway, an emergency escape route (see Figures [[#fig913.5.9.1|913.5.9.1]] and [[#fig913.5.9.2|913.5.9.2]]) should be provided to allow pedestrians to egress away from the track area when the automatic pedestrian gates are activated.

'''Standard. '''Except as provided in the Option paragraph below, automatic pedestrian gate arms shall be provided with at least one red light as shown in Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.8|913.5.8]], [[#fig913.5.9.1|913.5.9.1]], [[#fig913.5.9.3|913.5.9.3]], and [[#fig913.5.10|913.5.10]]. This light shall be continuously illuminated whenever the warning system is active.

If any red lights in addition to the continuously-illuminated red light that is required in the preceding paragraph are provided on the automatic pedestrian gate arm, they shall be installed in pairs and shall be flashed alternately in unison with the other flashing-light units at the crossing.

'''Option'''. The red light on an automatic pedestrian gate arm may be omitted if the pathway or sidewalk grade crossing is located within 25 feet of the traveled way at a highway-rail or highway-LRT grade crossing that is equipped with active warning devices (see [[#fig913.5.9.3|Figure 913.5.9.3]]).

'''Guidance. '''If used at a pathway or sidewalk grade crossing, the height of the automatic pedestrian gate arm when in the down position should be a minimum of 3 feet and a maximum of 4 feet above the pathway or sidewalk.

If used at a pathway or sidewalk grade crossing, the gate configuration, which might include a combination of automatic pedestrian gates and swing gates, should provide for full-width coverage of the pathway or sidewalk on each approach to the crossing.

'''Standard. '''Where a sidewalk is located between the edge of a roadway and the support for an automatic gate arm that extends across the sidewalk and into the roadway, the location, placement, and height prescribed for vehicular gates shall be used (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.3|EPG 913.4.3]]).

'''Guidance'''. Except as provided in the first Option paragraph below, if a separate automatic pedestrian gate is used for a sidewalk at a highway-rail or highway-LRT grade crossing, instead of a supplemental or auxiliary gate arm installed as a part of the same mechanism as the vehicular gate, a separate mechanism (see [[#fig913.5.9.3|Figure 913.5.9.3]]) should be provided for the separate automatic pedestrian gate so that if a pedestrian manually raises the pedestrian gate arm, it will have no effect on the vehicular gate.

'''Option'''. A supplemental or auxiliary pedestrian gate arm installed as a part of the same mechanism as the vehicular gate may be used if the operating mechanism is designed to prevent the vehicular gate from being raised as a result of a pedestrian manually raising the pedestrian gate arm.

A horizontal hanging bar (see [[#fig913.5.10|Figure 913.5.10]]) may be attached to an automatic pedestrian gate at a pathway or sidewalk grade crossing to inform pedestrians with vision disabilities that the automatic pedestrian gate is in the down position and to reduce the likelihood that pedestrians will violate a lowered crossing gate.

'''Guidance. '''If a horizontal hanging bar is attached to an automatic pedestrian gate, the height of the horizontal hanging bar when in the down position should be a maximum of 26 inches above the pathway or sidewalk.

{{SpanID|fig913.5.9.1}}
[[File:Fig8E-9_TrafficControl-GatesGradeCrossing.jpg|center|thumb|alt=Example A – “Sidewalks on outside of vehicular gates” shows a vertical two-lane roadway with gates for both directions. Train tracks are positioned left to right through the center of the vertical roadway. Sidewalks are positioned on either side of the roadway with gates placed on both sides of the train tracks to control pedestrian movement. Example B – “Sidewalks on inside of vehicular gates” is the same concept as Example A except the sidewalks are close to the roadway and share the same gate as the roadway. The sidewalks opposite the swing gates have their own pedestrian gate. |800px| '''Figure 913.5.9.1.''' Example of Active Traffic Control Systems with Automatic Pedestrian Gates and Swing Gates at a Sidewalk Grade Crossing]]

{{SpanID|fig913.5.9.2}}
[[File:Fig8E-10_Example of Traffic Control Devices for an Optional Swing Gate-DRAFT.jpg|center|thumb|alt=A flashing-light signal assembly is shown with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the sidewalk, curb, and roadway. To the right of the traffic control devices, an “emergency escape route” is shown as a swing gate with an R5-1 sign on the side facing away from the track and an I13-2 sign on the track side. |800px| '''Figure 913.5.9.2.''' Example of Traffic Control Devices for an Optional Swing Gate]]

{{SpanID|fig913.5.9.3}}
[[File:Fig8E-11_Example of a Separate Automatic Pedestrian Gate-DRAFT.jpg|center|thumb|alt=Two signal assemblies are shown next to each other; however, the assembly on the left is larger. The larger assembly is shown as a flashing-light signal assembly with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the curb and roadway. The smaller assembly shows the same signal assembly but with only one red light along the top edge of the gate arm. The gate is shown extending over a sidewalk or pathway.” |800px| '''Figure 913.5.9.3.''' Example of a Separate Automatic Pedestrian Gate]]

=={{SpanID|913.5.10}}913.5.10 Active Traffic Control Devices – Multiple-Track Pathway or Sidewalk Grade Crossings (MUTCD Section 8E.10)==

'''Guidance. '''Where railroad or LRT tracks are immediately adjacent to other tracks, the traffic control devices that control pedestrian movements should be designed to avoid having pedestrians wait between sets of tracks.

{{SpanID|fig913.5.10}}
[[File:Fig8E-12_AutoPedestrianGate-DRAFT.jpg|center|thumb|alt=A flashing-light signal assembly is shown with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the “pathway or sidewalk. To the left of the signal assembly and separated, but attached and below the automatic gate arm, a vertical alternating red and white striped “horizontal hanging bar” is shown, also extending over the “pathway or sidewalk.” |800px| '''Figure 913.5.10.''' Example of an Automatic Pedestrian Gate with a Horizontal Hanging Bar at a Pathway or Sidewalk Grade Crossing]]

File:Figure 913.5.7. Example of a Flashing-Light Signal Assembly at a Pathway or Sidewalk Grade Crossing.jpg

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913.5 Pathway and Sidewalk Grade Crossings (MUTCD Chapter 8E)

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RollerA: /* {{SpanID|913.5.6}}913.5.6 Channelizing Devices used with Sidewalk and Pathway Traffic Control Devices (MUTCD Section 8E.06) */

[[Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913.5]]
=={{SpanID|913.5.1}}913.5.1 Purpose (MUTCD Section 8E.01)==

'''Support. '''Traffic control for pathway and sidewalk grade crossings includes all signs, signals, markings, other warning devices, and their supports at pathway and sidewalk grade crossings and along pathway and sidewalk approaches to grade crossings. The function of this traffic control is to promote safety and provide effective operation of both rail and pathway or sidewalk traffic at pathway or sidewalk grade crossings.

Other physical treatments that are described in this article that are also applicable to pathways and sidewalks at grade crossings, such as detectable warnings, swing gates, and fencing, provide increased safety for pathway and sidewalk users.

Crosswalk markings at intersections where pedestrians cross LRT tracks in mixed-use alignments are covered by the provisions of [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]] rather than by the provisions of this article.

[[#fig913.5.2.1|Figure 913.5.2.1]] illustrates the difference between a pathway grade crossing and a sidewalk grade crossing. A pathway is frequently placed in its own right-of-way on an alignment that is independent of any roadway. If a pathway is built parallel to a roadway, it is physically separated from the roadway by an open space or barrier such that the traffic control devices for the roadway grade crossing do not exert an influence over or provide adequate warning to pathway users. A sidewalk runs parallel to a roadway within the highway right-of-way and is close enough to the edge of the roadway’s traveled way that the traffic control devices for the roadway grade crossing can frequently exert an influence over or provide adequate warning to sidewalk users. Pathways are typically used by both pedestrians and bicyclists, whereas sidewalks are typically used only by pedestrians.

=={{SpanID|913.5.2}}913.5.2 Use of Standard Devices, Systems, and Practices (MUTCD Section 8E.02)==

'''Guidance. '''The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic should be considered in determining the type and placement of traffic control devices at pathway or sidewalk grade crossings.

The traffic control devices, including the appropriate traffic control system to be used, and other physical treatments at a pathway or sidewalk grade crossing should be determined by a Diagnostic Team that includes the agency with jurisdiction over the pathway or sidewalk.

At skewed grade crossings, the adjustment, re-alignment, or relocation of existing sidewalk grade crossings should be considered when determining the placement of traffic control devices for roadway users.

'''Support. '''The safety of pathway and sidewalk users is enhanced when pathways and sidewalks are designed such that they do not cross the tracks at a narrow angle. The casters of wheelchairs and the wheels of bicycles could fall into and might be constrained in the flangeway gap at a skewed crossing. The flangeway gap is typically 2.5 inches wide at LRT grade crossings and 3 inches wide at railroad grade crossings.

It is desirable that pathways and sidewalks be designed such that they maintain a relatively consistent horizontal alignment and profile from the nearest rail to the detectable warning (if present) or from the nearest rail to the stop line (if present) on each approach to the crossing. Providing a pedestrian refuge area in advance of the stop line or the detectable warning surface so that pedestrians have a place to wait while rail traffic approaches and occupies the crossing can be beneficial to pedestrian safety.

When designing new sidewalk grade crossings, placing the sidewalk outside of the area occupied by grade crossing traffic control devices for vehicular traffic is desirable (see [[#fig913.5.2.2|Figure 913.5.2.2]]). This includes making sure that the counterweights and support arms for the automatic gates for vehicular traffic do not obstruct the sidewalk when the gate is fully lowered.

Additional information regarding the design of pathways and sidewalks is contained in the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

{{SpanID|fig913.5.2.1}}
[[File:Figure 913.5.2.1 Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing.jpg|center|thumb|alt=The first example shows a vertical “pathway” intersecting a horizontal railroad track in the middle of the illustration. A series of horizontal rows of black circles, denoting a “detectable warning” surface and extending across the “pathway”on both sides of the railroad track, is shown within the “railroad right-of-way” and “pathway right-of-way.” The second example shows a vertical two-lane “roadway” with a “sidewalk” to the left of the roadway. A horizontal railroad track intersects both the roadway and sidewalk in the middle of the illustration. A “detectable warning” surface extends across the “sidewalk” on both sides of the railroad track. This surface is shown within the “railroad right-of-way” and “highway right-of-way.” |800px| '''Figure 913.5.2.1''' Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing]]

{{SpanID|fig913.5.2.2}}
[[File:Figure 913.5.2.2 Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing.jpg|center|thumb|alt=A vertical two-lane roadway with a sidewalk to the right is shown. A railroad track crosses the roadway and sidewalk in the middle.
In the right lane, approaching the railroad track crossing, a traffic control warning device with gate arm extending across the lane is shown. On the sidewalk adjacent to the warning device, a “stop line (if used)” is shown in advance of a “detectable warning” surface. Just beyond this surface and to the right of the sidewalk, a “flashing-light signal” is shown. Continuing north on the sidewalk, past the railroad track crossing, another “flashing-light signal” is shown to the right of the sidewalk. Beyond that, a “detectable warning” surface and a “stop line” are shown on the sidewalk. In the left lane, approaching the railroad track crossing, a traffic control warning device with gate arm extending across the lane is shown. |800px| '''Figure 913.5.2.2''' Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing]]

{{SpanID|fig913.5.2.3}}
[[File:Figure 913.5.2.3 Example of Signing and Markings at a Pathway Grade Crossing.jpg|center|thumb|alt=A vertical pathway intersecting two sets of horizontal railroad tracks at the top of the path is shown. Below the bottom set of tracks, a sign assembly is shown to the right of the pathway, facing the path of traffic in the right lane. It is composed of an R15-1 sign mounted above an R15-2P plaque that is mounted above an R1-2 sign “OR” an R1-1 sign. This assembly is shown to the left of an “optional” R15-8 sign. Just below of these assemblies, a “detectable warning” area, and immediately below the area, and a “yield line or stop line (if used)” are shown, extending across the entire path. At the bottom of the path, a W10-1 sign is shown to the right of the path, facing the path traffic in the right lane. |800px| '''Figure 913.5.2.3''' Example of Signing and Markings at a Pathway Grade Crossing]]

=={{SpanID|913.5.3}}913.5.3 Pathway and Sidewalk Grade Crossing Signs and Markings(MUTCD Section 8E.03)==

'''Standard. '''Pathway and sidewalk grade crossing signs shall be standard in shape, legend, and color.

The minimum sizes of sidewalk grade crossing signs that are intended to be viewed only by sidewalk users and of pathway grade crossing signs shall be as shown in the shared-use path column in [[914.1 General (MUTCD Chapter 9A) #tab914.1.2|Table 914.1.2]].

'''Guidance'''. No portion of a traffic control device or its support should protrude into the pathway or sidewalk grade crossing. Sidewalk and pathway grade crossing traffic control devices should be located such that all physical features of the device, including the support hardware, conform to clearance requirements provided by the railroad company and/or transit agency, and the MoDOT Multimodal Division (Rail Section).

The minimum mounting height for post-mounted signs adjacent to pathways and sidewalks should be 4 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the pathway or sidewalk surface.

If overhead traffic control devices are placed above pathways, the clearance from the bottom of the device to the pathway surface directly under the sign or device should be at least 8 feet.

If overhead traffic control devices are placed above pathways that are used by equestrians, the clearance from the bottom of the device to the pathway surface directly under the sign or device should be at least 10 feet.

'''Standard. '''If overhead traffic control devices are placed above sidewalks, the clearance from the bottom of the device to the sidewalk surface directly under the sign or device shall be at least 7 feet.

'''Guidance. '''Traffic control devices mounted adjacent to pathways at a height of less than 8 feet measured vertically from the bottom of the device to the elevation of the near edge of the pathway surface should have a minimum lateral offset of 2 feet from the near edge of the device to the near edge of the pathway.

If pathway users include those who travel faster than pedestrians, such as bicyclists or skaters, warning signs should be installed in advance of the pathway grade crossing (see [[#fig913.5.2.3|Figure 913.5.2.3]]).

=={{SpanID|913.5.4}}913.5.4 Stop Lines, Edge Lines, and Detectable Warnings (MUTCD Section 8E.04)==

'''Guidance. '''A stop line should be provided at a pathway grade crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Option'''. A stop line may be provided at a sidewalk grade crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Guidance. '''If used at pathway or sidewalk grade crossings, the stop line should be a transverse line that extends across the full width of the pathway or sidewalk at the point where a pathway or sidewalk user is to stop. If no detectable warning is provided, the stop line should be placed at least 2 feet in advance of the automatic gate, counterweight, flashing-light signals, or Crossbuck Assembly (if any of these are present), and at least 12 feet from the nearest rail.

'''Option. '''Edge lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.10|EPG 620.2.10]]) to delineate the designated user route may be used on the approach to and across the tracks at a pathway grade crossing, a sidewalk grade crossing, or a station crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Support. '''Edge line delineation can be beneficial where the distance across the tracks is long, commonly because of a skewed grade crossing or because of multiple tracks, or where the pathway or sidewalk surface is immediately adjacent to a traveled way.

Information regarding the design of detectable warning surfaces is contained in the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

'''Standard. '''Detectable warnings (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]]) shall be used at pathway grade crossings where pedestrian travel is permitted and at sidewalk grade crossings and shall extend across the full width of the pathway or sidewalk.

'''Guidance. '''The dimension of the detectable warning in the direction of pedestrian travel should be at least 2 feet.

Detectable warnings should be placed immediately beyond the pathway or sidewalk stop line (if a stop line is present) or should be incorporated into and made a part of the stop line. The downstream edge of the detectable warning should be located at least 2 feet upstream from the automatic gate, counterweight, flashing-light signals, or Crossbuck Assembly (if any of these are present) and at least 12 feet from the nearest rail (see Figures [[#fig913.5.2.2|913.5.2.2]] and [[#fig913.5.2.3|913.5.2.3]]).

If the distance between the nearest rail of two adjacent tracks at a sidewalk or pathway grade crossing is 30 feet or more, additional detectable warnings should be used to designate the limits of the pedestrian refuge area (see [[#fig913.5.4|Figure 913.5.4]]).

'''Option. '''At pathway-LRT and sidewalk-LRT grade crossings, the downstream edge of the detectable warning may be located less than 12 feet from the nearest rail.

'''Guidance. '''The downstream edge of the detectable warning at pathway-LRT and sidewalk-LRT grade crossings should be located at least 2 feet upstream from the automatic gate, counterweight, flashing-light signals, or Crossbuck assembly (if any of these are present), at least 6 feet from the nearest rail, and in accordance with the requirements of the railroad company and/or transit agency, and MoDOT Multimodal Division (Rail Section), (if applicable).

{{SpanID|fig913.5.4}}
[[File:Figure 913.5.4 Example of Detectable Warning and Stop Lines for a Refuge Area at a Sidewalk Grade Crossing.jpg|center|thumb|alt=A vertical two-lane roadway with a “sidewalk” to the right is shown. Two railroad tracks cross the roadway and sidewalk at the lower middle and upper middle, respectively. On the sidewalk, in advance of the lower track crossing, a “stop line (if used)” followed by a “detectable warning” surface is shown. At the lower track crossing, a crossing surface is shown. In between both track crossings, a pedestrian “refuge area” is shown. Beyond that, another “crossing surface” at the upper track crossing, followed by a “detectable warning” surface and “stop line (if used)” is shown on the “sidewalk.” |800px| '''Figure 913.5.4''' Example of Detectable Warning and Stop Lines for a Refuge Area at a Sidewalk Grade Crossing]]

=={{SpanID|913.5.5}}913.5.5 Passive Traffic Control Devices– Crossbuck Assemblies (MUTCD Section 8E.05)==

'''Support. '''The Crossbuck Assembly is provided by the appropriate railroad company. Railroad companies and/or transit agencies are responsible for the installation and maintenance of these signs.

'''Standard. '''Where the nearest edge of a passive pathway or sidewalk grade crossing is located more than 25 feet from the center of the nearest traffic control warning device at the grade crossing, a Crossbuck Assembly (see [[#fig913.5.5|Figure 913.5.5]]) shall be installed on each approach to the pathway or sidewalk grade crossing. The distance shall be measured perpendicular to the traveled way from the center of the support post of a Crossbuck Assembly at a passive grade crossing or from the center of the mast of an active traffic control warning device at an active grade crossing to the nearest edge of the pathway or sidewalk surface where it crosses the track(s) (see [[#fig913.5.2.2|Figure 913.5.2.2]]).

'''Option. '''A Crossbuck Assembly may be installed on the approaches to a pathway or sidewalk grade crossing where the nearest edge of the pathway or sidewalk is located 25 feet or less from the center of the nearest traffic control warning device at a grade crossing.

The Crossbuck Assembly may be omitted at station crossings.

The retroreflective strip on the back of the support may be omitted on the Crossbuck support at a pathway or sidewalk grade crossing.

'''Standard. '''The minimum height, measured vertically from the bottom of the YIELD or STOP sign to the elevation of the near edge of the pathway or sidewalk, of Crossbuck Assemblies installed on pathways or sidewalks shall be 4 feet where the lateral offset to the nearest edge of the sign is 2 feet or more and shall be 7 feet where the lateral offset to the nearest edge of the sign is less than 2 feet (see [[#fig913.5.5|Figure 913.5.5]]).

The minimum lateral offset, measured horizontally from the nearest edge of the pathway or sidewalk to the nearest edge of the Crossbuck Assembly signs, shall be 0 feet for sidewalks and 2 feet for pathways.

{{SpanID|fig913.5.5}}
[[File:Figure 913.5.5. Example of a Crossbuck Assembly at a Pathway or Sidewalk Grade Crossing.jpg|center|thumb|alt=The example shows a sign assembly composed of an R15-1 sign mounted above an R15-2P plaque. This assembly is shown mounted together on a sign support above either an R1-2 sign “OR” an R1-1 sign. An “optional” red or white retroreflective strip is shown attached on front of the sign support. An “optional” red or white retroreflective strip is shown attached on the back of the support. |600px| '''Figure 913.5.5.''' Example of a Crossbuck Assembly at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.6}}913.5.6 Channelizing Devices used with Sidewalk and Pathway Traffic Control Devices (MUTCD Section 8E.06)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic needs to be considered in determining the type and placement of channelizing devices such as swing gates, fencing, and pedestrian barriers.

Where automatic gates and swing gates are used, it is desirable to design the pathway or sidewalk in a manner that channelizes or directs users to the entrance to and exit from the pathway or sidewalk grade crossing.

Swing gates (see Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.9.1|913.5.9.1]], and [[#fig913.5.9.2|913.5.9.2]]) are designed to open away from the track(s) so that pathway or sidewalk users can quickly push the swing gate open when moving away from the track(s), and to automatically return to the closed position after each use.

It is important to use retroreflective material and/or signs on swing gates, maze fencing, or pedestrian barriers that are placed at pathway or sidewalk grade crossings. Illumination of such areas can also be beneficial.

When used in conjunction with automatic gates at a pathway or sidewalk grade crossing, swing gates are typically equipped with a latching device that permits the swing gate to be opened only from the track side of the swing gate. Push bars, kick plates, or similar devices are also appropriate for use on a swing gate.

Latching devices that are used on swing gates need to be designed in a manner such that they are operable by all users of the pathway or sidewalk.

'''Guidance. '''A swing gate should be equipped with a PUSH TO EXIT (I13-2) sign on the track side of the swing gate, and a DO NOT ENTER (R5-1) sign on the side of the swing gate facing away from the tracks (see [[#fig913.5.9.2|Figure 913.5.9.2]]).

'''Support. '''The U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990 contains information regarding the design of swing gates and related hardware.

Where fencing (see Figures [[#fig913.5.6|913.5.6]] and [[#fig913.5.9.1|913.5.9.1]]) is installed to direct pathway or sidewalk users to the grade crossing, it is desirable that this fencing be connected to any continuous existing or new fencing or channelization that has been installed parallel to the track(s) to discourage pedestrians from circumventing the grade crossing.

Pedestrian barriers or fencing, sometimes referred to as a “maze fencing,” direct pathway or sidewalk users to face approaching rail traffic before entering the trackway.

Where used, maze fencing or pedestrian barriers need to be designed to permit the passage of wheelchairs and power-assisted mobility devices, and if bicycles are permitted, to permit the passage of dismounted bicyclists with tandem bicycles, cargo bicycles, or bicycles with trailers.

{{SpanID|fig913.5.6}}
[[File:Figure 913.5.6. Example of an Automatic Pedestrian Gate and anEmergency Escape Route at a Pathway Grade Crossing.jpg|center|thumb|alt=A railroad track crossing at the top of a vertical pathway is shown. At the bottom and to the right of the pathway, a W10-1 sign is shown facing northbound pedestrian traffic. The pathway expands to the left, then up, then back to the right at 90-degree angles to form a vertical rectangle bump out, denoting an “emergency escape route.” “Fencing or pedestrian barrier” followed by a detectable warning surface are shown within this bump out. To the right of this bump out, between the pathway and emergency escape route, a pedestrian barrier is shown. To the right of the barrier, in advance of the track crossing, a “stop line (if used)” followed by a “detectable warning” surface are shown. Beyond that, approaching the track crossing, a traffic control warning device with gate arm extending across the pathway is shown. From the warning device to the track crossing, fencing or pedestrian barrier is shown. |800px| '''Figure 913.5.6.''' Example of an Automatic Pedestrian Gate and anEmergency Escape Route at a Pathway Grade Crossing]]

=={{SpanID|913.5.7}}913.5.7 Active Traffic Control Systems (MUTCD Section 8E.07)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

'''Standard. '''Except as provided in the first Option paragraph below, at pathway-LRT and sidewalk-LRT grade crossings where LRT operating speeds on a semi-exclusive alignment exceed 25 mph, active traffic control systems shall be used.

Except as provided in the first Option paragraph below, at pathway-LRT and sidewalk-LRT grade crossings where LRT operating speeds on a semi-exclusive alignment exceed 40 mph, active traffic control systems, including automatic gates, shall be used.

If used at a pathway or sidewalk grade crossing, an active traffic control system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.1|EPG 913.4.1]]) shall include flashing-light signals (see [[#fig913.5.7|Figure 913.5.7]]) on each approach to the crossing.

'''Guidance'''. If used at a pathway or sidewalk grade crossing, an active traffic control system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.1|EPG 913.4.1]]) should include an audible device such as a bell that is operated in conjunction with the flashing-light signals.

'''Option. '''Flashing-light signals, bells, and other audible warning devices may be omitted at pathway or sidewalk grade crossings that are located within 25 feet of an active warning device at a grade crossing that is equipped with those devices.

Additional pairs of flashing-light signals, bells, or other audible warning devices may be installed on the active traffic control devices at a grade crossing for pathway or sidewalk users approaching the grade crossing from the back side of those devices.

'''Guidance. '''Where railroad or LRT tracks in a semi-exclusive alignment are parallel and immediately adjacent to a roadway and if adequate space exists, a pedestrian refuge area or island should be provided between the tracks and the roadway to permit pedestrians to stand clear of the tracks while waiting to cross the roadway and to stand clear of the roadway while waiting to cross the tracks. If a pedestrian refuge area or island is provided at a signalized crossing of the roadway, additional pedestrian features (see [[902.9 Pedestrian Control Features (MUTCD Chapter 4I) #902.9|EPG 902.9]]), such as signal heads, signing, and detectors, should be installed in the refuge area or on the island.

{{SpanID|fig913.5.7}}
[[File:Fig8E-7_FlashingAignal.jpg|center|thumb|alt=A post-mounted flashing-light signal with two red lights is shown mounted in a horizontal line. The two “flashing red lights” are shown with visors over the top and background disks behind the lenses and are shown mounted on a support post. An R15-1 sign is also shown mounted on the post above the post-mounted lights with an “audible device” on top of the post. This signal assembly is displayed to the right of a “pathway or sidewalk.” |600px| '''Figure 913.5.7.''' Example of a Flashing-Light Signal Assembly at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.8}}913.5.8 Active Traffic Control Devices – Signals (MUTCD Section 8E.08)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

Pedestrian signal heads are typically used at highway-highway intersections where pedestrians have an expectation that other roadway users will sometimes be legally required to yield the right-of-way to them. At grade crossings where rail traffic does not stop, pedestrians will not have the right-of-way yielded to them. Therefore, pedestrian signal heads are not an appropriate traffic control device to use at a pathway or sidewalk grade crossing where rail traffic does not stop. Instead, the universal application of horizontally-aligned, alternately-flashing red lights is the uniform active traffic control device for all grade crossings where rail traffic does not stop including pathway and sidewalk grade crossings.

'''Standard. '''Except as provided in the Option paragraph below, pedestrian signal heads as described in Chapter 4I comprised of Upraised Hand and Walking Person symbols shall not be used at a pathway or sidewalk grade crossing.

'''Option. '''Pedestrian signal heads may be used at a pathway or sidewalk grade crossing where the movement of LRT vehicles is controlled by a traffic control signal or by special LRT signals (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.15|EPG 913.4.15]]).

'''Standard. '''If used at a pathway or sidewalk grade crossing, flashing-light signals shall be aligned horizontally, and the light units shall have a diameter of at least 4 inches. For 4-inch diameter light units, the light centers shall be spaced approximately 16 inches apart and, if used, the flashing light unit backgrounds shall be at least 8 inches in diameter.

Each red signal unit in the flashing-light signal shall flash alternately. The number of flashes per minute for each lamp shall be 35 minimum and 65 maximum. Each lamp shall be illuminated for approximately the same length of time. The total time of illumination of each pair of lamps shall be the entire operating time.

The minimum mounting height of the flashing-light signals shall be 4 feet, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway or sidewalk surface.

'''Option. '''At station, pathway, or sidewalk grade crossings with multiple tracks, traffic control devices may be installed between the tracks in compliance with any railroad clearance requirements.

'''Standard. '''The mounting height for flashing-light signals that are installed between the tracks at multiple-track crossings shall be a minimum of 1 foot, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway surface.

'''Guidance. '''If a Diagnostic Team finds that a flashing-light signal with a Crossbuck sign and an audible device is still not resulting in appropriate pedestrian behavior, consideration should be given to also installing an automatic pedestrian gate (see [[#913.5.9|EPG 913.5.9]]).

Flashing-light signals (see [[#fig913.5.7|Figure 913.5.7]]) with a Crossbuck (R15-1) sign and an audible device should be installed along semi-exclusive LRT alignments at station, pathway, or sidewalk grade crossings where the Diagnostic Team has determined that the sight distance is not sufficient for pathway or sidewalk users to complete their crossing prior to the arrival of LRT traffic at the crossing.

If the Diagnostic Team determines that flashing-light signals with a Crossbuck sign and an audible device would not provide sufficient notice of approaching LRT traffic, consideration should be given to also installing an automatic pedestrian gate (see [[#913.5.9|EPG 913.5.9]]) with appropriate channelization or fencing.

{{SpanID|fig913.5.8}}
[[File:Fig8E-8_AutoPedGate.jpg|center|thumb|alt= A flashing-light signal assembly is shown with an alternating, retroreflective red and white vertically striped automatic gate assembly/arm, with one red light on the top edge at the far left end. The gate is shown in the horizontal position to the left of the sign assembly, extending across the “pathway or sidewalk.”|800px| '''Figure 913.5.8.''' Example of an Automatic Pedestrian Gate at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.9}}913.5.9 Active Traffic Control Devices – Automatic Pedestrian Gates (MUTCD Section 8E.09)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

'''Option. '''Automatic pedestrian gates (see Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.8|913.5.8]], [[#fig913.5.9.1|913.5.9.1]], [[#fig913.5.9.3|913.5.9.3]], and [[#fig913.5.10|913.5.10]]) may be used at pathway or sidewalk grade crossings.

'''Standard. '''A pathway or sidewalk grade crossing across tracks where trains are permitted to travel at speeds of 80 mph or higher shall be equipped with a system of automatic pedestrian gates and an escape area with swing gates and fencing installed in the vicinity of the crossing to direct users to the pathway or sidewalk grade crossing (see [[#fig913.5.6|Figure 913.5.6]]) unless the Diagnostic Team determines that other safety treatments for the crossing would be more appropriate.

'''Guidance. '''Where automatic pedestrian gates are installed across a pathway or sidewalk at a grade crossing, or where a sidewalk is located between the edge of a roadway and the support for an automatic gate arm that extends across the sidewalk and into the roadway, an emergency escape route (see Figures [[#fig913.5.9.1|913.5.9.1]] and [[#fig913.5.9.2|913.5.9.2]]) should be provided to allow pedestrians to egress away from the track area when the automatic pedestrian gates are activated.

'''Standard. '''Except as provided in the Option paragraph below, automatic pedestrian gate arms shall be provided with at least one red light as shown in Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.8|913.5.8]], [[#fig913.5.9.1|913.5.9.1]], [[#fig913.5.9.3|913.5.9.3]], and [[#fig913.5.10|913.5.10]]. This light shall be continuously illuminated whenever the warning system is active.

If any red lights in addition to the continuously-illuminated red light that is required in the preceding paragraph are provided on the automatic pedestrian gate arm, they shall be installed in pairs and shall be flashed alternately in unison with the other flashing-light units at the crossing.

'''Option'''. The red light on an automatic pedestrian gate arm may be omitted if the pathway or sidewalk grade crossing is located within 25 feet of the traveled way at a highway-rail or highway-LRT grade crossing that is equipped with active warning devices (see [[#fig913.5.9.3|Figure 913.5.9.3]]).

'''Guidance. '''If used at a pathway or sidewalk grade crossing, the height of the automatic pedestrian gate arm when in the down position should be a minimum of 3 feet and a maximum of 4 feet above the pathway or sidewalk.

If used at a pathway or sidewalk grade crossing, the gate configuration, which might include a combination of automatic pedestrian gates and swing gates, should provide for full-width coverage of the pathway or sidewalk on each approach to the crossing.

'''Standard. '''Where a sidewalk is located between the edge of a roadway and the support for an automatic gate arm that extends across the sidewalk and into the roadway, the location, placement, and height prescribed for vehicular gates shall be used (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.3|EPG 913.4.3]]).

'''Guidance'''. Except as provided in the first Option paragraph below, if a separate automatic pedestrian gate is used for a sidewalk at a highway-rail or highway-LRT grade crossing, instead of a supplemental or auxiliary gate arm installed as a part of the same mechanism as the vehicular gate, a separate mechanism (see [[#fig913.5.9.3|Figure 913.5.9.3]]) should be provided for the separate automatic pedestrian gate so that if a pedestrian manually raises the pedestrian gate arm, it will have no effect on the vehicular gate.

'''Option'''. A supplemental or auxiliary pedestrian gate arm installed as a part of the same mechanism as the vehicular gate may be used if the operating mechanism is designed to prevent the vehicular gate from being raised as a result of a pedestrian manually raising the pedestrian gate arm.

A horizontal hanging bar (see [[#fig913.5.10|Figure 913.5.10]]) may be attached to an automatic pedestrian gate at a pathway or sidewalk grade crossing to inform pedestrians with vision disabilities that the automatic pedestrian gate is in the down position and to reduce the likelihood that pedestrians will violate a lowered crossing gate.

'''Guidance. '''If a horizontal hanging bar is attached to an automatic pedestrian gate, the height of the horizontal hanging bar when in the down position should be a maximum of 26 inches above the pathway or sidewalk.

{{SpanID|fig913.5.9.1}}
[[File:Fig8E-9_TrafficControl-GatesGradeCrossing.jpg|center|thumb|alt=Example A – “Sidewalks on outside of vehicular gates” shows a vertical two-lane roadway with gates for both directions. Train tracks are positioned left to right through the center of the vertical roadway. Sidewalks are positioned on either side of the roadway with gates placed on both sides of the train tracks to control pedestrian movement. Example B – “Sidewalks on inside of vehicular gates” is the same concept as Example A except the sidewalks are close to the roadway and share the same gate as the roadway. The sidewalks opposite the swing gates have their own pedestrian gate. |800px| '''Figure 913.5.9.1.''' Example of Active Traffic Control Systems with Automatic Pedestrian Gates and Swing Gates at a Sidewalk Grade Crossing]]

{{SpanID|fig913.5.9.2}}
[[File:Fig8E-10_Example of Traffic Control Devices for an Optional Swing Gate-DRAFT.jpg|center|thumb|alt=A flashing-light signal assembly is shown with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the sidewalk, curb, and roadway. To the right of the traffic control devices, an “emergency escape route” is shown as a swing gate with an R5-1 sign on the side facing away from the track and an I13-2 sign on the track side. |800px| '''Figure 913.5.9.2.''' Example of Traffic Control Devices for an Optional Swing Gate]]

{{SpanID|fig913.5.9.3}}
[[File:Fig8E-11_Example of a Separate Automatic Pedestrian Gate-DRAFT.jpg|center|thumb|alt=Two signal assemblies are shown next to each other; however, the assembly on the left is larger. The larger assembly is shown as a flashing-light signal assembly with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the curb and roadway. The smaller assembly shows the same signal assembly but with only one red light along the top edge of the gate arm. The gate is shown extending over a sidewalk or pathway.” |800px| '''Figure 913.5.9.3.''' Example of a Separate Automatic Pedestrian Gate]]

=={{SpanID|913.5.10}}913.5.10 Active Traffic Control Devices – Multiple-Track Pathway or Sidewalk Grade Crossings (MUTCD Section 8E.10)==

'''Guidance. '''Where railroad or LRT tracks are immediately adjacent to other tracks, the traffic control devices that control pedestrian movements should be designed to avoid having pedestrians wait between sets of tracks.

{{SpanID|fig913.5.10}}
[[File:Fig8E-12_AutoPedestrianGate-DRAFT.jpg|center|thumb|alt=A flashing-light signal assembly is shown with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the “pathway or sidewalk. To the left of the signal assembly and separated, but attached and below the automatic gate arm, a vertical alternating red and white striped “horizontal hanging bar” is shown, also extending over the “pathway or sidewalk.” |800px| '''Figure 913.5.10.''' Example of an Automatic Pedestrian Gate with a Horizontal Hanging Bar at a Pathway or Sidewalk Grade Crossing]]

File:Figure 913.5.6. Example of an Automatic Pedestrian Gate and anEmergency Escape Route at a Pathway Grade Crossing.jpg

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913.5 Pathway and Sidewalk Grade Crossings (MUTCD Chapter 8E)

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RollerA: /* {{SpanID|913.5.5}}913.5.5 Passive Traffic Control Devices– Crossbuck Assemblies (MUTCD Section 8E.05) */

[[Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913.5]]
=={{SpanID|913.5.1}}913.5.1 Purpose (MUTCD Section 8E.01)==

'''Support. '''Traffic control for pathway and sidewalk grade crossings includes all signs, signals, markings, other warning devices, and their supports at pathway and sidewalk grade crossings and along pathway and sidewalk approaches to grade crossings. The function of this traffic control is to promote safety and provide effective operation of both rail and pathway or sidewalk traffic at pathway or sidewalk grade crossings.

Other physical treatments that are described in this article that are also applicable to pathways and sidewalks at grade crossings, such as detectable warnings, swing gates, and fencing, provide increased safety for pathway and sidewalk users.

Crosswalk markings at intersections where pedestrians cross LRT tracks in mixed-use alignments are covered by the provisions of [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]] rather than by the provisions of this article.

[[#fig913.5.2.1|Figure 913.5.2.1]] illustrates the difference between a pathway grade crossing and a sidewalk grade crossing. A pathway is frequently placed in its own right-of-way on an alignment that is independent of any roadway. If a pathway is built parallel to a roadway, it is physically separated from the roadway by an open space or barrier such that the traffic control devices for the roadway grade crossing do not exert an influence over or provide adequate warning to pathway users. A sidewalk runs parallel to a roadway within the highway right-of-way and is close enough to the edge of the roadway’s traveled way that the traffic control devices for the roadway grade crossing can frequently exert an influence over or provide adequate warning to sidewalk users. Pathways are typically used by both pedestrians and bicyclists, whereas sidewalks are typically used only by pedestrians.

=={{SpanID|913.5.2}}913.5.2 Use of Standard Devices, Systems, and Practices (MUTCD Section 8E.02)==

'''Guidance. '''The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic should be considered in determining the type and placement of traffic control devices at pathway or sidewalk grade crossings.

The traffic control devices, including the appropriate traffic control system to be used, and other physical treatments at a pathway or sidewalk grade crossing should be determined by a Diagnostic Team that includes the agency with jurisdiction over the pathway or sidewalk.

At skewed grade crossings, the adjustment, re-alignment, or relocation of existing sidewalk grade crossings should be considered when determining the placement of traffic control devices for roadway users.

'''Support. '''The safety of pathway and sidewalk users is enhanced when pathways and sidewalks are designed such that they do not cross the tracks at a narrow angle. The casters of wheelchairs and the wheels of bicycles could fall into and might be constrained in the flangeway gap at a skewed crossing. The flangeway gap is typically 2.5 inches wide at LRT grade crossings and 3 inches wide at railroad grade crossings.

It is desirable that pathways and sidewalks be designed such that they maintain a relatively consistent horizontal alignment and profile from the nearest rail to the detectable warning (if present) or from the nearest rail to the stop line (if present) on each approach to the crossing. Providing a pedestrian refuge area in advance of the stop line or the detectable warning surface so that pedestrians have a place to wait while rail traffic approaches and occupies the crossing can be beneficial to pedestrian safety.

When designing new sidewalk grade crossings, placing the sidewalk outside of the area occupied by grade crossing traffic control devices for vehicular traffic is desirable (see [[#fig913.5.2.2|Figure 913.5.2.2]]). This includes making sure that the counterweights and support arms for the automatic gates for vehicular traffic do not obstruct the sidewalk when the gate is fully lowered.

Additional information regarding the design of pathways and sidewalks is contained in the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

{{SpanID|fig913.5.2.1}}
[[File:Figure 913.5.2.1 Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing.jpg|center|thumb|alt=The first example shows a vertical “pathway” intersecting a horizontal railroad track in the middle of the illustration. A series of horizontal rows of black circles, denoting a “detectable warning” surface and extending across the “pathway”on both sides of the railroad track, is shown within the “railroad right-of-way” and “pathway right-of-way.” The second example shows a vertical two-lane “roadway” with a “sidewalk” to the left of the roadway. A horizontal railroad track intersects both the roadway and sidewalk in the middle of the illustration. A “detectable warning” surface extends across the “sidewalk” on both sides of the railroad track. This surface is shown within the “railroad right-of-way” and “highway right-of-way.” |800px| '''Figure 913.5.2.1''' Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing]]

{{SpanID|fig913.5.2.2}}
[[File:Figure 913.5.2.2 Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing.jpg|center|thumb|alt=A vertical two-lane roadway with a sidewalk to the right is shown. A railroad track crosses the roadway and sidewalk in the middle.
In the right lane, approaching the railroad track crossing, a traffic control warning device with gate arm extending across the lane is shown. On the sidewalk adjacent to the warning device, a “stop line (if used)” is shown in advance of a “detectable warning” surface. Just beyond this surface and to the right of the sidewalk, a “flashing-light signal” is shown. Continuing north on the sidewalk, past the railroad track crossing, another “flashing-light signal” is shown to the right of the sidewalk. Beyond that, a “detectable warning” surface and a “stop line” are shown on the sidewalk. In the left lane, approaching the railroad track crossing, a traffic control warning device with gate arm extending across the lane is shown. |800px| '''Figure 913.5.2.2''' Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing]]

{{SpanID|fig913.5.2.3}}
[[File:Figure 913.5.2.3 Example of Signing and Markings at a Pathway Grade Crossing.jpg|center|thumb|alt=A vertical pathway intersecting two sets of horizontal railroad tracks at the top of the path is shown. Below the bottom set of tracks, a sign assembly is shown to the right of the pathway, facing the path of traffic in the right lane. It is composed of an R15-1 sign mounted above an R15-2P plaque that is mounted above an R1-2 sign “OR” an R1-1 sign. This assembly is shown to the left of an “optional” R15-8 sign. Just below of these assemblies, a “detectable warning” area, and immediately below the area, and a “yield line or stop line (if used)” are shown, extending across the entire path. At the bottom of the path, a W10-1 sign is shown to the right of the path, facing the path traffic in the right lane. |800px| '''Figure 913.5.2.3''' Example of Signing and Markings at a Pathway Grade Crossing]]

=={{SpanID|913.5.3}}913.5.3 Pathway and Sidewalk Grade Crossing Signs and Markings(MUTCD Section 8E.03)==

'''Standard. '''Pathway and sidewalk grade crossing signs shall be standard in shape, legend, and color.

The minimum sizes of sidewalk grade crossing signs that are intended to be viewed only by sidewalk users and of pathway grade crossing signs shall be as shown in the shared-use path column in [[914.1 General (MUTCD Chapter 9A) #tab914.1.2|Table 914.1.2]].

'''Guidance'''. No portion of a traffic control device or its support should protrude into the pathway or sidewalk grade crossing. Sidewalk and pathway grade crossing traffic control devices should be located such that all physical features of the device, including the support hardware, conform to clearance requirements provided by the railroad company and/or transit agency, and the MoDOT Multimodal Division (Rail Section).

The minimum mounting height for post-mounted signs adjacent to pathways and sidewalks should be 4 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the pathway or sidewalk surface.

If overhead traffic control devices are placed above pathways, the clearance from the bottom of the device to the pathway surface directly under the sign or device should be at least 8 feet.

If overhead traffic control devices are placed above pathways that are used by equestrians, the clearance from the bottom of the device to the pathway surface directly under the sign or device should be at least 10 feet.

'''Standard. '''If overhead traffic control devices are placed above sidewalks, the clearance from the bottom of the device to the sidewalk surface directly under the sign or device shall be at least 7 feet.

'''Guidance. '''Traffic control devices mounted adjacent to pathways at a height of less than 8 feet measured vertically from the bottom of the device to the elevation of the near edge of the pathway surface should have a minimum lateral offset of 2 feet from the near edge of the device to the near edge of the pathway.

If pathway users include those who travel faster than pedestrians, such as bicyclists or skaters, warning signs should be installed in advance of the pathway grade crossing (see [[#fig913.5.2.3|Figure 913.5.2.3]]).

=={{SpanID|913.5.4}}913.5.4 Stop Lines, Edge Lines, and Detectable Warnings (MUTCD Section 8E.04)==

'''Guidance. '''A stop line should be provided at a pathway grade crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Option'''. A stop line may be provided at a sidewalk grade crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Guidance. '''If used at pathway or sidewalk grade crossings, the stop line should be a transverse line that extends across the full width of the pathway or sidewalk at the point where a pathway or sidewalk user is to stop. If no detectable warning is provided, the stop line should be placed at least 2 feet in advance of the automatic gate, counterweight, flashing-light signals, or Crossbuck Assembly (if any of these are present), and at least 12 feet from the nearest rail.

'''Option. '''Edge lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.10|EPG 620.2.10]]) to delineate the designated user route may be used on the approach to and across the tracks at a pathway grade crossing, a sidewalk grade crossing, or a station crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Support. '''Edge line delineation can be beneficial where the distance across the tracks is long, commonly because of a skewed grade crossing or because of multiple tracks, or where the pathway or sidewalk surface is immediately adjacent to a traveled way.

Information regarding the design of detectable warning surfaces is contained in the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

'''Standard. '''Detectable warnings (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]]) shall be used at pathway grade crossings where pedestrian travel is permitted and at sidewalk grade crossings and shall extend across the full width of the pathway or sidewalk.

'''Guidance. '''The dimension of the detectable warning in the direction of pedestrian travel should be at least 2 feet.

Detectable warnings should be placed immediately beyond the pathway or sidewalk stop line (if a stop line is present) or should be incorporated into and made a part of the stop line. The downstream edge of the detectable warning should be located at least 2 feet upstream from the automatic gate, counterweight, flashing-light signals, or Crossbuck Assembly (if any of these are present) and at least 12 feet from the nearest rail (see Figures [[#fig913.5.2.2|913.5.2.2]] and [[#fig913.5.2.3|913.5.2.3]]).

If the distance between the nearest rail of two adjacent tracks at a sidewalk or pathway grade crossing is 30 feet or more, additional detectable warnings should be used to designate the limits of the pedestrian refuge area (see [[#fig913.5.4|Figure 913.5.4]]).

'''Option. '''At pathway-LRT and sidewalk-LRT grade crossings, the downstream edge of the detectable warning may be located less than 12 feet from the nearest rail.

'''Guidance. '''The downstream edge of the detectable warning at pathway-LRT and sidewalk-LRT grade crossings should be located at least 2 feet upstream from the automatic gate, counterweight, flashing-light signals, or Crossbuck assembly (if any of these are present), at least 6 feet from the nearest rail, and in accordance with the requirements of the railroad company and/or transit agency, and MoDOT Multimodal Division (Rail Section), (if applicable).

{{SpanID|fig913.5.4}}
[[File:Figure 913.5.4 Example of Detectable Warning and Stop Lines for a Refuge Area at a Sidewalk Grade Crossing.jpg|center|thumb|alt=A vertical two-lane roadway with a “sidewalk” to the right is shown. Two railroad tracks cross the roadway and sidewalk at the lower middle and upper middle, respectively. On the sidewalk, in advance of the lower track crossing, a “stop line (if used)” followed by a “detectable warning” surface is shown. At the lower track crossing, a crossing surface is shown. In between both track crossings, a pedestrian “refuge area” is shown. Beyond that, another “crossing surface” at the upper track crossing, followed by a “detectable warning” surface and “stop line (if used)” is shown on the “sidewalk.” |800px| '''Figure 913.5.4''' Example of Detectable Warning and Stop Lines for a Refuge Area at a Sidewalk Grade Crossing]]

=={{SpanID|913.5.5}}913.5.5 Passive Traffic Control Devices– Crossbuck Assemblies (MUTCD Section 8E.05)==

'''Support. '''The Crossbuck Assembly is provided by the appropriate railroad company. Railroad companies and/or transit agencies are responsible for the installation and maintenance of these signs.

'''Standard. '''Where the nearest edge of a passive pathway or sidewalk grade crossing is located more than 25 feet from the center of the nearest traffic control warning device at the grade crossing, a Crossbuck Assembly (see [[#fig913.5.5|Figure 913.5.5]]) shall be installed on each approach to the pathway or sidewalk grade crossing. The distance shall be measured perpendicular to the traveled way from the center of the support post of a Crossbuck Assembly at a passive grade crossing or from the center of the mast of an active traffic control warning device at an active grade crossing to the nearest edge of the pathway or sidewalk surface where it crosses the track(s) (see [[#fig913.5.2.2|Figure 913.5.2.2]]).

'''Option. '''A Crossbuck Assembly may be installed on the approaches to a pathway or sidewalk grade crossing where the nearest edge of the pathway or sidewalk is located 25 feet or less from the center of the nearest traffic control warning device at a grade crossing.

The Crossbuck Assembly may be omitted at station crossings.

The retroreflective strip on the back of the support may be omitted on the Crossbuck support at a pathway or sidewalk grade crossing.

'''Standard. '''The minimum height, measured vertically from the bottom of the YIELD or STOP sign to the elevation of the near edge of the pathway or sidewalk, of Crossbuck Assemblies installed on pathways or sidewalks shall be 4 feet where the lateral offset to the nearest edge of the sign is 2 feet or more and shall be 7 feet where the lateral offset to the nearest edge of the sign is less than 2 feet (see [[#fig913.5.5|Figure 913.5.5]]).

The minimum lateral offset, measured horizontally from the nearest edge of the pathway or sidewalk to the nearest edge of the Crossbuck Assembly signs, shall be 0 feet for sidewalks and 2 feet for pathways.

{{SpanID|fig913.5.5}}
[[File:Figure 913.5.5. Example of a Crossbuck Assembly at a Pathway or Sidewalk Grade Crossing.jpg|center|thumb|alt=The example shows a sign assembly composed of an R15-1 sign mounted above an R15-2P plaque. This assembly is shown mounted together on a sign support above either an R1-2 sign “OR” an R1-1 sign. An “optional” red or white retroreflective strip is shown attached on front of the sign support. An “optional” red or white retroreflective strip is shown attached on the back of the support. |600px| '''Figure 913.5.5.''' Example of a Crossbuck Assembly at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.6}}913.5.6 Channelizing Devices used with Sidewalk and Pathway Traffic Control Devices (MUTCD Section 8E.06)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic needs to be considered in determining the type and placement of channelizing devices such as swing gates, fencing, and pedestrian barriers.

Where automatic gates and swing gates are used, it is desirable to design the pathway or sidewalk in a manner that channelizes or directs users to the entrance to and exit from the pathway or sidewalk grade crossing.

Swing gates (see Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.9.1|913.5.9.1]], and [[#fig913.5.9.2|913.5.9.2]]) are designed to open away from the track(s) so that pathway or sidewalk users can quickly push the swing gate open when moving away from the track(s), and to automatically return to the closed position after each use.

It is important to use retroreflective material and/or signs on swing gates, maze fencing, or pedestrian barriers that are placed at pathway or sidewalk grade crossings. Illumination of such areas can also be beneficial.

When used in conjunction with automatic gates at a pathway or sidewalk grade crossing, swing gates are typically equipped with a latching device that permits the swing gate to be opened only from the track side of the swing gate. Push bars, kick plates, or similar devices are also appropriate for use on a swing gate.

Latching devices that are used on swing gates need to be designed in a manner such that they are operable by all users of the pathway or sidewalk.

'''Guidance. '''A swing gate should be equipped with a PUSH TO EXIT (I13-2) sign on the track side of the swing gate, and a DO NOT ENTER (R5-1) sign on the side of the swing gate facing away from the tracks (see [[#fig913.5.9.2|Figure 913.5.9.2]]).

'''Support. '''The U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990 contains information regarding the design of swing gates and related hardware.

Where fencing (see Figures [[#fig913.5.6|913.5.6]] and [[#fig913.5.9.1|913.5.9.1]]) is installed to direct pathway or sidewalk users to the grade crossing, it is desirable that this fencing be connected to any continuous existing or new fencing or channelization that has been installed parallel to the track(s) to discourage pedestrians from circumventing the grade crossing.

Pedestrian barriers or fencing, sometimes referred to as a “maze fencing,” direct pathway or sidewalk users to face approaching rail traffic before entering the trackway.

Where used, maze fencing or pedestrian barriers need to be designed to permit the passage of wheelchairs and power-assisted mobility devices, and if bicycles are permitted, to permit the passage of dismounted bicyclists with tandem bicycles, cargo bicycles, or bicycles with trailers.

{{SpanID|fig913.5.6}}
[[File:Fig8E-6_AutoPedGateGradeCrossing.jpg|center|thumb|alt=A railroad track crossing at the top of a vertical pathway is shown. At the bottom and to the right of the pathway, a W10-1 sign is shown facing northbound pedestrian traffic. The pathway expands to the left, then up, then back to the right at 90-degree angles to form a vertical rectangle bump out, denoting an “emergency escape route.” “Fencing or pedestrian barrier” followed by a detectable warning surface are shown within this bump out. To the right of this bump out, between the pathway and emergency escape route, a pedestrian barrier is shown. To the right of the barrier, in advance of the track crossing, a “stop line (if used)” followed by a “detectable warning” surface are shown. Beyond that, approaching the track crossing, a traffic control warning device with gate arm extending across the pathway is shown. From the warning device to the track crossing, fencing or pedestrian barrier is shown. |800px| '''Figure 913.5.6.''' Example of an Automatic Pedestrian Gate and anEmergency Escape Route at a Pathway Grade Crossing]]

=={{SpanID|913.5.7}}913.5.7 Active Traffic Control Systems (MUTCD Section 8E.07)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

'''Standard. '''Except as provided in the first Option paragraph below, at pathway-LRT and sidewalk-LRT grade crossings where LRT operating speeds on a semi-exclusive alignment exceed 25 mph, active traffic control systems shall be used.

Except as provided in the first Option paragraph below, at pathway-LRT and sidewalk-LRT grade crossings where LRT operating speeds on a semi-exclusive alignment exceed 40 mph, active traffic control systems, including automatic gates, shall be used.

If used at a pathway or sidewalk grade crossing, an active traffic control system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.1|EPG 913.4.1]]) shall include flashing-light signals (see [[#fig913.5.7|Figure 913.5.7]]) on each approach to the crossing.

'''Guidance'''. If used at a pathway or sidewalk grade crossing, an active traffic control system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.1|EPG 913.4.1]]) should include an audible device such as a bell that is operated in conjunction with the flashing-light signals.

'''Option. '''Flashing-light signals, bells, and other audible warning devices may be omitted at pathway or sidewalk grade crossings that are located within 25 feet of an active warning device at a grade crossing that is equipped with those devices.

Additional pairs of flashing-light signals, bells, or other audible warning devices may be installed on the active traffic control devices at a grade crossing for pathway or sidewalk users approaching the grade crossing from the back side of those devices.

'''Guidance. '''Where railroad or LRT tracks in a semi-exclusive alignment are parallel and immediately adjacent to a roadway and if adequate space exists, a pedestrian refuge area or island should be provided between the tracks and the roadway to permit pedestrians to stand clear of the tracks while waiting to cross the roadway and to stand clear of the roadway while waiting to cross the tracks. If a pedestrian refuge area or island is provided at a signalized crossing of the roadway, additional pedestrian features (see [[902.9 Pedestrian Control Features (MUTCD Chapter 4I) #902.9|EPG 902.9]]), such as signal heads, signing, and detectors, should be installed in the refuge area or on the island.

{{SpanID|fig913.5.7}}
[[File:Fig8E-7_FlashingAignal.jpg|center|thumb|alt=A post-mounted flashing-light signal with two red lights is shown mounted in a horizontal line. The two “flashing red lights” are shown with visors over the top and background disks behind the lenses and are shown mounted on a support post. An R15-1 sign is also shown mounted on the post above the post-mounted lights with an “audible device” on top of the post. This signal assembly is displayed to the right of a “pathway or sidewalk.” |600px| '''Figure 913.5.7.''' Example of a Flashing-Light Signal Assembly at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.8}}913.5.8 Active Traffic Control Devices – Signals (MUTCD Section 8E.08)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

Pedestrian signal heads are typically used at highway-highway intersections where pedestrians have an expectation that other roadway users will sometimes be legally required to yield the right-of-way to them. At grade crossings where rail traffic does not stop, pedestrians will not have the right-of-way yielded to them. Therefore, pedestrian signal heads are not an appropriate traffic control device to use at a pathway or sidewalk grade crossing where rail traffic does not stop. Instead, the universal application of horizontally-aligned, alternately-flashing red lights is the uniform active traffic control device for all grade crossings where rail traffic does not stop including pathway and sidewalk grade crossings.

'''Standard. '''Except as provided in the Option paragraph below, pedestrian signal heads as described in Chapter 4I comprised of Upraised Hand and Walking Person symbols shall not be used at a pathway or sidewalk grade crossing.

'''Option. '''Pedestrian signal heads may be used at a pathway or sidewalk grade crossing where the movement of LRT vehicles is controlled by a traffic control signal or by special LRT signals (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.15|EPG 913.4.15]]).

'''Standard. '''If used at a pathway or sidewalk grade crossing, flashing-light signals shall be aligned horizontally, and the light units shall have a diameter of at least 4 inches. For 4-inch diameter light units, the light centers shall be spaced approximately 16 inches apart and, if used, the flashing light unit backgrounds shall be at least 8 inches in diameter.

Each red signal unit in the flashing-light signal shall flash alternately. The number of flashes per minute for each lamp shall be 35 minimum and 65 maximum. Each lamp shall be illuminated for approximately the same length of time. The total time of illumination of each pair of lamps shall be the entire operating time.

The minimum mounting height of the flashing-light signals shall be 4 feet, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway or sidewalk surface.

'''Option. '''At station, pathway, or sidewalk grade crossings with multiple tracks, traffic control devices may be installed between the tracks in compliance with any railroad clearance requirements.

'''Standard. '''The mounting height for flashing-light signals that are installed between the tracks at multiple-track crossings shall be a minimum of 1 foot, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway surface.

'''Guidance. '''If a Diagnostic Team finds that a flashing-light signal with a Crossbuck sign and an audible device is still not resulting in appropriate pedestrian behavior, consideration should be given to also installing an automatic pedestrian gate (see [[#913.5.9|EPG 913.5.9]]).

Flashing-light signals (see [[#fig913.5.7|Figure 913.5.7]]) with a Crossbuck (R15-1) sign and an audible device should be installed along semi-exclusive LRT alignments at station, pathway, or sidewalk grade crossings where the Diagnostic Team has determined that the sight distance is not sufficient for pathway or sidewalk users to complete their crossing prior to the arrival of LRT traffic at the crossing.

If the Diagnostic Team determines that flashing-light signals with a Crossbuck sign and an audible device would not provide sufficient notice of approaching LRT traffic, consideration should be given to also installing an automatic pedestrian gate (see [[#913.5.9|EPG 913.5.9]]) with appropriate channelization or fencing.

{{SpanID|fig913.5.8}}
[[File:Fig8E-8_AutoPedGate.jpg|center|thumb|alt= A flashing-light signal assembly is shown with an alternating, retroreflective red and white vertically striped automatic gate assembly/arm, with one red light on the top edge at the far left end. The gate is shown in the horizontal position to the left of the sign assembly, extending across the “pathway or sidewalk.”|800px| '''Figure 913.5.8.''' Example of an Automatic Pedestrian Gate at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.9}}913.5.9 Active Traffic Control Devices – Automatic Pedestrian Gates (MUTCD Section 8E.09)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

'''Option. '''Automatic pedestrian gates (see Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.8|913.5.8]], [[#fig913.5.9.1|913.5.9.1]], [[#fig913.5.9.3|913.5.9.3]], and [[#fig913.5.10|913.5.10]]) may be used at pathway or sidewalk grade crossings.

'''Standard. '''A pathway or sidewalk grade crossing across tracks where trains are permitted to travel at speeds of 80 mph or higher shall be equipped with a system of automatic pedestrian gates and an escape area with swing gates and fencing installed in the vicinity of the crossing to direct users to the pathway or sidewalk grade crossing (see [[#fig913.5.6|Figure 913.5.6]]) unless the Diagnostic Team determines that other safety treatments for the crossing would be more appropriate.

'''Guidance. '''Where automatic pedestrian gates are installed across a pathway or sidewalk at a grade crossing, or where a sidewalk is located between the edge of a roadway and the support for an automatic gate arm that extends across the sidewalk and into the roadway, an emergency escape route (see Figures [[#fig913.5.9.1|913.5.9.1]] and [[#fig913.5.9.2|913.5.9.2]]) should be provided to allow pedestrians to egress away from the track area when the automatic pedestrian gates are activated.

'''Standard. '''Except as provided in the Option paragraph below, automatic pedestrian gate arms shall be provided with at least one red light as shown in Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.8|913.5.8]], [[#fig913.5.9.1|913.5.9.1]], [[#fig913.5.9.3|913.5.9.3]], and [[#fig913.5.10|913.5.10]]. This light shall be continuously illuminated whenever the warning system is active.

If any red lights in addition to the continuously-illuminated red light that is required in the preceding paragraph are provided on the automatic pedestrian gate arm, they shall be installed in pairs and shall be flashed alternately in unison with the other flashing-light units at the crossing.

'''Option'''. The red light on an automatic pedestrian gate arm may be omitted if the pathway or sidewalk grade crossing is located within 25 feet of the traveled way at a highway-rail or highway-LRT grade crossing that is equipped with active warning devices (see [[#fig913.5.9.3|Figure 913.5.9.3]]).

'''Guidance. '''If used at a pathway or sidewalk grade crossing, the height of the automatic pedestrian gate arm when in the down position should be a minimum of 3 feet and a maximum of 4 feet above the pathway or sidewalk.

If used at a pathway or sidewalk grade crossing, the gate configuration, which might include a combination of automatic pedestrian gates and swing gates, should provide for full-width coverage of the pathway or sidewalk on each approach to the crossing.

'''Standard. '''Where a sidewalk is located between the edge of a roadway and the support for an automatic gate arm that extends across the sidewalk and into the roadway, the location, placement, and height prescribed for vehicular gates shall be used (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.3|EPG 913.4.3]]).

'''Guidance'''. Except as provided in the first Option paragraph below, if a separate automatic pedestrian gate is used for a sidewalk at a highway-rail or highway-LRT grade crossing, instead of a supplemental or auxiliary gate arm installed as a part of the same mechanism as the vehicular gate, a separate mechanism (see [[#fig913.5.9.3|Figure 913.5.9.3]]) should be provided for the separate automatic pedestrian gate so that if a pedestrian manually raises the pedestrian gate arm, it will have no effect on the vehicular gate.

'''Option'''. A supplemental or auxiliary pedestrian gate arm installed as a part of the same mechanism as the vehicular gate may be used if the operating mechanism is designed to prevent the vehicular gate from being raised as a result of a pedestrian manually raising the pedestrian gate arm.

A horizontal hanging bar (see [[#fig913.5.10|Figure 913.5.10]]) may be attached to an automatic pedestrian gate at a pathway or sidewalk grade crossing to inform pedestrians with vision disabilities that the automatic pedestrian gate is in the down position and to reduce the likelihood that pedestrians will violate a lowered crossing gate.

'''Guidance. '''If a horizontal hanging bar is attached to an automatic pedestrian gate, the height of the horizontal hanging bar when in the down position should be a maximum of 26 inches above the pathway or sidewalk.

{{SpanID|fig913.5.9.1}}
[[File:Fig8E-9_TrafficControl-GatesGradeCrossing.jpg|center|thumb|alt=Example A – “Sidewalks on outside of vehicular gates” shows a vertical two-lane roadway with gates for both directions. Train tracks are positioned left to right through the center of the vertical roadway. Sidewalks are positioned on either side of the roadway with gates placed on both sides of the train tracks to control pedestrian movement. Example B – “Sidewalks on inside of vehicular gates” is the same concept as Example A except the sidewalks are close to the roadway and share the same gate as the roadway. The sidewalks opposite the swing gates have their own pedestrian gate. |800px| '''Figure 913.5.9.1.''' Example of Active Traffic Control Systems with Automatic Pedestrian Gates and Swing Gates at a Sidewalk Grade Crossing]]

{{SpanID|fig913.5.9.2}}
[[File:Fig8E-10_Example of Traffic Control Devices for an Optional Swing Gate-DRAFT.jpg|center|thumb|alt=A flashing-light signal assembly is shown with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the sidewalk, curb, and roadway. To the right of the traffic control devices, an “emergency escape route” is shown as a swing gate with an R5-1 sign on the side facing away from the track and an I13-2 sign on the track side. |800px| '''Figure 913.5.9.2.''' Example of Traffic Control Devices for an Optional Swing Gate]]

{{SpanID|fig913.5.9.3}}
[[File:Fig8E-11_Example of a Separate Automatic Pedestrian Gate-DRAFT.jpg|center|thumb|alt=Two signal assemblies are shown next to each other; however, the assembly on the left is larger. The larger assembly is shown as a flashing-light signal assembly with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the curb and roadway. The smaller assembly shows the same signal assembly but with only one red light along the top edge of the gate arm. The gate is shown extending over a sidewalk or pathway.” |800px| '''Figure 913.5.9.3.''' Example of a Separate Automatic Pedestrian Gate]]

=={{SpanID|913.5.10}}913.5.10 Active Traffic Control Devices – Multiple-Track Pathway or Sidewalk Grade Crossings (MUTCD Section 8E.10)==

'''Guidance. '''Where railroad or LRT tracks are immediately adjacent to other tracks, the traffic control devices that control pedestrian movements should be designed to avoid having pedestrians wait between sets of tracks.

{{SpanID|fig913.5.10}}
[[File:Fig8E-12_AutoPedestrianGate-DRAFT.jpg|center|thumb|alt=A flashing-light signal assembly is shown with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the “pathway or sidewalk. To the left of the signal assembly and separated, but attached and below the automatic gate arm, a vertical alternating red and white striped “horizontal hanging bar” is shown, also extending over the “pathway or sidewalk.” |800px| '''Figure 913.5.10.''' Example of an Automatic Pedestrian Gate with a Horizontal Hanging Bar at a Pathway or Sidewalk Grade Crossing]]

File:Figure 913.5.5. Example of a Crossbuck Assembly at a Pathway or Sidewalk Grade Crossing.jpg

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913.5 Pathway and Sidewalk Grade Crossings (MUTCD Chapter 8E)

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RollerA: /* {{SpanID|913.5.4}}913.5.4 Stop Lines, Edge Lines, and Detectable Warnings (MUTCD Section 8E.04) */

[[Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913.5]]
=={{SpanID|913.5.1}}913.5.1 Purpose (MUTCD Section 8E.01)==

'''Support. '''Traffic control for pathway and sidewalk grade crossings includes all signs, signals, markings, other warning devices, and their supports at pathway and sidewalk grade crossings and along pathway and sidewalk approaches to grade crossings. The function of this traffic control is to promote safety and provide effective operation of both rail and pathway or sidewalk traffic at pathway or sidewalk grade crossings.

Other physical treatments that are described in this article that are also applicable to pathways and sidewalks at grade crossings, such as detectable warnings, swing gates, and fencing, provide increased safety for pathway and sidewalk users.

Crosswalk markings at intersections where pedestrians cross LRT tracks in mixed-use alignments are covered by the provisions of [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]] rather than by the provisions of this article.

[[#fig913.5.2.1|Figure 913.5.2.1]] illustrates the difference between a pathway grade crossing and a sidewalk grade crossing. A pathway is frequently placed in its own right-of-way on an alignment that is independent of any roadway. If a pathway is built parallel to a roadway, it is physically separated from the roadway by an open space or barrier such that the traffic control devices for the roadway grade crossing do not exert an influence over or provide adequate warning to pathway users. A sidewalk runs parallel to a roadway within the highway right-of-way and is close enough to the edge of the roadway’s traveled way that the traffic control devices for the roadway grade crossing can frequently exert an influence over or provide adequate warning to sidewalk users. Pathways are typically used by both pedestrians and bicyclists, whereas sidewalks are typically used only by pedestrians.

=={{SpanID|913.5.2}}913.5.2 Use of Standard Devices, Systems, and Practices (MUTCD Section 8E.02)==

'''Guidance. '''The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic should be considered in determining the type and placement of traffic control devices at pathway or sidewalk grade crossings.

The traffic control devices, including the appropriate traffic control system to be used, and other physical treatments at a pathway or sidewalk grade crossing should be determined by a Diagnostic Team that includes the agency with jurisdiction over the pathway or sidewalk.

At skewed grade crossings, the adjustment, re-alignment, or relocation of existing sidewalk grade crossings should be considered when determining the placement of traffic control devices for roadway users.

'''Support. '''The safety of pathway and sidewalk users is enhanced when pathways and sidewalks are designed such that they do not cross the tracks at a narrow angle. The casters of wheelchairs and the wheels of bicycles could fall into and might be constrained in the flangeway gap at a skewed crossing. The flangeway gap is typically 2.5 inches wide at LRT grade crossings and 3 inches wide at railroad grade crossings.

It is desirable that pathways and sidewalks be designed such that they maintain a relatively consistent horizontal alignment and profile from the nearest rail to the detectable warning (if present) or from the nearest rail to the stop line (if present) on each approach to the crossing. Providing a pedestrian refuge area in advance of the stop line or the detectable warning surface so that pedestrians have a place to wait while rail traffic approaches and occupies the crossing can be beneficial to pedestrian safety.

When designing new sidewalk grade crossings, placing the sidewalk outside of the area occupied by grade crossing traffic control devices for vehicular traffic is desirable (see [[#fig913.5.2.2|Figure 913.5.2.2]]). This includes making sure that the counterweights and support arms for the automatic gates for vehicular traffic do not obstruct the sidewalk when the gate is fully lowered.

Additional information regarding the design of pathways and sidewalks is contained in the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

{{SpanID|fig913.5.2.1}}
[[File:Figure 913.5.2.1 Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing.jpg|center|thumb|alt=The first example shows a vertical “pathway” intersecting a horizontal railroad track in the middle of the illustration. A series of horizontal rows of black circles, denoting a “detectable warning” surface and extending across the “pathway”on both sides of the railroad track, is shown within the “railroad right-of-way” and “pathway right-of-way.” The second example shows a vertical two-lane “roadway” with a “sidewalk” to the left of the roadway. A horizontal railroad track intersects both the roadway and sidewalk in the middle of the illustration. A “detectable warning” surface extends across the “sidewalk” on both sides of the railroad track. This surface is shown within the “railroad right-of-way” and “highway right-of-way.” |800px| '''Figure 913.5.2.1''' Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing]]

{{SpanID|fig913.5.2.2}}
[[File:Figure 913.5.2.2 Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing.jpg|center|thumb|alt=A vertical two-lane roadway with a sidewalk to the right is shown. A railroad track crosses the roadway and sidewalk in the middle.
In the right lane, approaching the railroad track crossing, a traffic control warning device with gate arm extending across the lane is shown. On the sidewalk adjacent to the warning device, a “stop line (if used)” is shown in advance of a “detectable warning” surface. Just beyond this surface and to the right of the sidewalk, a “flashing-light signal” is shown. Continuing north on the sidewalk, past the railroad track crossing, another “flashing-light signal” is shown to the right of the sidewalk. Beyond that, a “detectable warning” surface and a “stop line” are shown on the sidewalk. In the left lane, approaching the railroad track crossing, a traffic control warning device with gate arm extending across the lane is shown. |800px| '''Figure 913.5.2.2''' Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing]]

{{SpanID|fig913.5.2.3}}
[[File:Figure 913.5.2.3 Example of Signing and Markings at a Pathway Grade Crossing.jpg|center|thumb|alt=A vertical pathway intersecting two sets of horizontal railroad tracks at the top of the path is shown. Below the bottom set of tracks, a sign assembly is shown to the right of the pathway, facing the path of traffic in the right lane. It is composed of an R15-1 sign mounted above an R15-2P plaque that is mounted above an R1-2 sign “OR” an R1-1 sign. This assembly is shown to the left of an “optional” R15-8 sign. Just below of these assemblies, a “detectable warning” area, and immediately below the area, and a “yield line or stop line (if used)” are shown, extending across the entire path. At the bottom of the path, a W10-1 sign is shown to the right of the path, facing the path traffic in the right lane. |800px| '''Figure 913.5.2.3''' Example of Signing and Markings at a Pathway Grade Crossing]]

=={{SpanID|913.5.3}}913.5.3 Pathway and Sidewalk Grade Crossing Signs and Markings(MUTCD Section 8E.03)==

'''Standard. '''Pathway and sidewalk grade crossing signs shall be standard in shape, legend, and color.

The minimum sizes of sidewalk grade crossing signs that are intended to be viewed only by sidewalk users and of pathway grade crossing signs shall be as shown in the shared-use path column in [[914.1 General (MUTCD Chapter 9A) #tab914.1.2|Table 914.1.2]].

'''Guidance'''. No portion of a traffic control device or its support should protrude into the pathway or sidewalk grade crossing. Sidewalk and pathway grade crossing traffic control devices should be located such that all physical features of the device, including the support hardware, conform to clearance requirements provided by the railroad company and/or transit agency, and the MoDOT Multimodal Division (Rail Section).

The minimum mounting height for post-mounted signs adjacent to pathways and sidewalks should be 4 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the pathway or sidewalk surface.

If overhead traffic control devices are placed above pathways, the clearance from the bottom of the device to the pathway surface directly under the sign or device should be at least 8 feet.

If overhead traffic control devices are placed above pathways that are used by equestrians, the clearance from the bottom of the device to the pathway surface directly under the sign or device should be at least 10 feet.

'''Standard. '''If overhead traffic control devices are placed above sidewalks, the clearance from the bottom of the device to the sidewalk surface directly under the sign or device shall be at least 7 feet.

'''Guidance. '''Traffic control devices mounted adjacent to pathways at a height of less than 8 feet measured vertically from the bottom of the device to the elevation of the near edge of the pathway surface should have a minimum lateral offset of 2 feet from the near edge of the device to the near edge of the pathway.

If pathway users include those who travel faster than pedestrians, such as bicyclists or skaters, warning signs should be installed in advance of the pathway grade crossing (see [[#fig913.5.2.3|Figure 913.5.2.3]]).

=={{SpanID|913.5.4}}913.5.4 Stop Lines, Edge Lines, and Detectable Warnings (MUTCD Section 8E.04)==

'''Guidance. '''A stop line should be provided at a pathway grade crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Option'''. A stop line may be provided at a sidewalk grade crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Guidance. '''If used at pathway or sidewalk grade crossings, the stop line should be a transverse line that extends across the full width of the pathway or sidewalk at the point where a pathway or sidewalk user is to stop. If no detectable warning is provided, the stop line should be placed at least 2 feet in advance of the automatic gate, counterweight, flashing-light signals, or Crossbuck Assembly (if any of these are present), and at least 12 feet from the nearest rail.

'''Option. '''Edge lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.10|EPG 620.2.10]]) to delineate the designated user route may be used on the approach to and across the tracks at a pathway grade crossing, a sidewalk grade crossing, or a station crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Support. '''Edge line delineation can be beneficial where the distance across the tracks is long, commonly because of a skewed grade crossing or because of multiple tracks, or where the pathway or sidewalk surface is immediately adjacent to a traveled way.

Information regarding the design of detectable warning surfaces is contained in the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

'''Standard. '''Detectable warnings (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]]) shall be used at pathway grade crossings where pedestrian travel is permitted and at sidewalk grade crossings and shall extend across the full width of the pathway or sidewalk.

'''Guidance. '''The dimension of the detectable warning in the direction of pedestrian travel should be at least 2 feet.

Detectable warnings should be placed immediately beyond the pathway or sidewalk stop line (if a stop line is present) or should be incorporated into and made a part of the stop line. The downstream edge of the detectable warning should be located at least 2 feet upstream from the automatic gate, counterweight, flashing-light signals, or Crossbuck Assembly (if any of these are present) and at least 12 feet from the nearest rail (see Figures [[#fig913.5.2.2|913.5.2.2]] and [[#fig913.5.2.3|913.5.2.3]]).

If the distance between the nearest rail of two adjacent tracks at a sidewalk or pathway grade crossing is 30 feet or more, additional detectable warnings should be used to designate the limits of the pedestrian refuge area (see [[#fig913.5.4|Figure 913.5.4]]).

'''Option. '''At pathway-LRT and sidewalk-LRT grade crossings, the downstream edge of the detectable warning may be located less than 12 feet from the nearest rail.

'''Guidance. '''The downstream edge of the detectable warning at pathway-LRT and sidewalk-LRT grade crossings should be located at least 2 feet upstream from the automatic gate, counterweight, flashing-light signals, or Crossbuck assembly (if any of these are present), at least 6 feet from the nearest rail, and in accordance with the requirements of the railroad company and/or transit agency, and MoDOT Multimodal Division (Rail Section), (if applicable).

{{SpanID|fig913.5.4}}
[[File:Figure 913.5.4 Example of Detectable Warning and Stop Lines for a Refuge Area at a Sidewalk Grade Crossing.jpg|center|thumb|alt=A vertical two-lane roadway with a “sidewalk” to the right is shown. Two railroad tracks cross the roadway and sidewalk at the lower middle and upper middle, respectively. On the sidewalk, in advance of the lower track crossing, a “stop line (if used)” followed by a “detectable warning” surface is shown. At the lower track crossing, a crossing surface is shown. In between both track crossings, a pedestrian “refuge area” is shown. Beyond that, another “crossing surface” at the upper track crossing, followed by a “detectable warning” surface and “stop line (if used)” is shown on the “sidewalk.” |800px| '''Figure 913.5.4''' Example of Detectable Warning and Stop Lines for a Refuge Area at a Sidewalk Grade Crossing]]

=={{SpanID|913.5.5}}913.5.5 Passive Traffic Control Devices– Crossbuck Assemblies (MUTCD Section 8E.05)==

'''Support. '''The Crossbuck Assembly is provided by the appropriate railroad company. Railroad companies and/or transit agencies are responsible for the installation and maintenance of these signs.

'''Standard. '''Where the nearest edge of a passive pathway or sidewalk grade crossing is located more than 25 feet from the center of the nearest traffic control warning device at the grade crossing, a Crossbuck Assembly (see [[#fig913.5.5|Figure 913.5.5]]) shall be installed on each approach to the pathway or sidewalk grade crossing. The distance shall be measured perpendicular to the traveled way from the center of the support post of a Crossbuck Assembly at a passive grade crossing or from the center of the mast of an active traffic control warning device at an active grade crossing to the nearest edge of the pathway or sidewalk surface where it crosses the track(s) (see [[#fig913.5.2.2|Figure 913.5.2.2]]).

'''Option. '''A Crossbuck Assembly may be installed on the approaches to a pathway or sidewalk grade crossing where the nearest edge of the pathway or sidewalk is located 25 feet or less from the center of the nearest traffic control warning device at a grade crossing.

The Crossbuck Assembly may be omitted at station crossings.

The retroreflective strip on the back of the support may be omitted on the Crossbuck support at a pathway or sidewalk grade crossing.

'''Standard. '''The minimum height, measured vertically from the bottom of the YIELD or STOP sign to the elevation of the near edge of the pathway or sidewalk, of Crossbuck Assemblies installed on pathways or sidewalks shall be 4 feet where the lateral offset to the nearest edge of the sign is 2 feet or more and shall be 7 feet where the lateral offset to the nearest edge of the sign is less than 2 feet (see [[#fig913.5.5|Figure 913.5.5]]).

The minimum lateral offset, measured horizontally from the nearest edge of the pathway or sidewalk to the nearest edge of the Crossbuck Assembly signs, shall be 0 feet for sidewalks and 2 feet for pathways.

{{SpanID|fig913.5.5}}
[[File:Fig8E-5_Crossbuck_refrence_updated.jpg|center|thumb|alt=The example shows a sign assembly composed of an R15-1 sign mounted above an R15-2P plaque. This assembly is shown mounted together on a sign support above either an R1-2 sign “OR” an R1-1 sign. An “optional” red or white retroreflective strip is shown attached on front of the sign support. An “optional” red or white retroreflective strip is shown attached on the back of the support. |600px| '''Figure 913.5.5.''' Example of a Crossbuck Assembly at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.6}}913.5.6 Channelizing Devices used with Sidewalk and Pathway Traffic Control Devices (MUTCD Section 8E.06)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic needs to be considered in determining the type and placement of channelizing devices such as swing gates, fencing, and pedestrian barriers.

Where automatic gates and swing gates are used, it is desirable to design the pathway or sidewalk in a manner that channelizes or directs users to the entrance to and exit from the pathway or sidewalk grade crossing.

Swing gates (see Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.9.1|913.5.9.1]], and [[#fig913.5.9.2|913.5.9.2]]) are designed to open away from the track(s) so that pathway or sidewalk users can quickly push the swing gate open when moving away from the track(s), and to automatically return to the closed position after each use.

It is important to use retroreflective material and/or signs on swing gates, maze fencing, or pedestrian barriers that are placed at pathway or sidewalk grade crossings. Illumination of such areas can also be beneficial.

When used in conjunction with automatic gates at a pathway or sidewalk grade crossing, swing gates are typically equipped with a latching device that permits the swing gate to be opened only from the track side of the swing gate. Push bars, kick plates, or similar devices are also appropriate for use on a swing gate.

Latching devices that are used on swing gates need to be designed in a manner such that they are operable by all users of the pathway or sidewalk.

'''Guidance. '''A swing gate should be equipped with a PUSH TO EXIT (I13-2) sign on the track side of the swing gate, and a DO NOT ENTER (R5-1) sign on the side of the swing gate facing away from the tracks (see [[#fig913.5.9.2|Figure 913.5.9.2]]).

'''Support. '''The U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990 contains information regarding the design of swing gates and related hardware.

Where fencing (see Figures [[#fig913.5.6|913.5.6]] and [[#fig913.5.9.1|913.5.9.1]]) is installed to direct pathway or sidewalk users to the grade crossing, it is desirable that this fencing be connected to any continuous existing or new fencing or channelization that has been installed parallel to the track(s) to discourage pedestrians from circumventing the grade crossing.

Pedestrian barriers or fencing, sometimes referred to as a “maze fencing,” direct pathway or sidewalk users to face approaching rail traffic before entering the trackway.

Where used, maze fencing or pedestrian barriers need to be designed to permit the passage of wheelchairs and power-assisted mobility devices, and if bicycles are permitted, to permit the passage of dismounted bicyclists with tandem bicycles, cargo bicycles, or bicycles with trailers.

{{SpanID|fig913.5.6}}
[[File:Fig8E-6_AutoPedGateGradeCrossing.jpg|center|thumb|alt=A railroad track crossing at the top of a vertical pathway is shown. At the bottom and to the right of the pathway, a W10-1 sign is shown facing northbound pedestrian traffic. The pathway expands to the left, then up, then back to the right at 90-degree angles to form a vertical rectangle bump out, denoting an “emergency escape route.” “Fencing or pedestrian barrier” followed by a detectable warning surface are shown within this bump out. To the right of this bump out, between the pathway and emergency escape route, a pedestrian barrier is shown. To the right of the barrier, in advance of the track crossing, a “stop line (if used)” followed by a “detectable warning” surface are shown. Beyond that, approaching the track crossing, a traffic control warning device with gate arm extending across the pathway is shown. From the warning device to the track crossing, fencing or pedestrian barrier is shown. |800px| '''Figure 913.5.6.''' Example of an Automatic Pedestrian Gate and anEmergency Escape Route at a Pathway Grade Crossing]]

=={{SpanID|913.5.7}}913.5.7 Active Traffic Control Systems (MUTCD Section 8E.07)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

'''Standard. '''Except as provided in the first Option paragraph below, at pathway-LRT and sidewalk-LRT grade crossings where LRT operating speeds on a semi-exclusive alignment exceed 25 mph, active traffic control systems shall be used.

Except as provided in the first Option paragraph below, at pathway-LRT and sidewalk-LRT grade crossings where LRT operating speeds on a semi-exclusive alignment exceed 40 mph, active traffic control systems, including automatic gates, shall be used.

If used at a pathway or sidewalk grade crossing, an active traffic control system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.1|EPG 913.4.1]]) shall include flashing-light signals (see [[#fig913.5.7|Figure 913.5.7]]) on each approach to the crossing.

'''Guidance'''. If used at a pathway or sidewalk grade crossing, an active traffic control system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.1|EPG 913.4.1]]) should include an audible device such as a bell that is operated in conjunction with the flashing-light signals.

'''Option. '''Flashing-light signals, bells, and other audible warning devices may be omitted at pathway or sidewalk grade crossings that are located within 25 feet of an active warning device at a grade crossing that is equipped with those devices.

Additional pairs of flashing-light signals, bells, or other audible warning devices may be installed on the active traffic control devices at a grade crossing for pathway or sidewalk users approaching the grade crossing from the back side of those devices.

'''Guidance. '''Where railroad or LRT tracks in a semi-exclusive alignment are parallel and immediately adjacent to a roadway and if adequate space exists, a pedestrian refuge area or island should be provided between the tracks and the roadway to permit pedestrians to stand clear of the tracks while waiting to cross the roadway and to stand clear of the roadway while waiting to cross the tracks. If a pedestrian refuge area or island is provided at a signalized crossing of the roadway, additional pedestrian features (see [[902.9 Pedestrian Control Features (MUTCD Chapter 4I) #902.9|EPG 902.9]]), such as signal heads, signing, and detectors, should be installed in the refuge area or on the island.

{{SpanID|fig913.5.7}}
[[File:Fig8E-7_FlashingAignal.jpg|center|thumb|alt=A post-mounted flashing-light signal with two red lights is shown mounted in a horizontal line. The two “flashing red lights” are shown with visors over the top and background disks behind the lenses and are shown mounted on a support post. An R15-1 sign is also shown mounted on the post above the post-mounted lights with an “audible device” on top of the post. This signal assembly is displayed to the right of a “pathway or sidewalk.” |600px| '''Figure 913.5.7.''' Example of a Flashing-Light Signal Assembly at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.8}}913.5.8 Active Traffic Control Devices – Signals (MUTCD Section 8E.08)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

Pedestrian signal heads are typically used at highway-highway intersections where pedestrians have an expectation that other roadway users will sometimes be legally required to yield the right-of-way to them. At grade crossings where rail traffic does not stop, pedestrians will not have the right-of-way yielded to them. Therefore, pedestrian signal heads are not an appropriate traffic control device to use at a pathway or sidewalk grade crossing where rail traffic does not stop. Instead, the universal application of horizontally-aligned, alternately-flashing red lights is the uniform active traffic control device for all grade crossings where rail traffic does not stop including pathway and sidewalk grade crossings.

'''Standard. '''Except as provided in the Option paragraph below, pedestrian signal heads as described in Chapter 4I comprised of Upraised Hand and Walking Person symbols shall not be used at a pathway or sidewalk grade crossing.

'''Option. '''Pedestrian signal heads may be used at a pathway or sidewalk grade crossing where the movement of LRT vehicles is controlled by a traffic control signal or by special LRT signals (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.15|EPG 913.4.15]]).

'''Standard. '''If used at a pathway or sidewalk grade crossing, flashing-light signals shall be aligned horizontally, and the light units shall have a diameter of at least 4 inches. For 4-inch diameter light units, the light centers shall be spaced approximately 16 inches apart and, if used, the flashing light unit backgrounds shall be at least 8 inches in diameter.

Each red signal unit in the flashing-light signal shall flash alternately. The number of flashes per minute for each lamp shall be 35 minimum and 65 maximum. Each lamp shall be illuminated for approximately the same length of time. The total time of illumination of each pair of lamps shall be the entire operating time.

The minimum mounting height of the flashing-light signals shall be 4 feet, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway or sidewalk surface.

'''Option. '''At station, pathway, or sidewalk grade crossings with multiple tracks, traffic control devices may be installed between the tracks in compliance with any railroad clearance requirements.

'''Standard. '''The mounting height for flashing-light signals that are installed between the tracks at multiple-track crossings shall be a minimum of 1 foot, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway surface.

'''Guidance. '''If a Diagnostic Team finds that a flashing-light signal with a Crossbuck sign and an audible device is still not resulting in appropriate pedestrian behavior, consideration should be given to also installing an automatic pedestrian gate (see [[#913.5.9|EPG 913.5.9]]).

Flashing-light signals (see [[#fig913.5.7|Figure 913.5.7]]) with a Crossbuck (R15-1) sign and an audible device should be installed along semi-exclusive LRT alignments at station, pathway, or sidewalk grade crossings where the Diagnostic Team has determined that the sight distance is not sufficient for pathway or sidewalk users to complete their crossing prior to the arrival of LRT traffic at the crossing.

If the Diagnostic Team determines that flashing-light signals with a Crossbuck sign and an audible device would not provide sufficient notice of approaching LRT traffic, consideration should be given to also installing an automatic pedestrian gate (see [[#913.5.9|EPG 913.5.9]]) with appropriate channelization or fencing.

{{SpanID|fig913.5.8}}
[[File:Fig8E-8_AutoPedGate.jpg|center|thumb|alt= A flashing-light signal assembly is shown with an alternating, retroreflective red and white vertically striped automatic gate assembly/arm, with one red light on the top edge at the far left end. The gate is shown in the horizontal position to the left of the sign assembly, extending across the “pathway or sidewalk.”|800px| '''Figure 913.5.8.''' Example of an Automatic Pedestrian Gate at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.9}}913.5.9 Active Traffic Control Devices – Automatic Pedestrian Gates (MUTCD Section 8E.09)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

'''Option. '''Automatic pedestrian gates (see Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.8|913.5.8]], [[#fig913.5.9.1|913.5.9.1]], [[#fig913.5.9.3|913.5.9.3]], and [[#fig913.5.10|913.5.10]]) may be used at pathway or sidewalk grade crossings.

'''Standard. '''A pathway or sidewalk grade crossing across tracks where trains are permitted to travel at speeds of 80 mph or higher shall be equipped with a system of automatic pedestrian gates and an escape area with swing gates and fencing installed in the vicinity of the crossing to direct users to the pathway or sidewalk grade crossing (see [[#fig913.5.6|Figure 913.5.6]]) unless the Diagnostic Team determines that other safety treatments for the crossing would be more appropriate.

'''Guidance. '''Where automatic pedestrian gates are installed across a pathway or sidewalk at a grade crossing, or where a sidewalk is located between the edge of a roadway and the support for an automatic gate arm that extends across the sidewalk and into the roadway, an emergency escape route (see Figures [[#fig913.5.9.1|913.5.9.1]] and [[#fig913.5.9.2|913.5.9.2]]) should be provided to allow pedestrians to egress away from the track area when the automatic pedestrian gates are activated.

'''Standard. '''Except as provided in the Option paragraph below, automatic pedestrian gate arms shall be provided with at least one red light as shown in Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.8|913.5.8]], [[#fig913.5.9.1|913.5.9.1]], [[#fig913.5.9.3|913.5.9.3]], and [[#fig913.5.10|913.5.10]]. This light shall be continuously illuminated whenever the warning system is active.

If any red lights in addition to the continuously-illuminated red light that is required in the preceding paragraph are provided on the automatic pedestrian gate arm, they shall be installed in pairs and shall be flashed alternately in unison with the other flashing-light units at the crossing.

'''Option'''. The red light on an automatic pedestrian gate arm may be omitted if the pathway or sidewalk grade crossing is located within 25 feet of the traveled way at a highway-rail or highway-LRT grade crossing that is equipped with active warning devices (see [[#fig913.5.9.3|Figure 913.5.9.3]]).

'''Guidance. '''If used at a pathway or sidewalk grade crossing, the height of the automatic pedestrian gate arm when in the down position should be a minimum of 3 feet and a maximum of 4 feet above the pathway or sidewalk.

If used at a pathway or sidewalk grade crossing, the gate configuration, which might include a combination of automatic pedestrian gates and swing gates, should provide for full-width coverage of the pathway or sidewalk on each approach to the crossing.

'''Standard. '''Where a sidewalk is located between the edge of a roadway and the support for an automatic gate arm that extends across the sidewalk and into the roadway, the location, placement, and height prescribed for vehicular gates shall be used (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.3|EPG 913.4.3]]).

'''Guidance'''. Except as provided in the first Option paragraph below, if a separate automatic pedestrian gate is used for a sidewalk at a highway-rail or highway-LRT grade crossing, instead of a supplemental or auxiliary gate arm installed as a part of the same mechanism as the vehicular gate, a separate mechanism (see [[#fig913.5.9.3|Figure 913.5.9.3]]) should be provided for the separate automatic pedestrian gate so that if a pedestrian manually raises the pedestrian gate arm, it will have no effect on the vehicular gate.

'''Option'''. A supplemental or auxiliary pedestrian gate arm installed as a part of the same mechanism as the vehicular gate may be used if the operating mechanism is designed to prevent the vehicular gate from being raised as a result of a pedestrian manually raising the pedestrian gate arm.

A horizontal hanging bar (see [[#fig913.5.10|Figure 913.5.10]]) may be attached to an automatic pedestrian gate at a pathway or sidewalk grade crossing to inform pedestrians with vision disabilities that the automatic pedestrian gate is in the down position and to reduce the likelihood that pedestrians will violate a lowered crossing gate.

'''Guidance. '''If a horizontal hanging bar is attached to an automatic pedestrian gate, the height of the horizontal hanging bar when in the down position should be a maximum of 26 inches above the pathway or sidewalk.

{{SpanID|fig913.5.9.1}}
[[File:Fig8E-9_TrafficControl-GatesGradeCrossing.jpg|center|thumb|alt=Example A – “Sidewalks on outside of vehicular gates” shows a vertical two-lane roadway with gates for both directions. Train tracks are positioned left to right through the center of the vertical roadway. Sidewalks are positioned on either side of the roadway with gates placed on both sides of the train tracks to control pedestrian movement. Example B – “Sidewalks on inside of vehicular gates” is the same concept as Example A except the sidewalks are close to the roadway and share the same gate as the roadway. The sidewalks opposite the swing gates have their own pedestrian gate. |800px| '''Figure 913.5.9.1.''' Example of Active Traffic Control Systems with Automatic Pedestrian Gates and Swing Gates at a Sidewalk Grade Crossing]]

{{SpanID|fig913.5.9.2}}
[[File:Fig8E-10_Example of Traffic Control Devices for an Optional Swing Gate-DRAFT.jpg|center|thumb|alt=A flashing-light signal assembly is shown with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the sidewalk, curb, and roadway. To the right of the traffic control devices, an “emergency escape route” is shown as a swing gate with an R5-1 sign on the side facing away from the track and an I13-2 sign on the track side. |800px| '''Figure 913.5.9.2.''' Example of Traffic Control Devices for an Optional Swing Gate]]

{{SpanID|fig913.5.9.3}}
[[File:Fig8E-11_Example of a Separate Automatic Pedestrian Gate-DRAFT.jpg|center|thumb|alt=Two signal assemblies are shown next to each other; however, the assembly on the left is larger. The larger assembly is shown as a flashing-light signal assembly with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the curb and roadway. The smaller assembly shows the same signal assembly but with only one red light along the top edge of the gate arm. The gate is shown extending over a sidewalk or pathway.” |800px| '''Figure 913.5.9.3.''' Example of a Separate Automatic Pedestrian Gate]]

=={{SpanID|913.5.10}}913.5.10 Active Traffic Control Devices – Multiple-Track Pathway or Sidewalk Grade Crossings (MUTCD Section 8E.10)==

'''Guidance. '''Where railroad or LRT tracks are immediately adjacent to other tracks, the traffic control devices that control pedestrian movements should be designed to avoid having pedestrians wait between sets of tracks.

{{SpanID|fig913.5.10}}
[[File:Fig8E-12_AutoPedestrianGate-DRAFT.jpg|center|thumb|alt=A flashing-light signal assembly is shown with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the “pathway or sidewalk. To the left of the signal assembly and separated, but attached and below the automatic gate arm, a vertical alternating red and white striped “horizontal hanging bar” is shown, also extending over the “pathway or sidewalk.” |800px| '''Figure 913.5.10.''' Example of an Automatic Pedestrian Gate with a Horizontal Hanging Bar at a Pathway or Sidewalk Grade Crossing]]

File:Figure 913.5.4 Example of Detectable Warning and Stop Lines for a Refuge Area at a Sidewalk Grade Crossing.jpg

2025-11-26T04:20:37Z

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913.5 Pathway and Sidewalk Grade Crossings (MUTCD Chapter 8E)

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RollerA: /* {{SpanID|913.5.2}}913.5.2 Use of Standard Devices, Systems, and Practices (MUTCD Section 8E.02) */

[[Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913.5]]
=={{SpanID|913.5.1}}913.5.1 Purpose (MUTCD Section 8E.01)==

'''Support. '''Traffic control for pathway and sidewalk grade crossings includes all signs, signals, markings, other warning devices, and their supports at pathway and sidewalk grade crossings and along pathway and sidewalk approaches to grade crossings. The function of this traffic control is to promote safety and provide effective operation of both rail and pathway or sidewalk traffic at pathway or sidewalk grade crossings.

Other physical treatments that are described in this article that are also applicable to pathways and sidewalks at grade crossings, such as detectable warnings, swing gates, and fencing, provide increased safety for pathway and sidewalk users.

Crosswalk markings at intersections where pedestrians cross LRT tracks in mixed-use alignments are covered by the provisions of [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]] rather than by the provisions of this article.

[[#fig913.5.2.1|Figure 913.5.2.1]] illustrates the difference between a pathway grade crossing and a sidewalk grade crossing. A pathway is frequently placed in its own right-of-way on an alignment that is independent of any roadway. If a pathway is built parallel to a roadway, it is physically separated from the roadway by an open space or barrier such that the traffic control devices for the roadway grade crossing do not exert an influence over or provide adequate warning to pathway users. A sidewalk runs parallel to a roadway within the highway right-of-way and is close enough to the edge of the roadway’s traveled way that the traffic control devices for the roadway grade crossing can frequently exert an influence over or provide adequate warning to sidewalk users. Pathways are typically used by both pedestrians and bicyclists, whereas sidewalks are typically used only by pedestrians.

=={{SpanID|913.5.2}}913.5.2 Use of Standard Devices, Systems, and Practices (MUTCD Section 8E.02)==

'''Guidance. '''The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic should be considered in determining the type and placement of traffic control devices at pathway or sidewalk grade crossings.

The traffic control devices, including the appropriate traffic control system to be used, and other physical treatments at a pathway or sidewalk grade crossing should be determined by a Diagnostic Team that includes the agency with jurisdiction over the pathway or sidewalk.

At skewed grade crossings, the adjustment, re-alignment, or relocation of existing sidewalk grade crossings should be considered when determining the placement of traffic control devices for roadway users.

'''Support. '''The safety of pathway and sidewalk users is enhanced when pathways and sidewalks are designed such that they do not cross the tracks at a narrow angle. The casters of wheelchairs and the wheels of bicycles could fall into and might be constrained in the flangeway gap at a skewed crossing. The flangeway gap is typically 2.5 inches wide at LRT grade crossings and 3 inches wide at railroad grade crossings.

It is desirable that pathways and sidewalks be designed such that they maintain a relatively consistent horizontal alignment and profile from the nearest rail to the detectable warning (if present) or from the nearest rail to the stop line (if present) on each approach to the crossing. Providing a pedestrian refuge area in advance of the stop line or the detectable warning surface so that pedestrians have a place to wait while rail traffic approaches and occupies the crossing can be beneficial to pedestrian safety.

When designing new sidewalk grade crossings, placing the sidewalk outside of the area occupied by grade crossing traffic control devices for vehicular traffic is desirable (see [[#fig913.5.2.2|Figure 913.5.2.2]]). This includes making sure that the counterweights and support arms for the automatic gates for vehicular traffic do not obstruct the sidewalk when the gate is fully lowered.

Additional information regarding the design of pathways and sidewalks is contained in the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

{{SpanID|fig913.5.2.1}}
[[File:Figure 913.5.2.1 Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing.jpg|center|thumb|alt=The first example shows a vertical “pathway” intersecting a horizontal railroad track in the middle of the illustration. A series of horizontal rows of black circles, denoting a “detectable warning” surface and extending across the “pathway”on both sides of the railroad track, is shown within the “railroad right-of-way” and “pathway right-of-way.” The second example shows a vertical two-lane “roadway” with a “sidewalk” to the left of the roadway. A horizontal railroad track intersects both the roadway and sidewalk in the middle of the illustration. A “detectable warning” surface extends across the “sidewalk” on both sides of the railroad track. This surface is shown within the “railroad right-of-way” and “highway right-of-way.” |800px| '''Figure 913.5.2.1''' Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing]]

{{SpanID|fig913.5.2.2}}
[[File:Figure 913.5.2.2 Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing.jpg|center|thumb|alt=A vertical two-lane roadway with a sidewalk to the right is shown. A railroad track crosses the roadway and sidewalk in the middle.
In the right lane, approaching the railroad track crossing, a traffic control warning device with gate arm extending across the lane is shown. On the sidewalk adjacent to the warning device, a “stop line (if used)” is shown in advance of a “detectable warning” surface. Just beyond this surface and to the right of the sidewalk, a “flashing-light signal” is shown. Continuing north on the sidewalk, past the railroad track crossing, another “flashing-light signal” is shown to the right of the sidewalk. Beyond that, a “detectable warning” surface and a “stop line” are shown on the sidewalk. In the left lane, approaching the railroad track crossing, a traffic control warning device with gate arm extending across the lane is shown. |800px| '''Figure 913.5.2.2''' Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing]]

{{SpanID|fig913.5.2.3}}
[[File:Figure 913.5.2.3 Example of Signing and Markings at a Pathway Grade Crossing.jpg|center|thumb|alt=A vertical pathway intersecting two sets of horizontal railroad tracks at the top of the path is shown. Below the bottom set of tracks, a sign assembly is shown to the right of the pathway, facing the path of traffic in the right lane. It is composed of an R15-1 sign mounted above an R15-2P plaque that is mounted above an R1-2 sign “OR” an R1-1 sign. This assembly is shown to the left of an “optional” R15-8 sign. Just below of these assemblies, a “detectable warning” area, and immediately below the area, and a “yield line or stop line (if used)” are shown, extending across the entire path. At the bottom of the path, a W10-1 sign is shown to the right of the path, facing the path traffic in the right lane. |800px| '''Figure 913.5.2.3''' Example of Signing and Markings at a Pathway Grade Crossing]]

=={{SpanID|913.5.3}}913.5.3 Pathway and Sidewalk Grade Crossing Signs and Markings(MUTCD Section 8E.03)==

'''Standard. '''Pathway and sidewalk grade crossing signs shall be standard in shape, legend, and color.

The minimum sizes of sidewalk grade crossing signs that are intended to be viewed only by sidewalk users and of pathway grade crossing signs shall be as shown in the shared-use path column in [[914.1 General (MUTCD Chapter 9A) #tab914.1.2|Table 914.1.2]].

'''Guidance'''. No portion of a traffic control device or its support should protrude into the pathway or sidewalk grade crossing. Sidewalk and pathway grade crossing traffic control devices should be located such that all physical features of the device, including the support hardware, conform to clearance requirements provided by the railroad company and/or transit agency, and the MoDOT Multimodal Division (Rail Section).

The minimum mounting height for post-mounted signs adjacent to pathways and sidewalks should be 4 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the pathway or sidewalk surface.

If overhead traffic control devices are placed above pathways, the clearance from the bottom of the device to the pathway surface directly under the sign or device should be at least 8 feet.

If overhead traffic control devices are placed above pathways that are used by equestrians, the clearance from the bottom of the device to the pathway surface directly under the sign or device should be at least 10 feet.

'''Standard. '''If overhead traffic control devices are placed above sidewalks, the clearance from the bottom of the device to the sidewalk surface directly under the sign or device shall be at least 7 feet.

'''Guidance. '''Traffic control devices mounted adjacent to pathways at a height of less than 8 feet measured vertically from the bottom of the device to the elevation of the near edge of the pathway surface should have a minimum lateral offset of 2 feet from the near edge of the device to the near edge of the pathway.

If pathway users include those who travel faster than pedestrians, such as bicyclists or skaters, warning signs should be installed in advance of the pathway grade crossing (see [[#fig913.5.2.3|Figure 913.5.2.3]]).

=={{SpanID|913.5.4}}913.5.4 Stop Lines, Edge Lines, and Detectable Warnings (MUTCD Section 8E.04)==

'''Guidance. '''A stop line should be provided at a pathway grade crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Option'''. A stop line may be provided at a sidewalk grade crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Guidance. '''If used at pathway or sidewalk grade crossings, the stop line should be a transverse line that extends across the full width of the pathway or sidewalk at the point where a pathway or sidewalk user is to stop. If no detectable warning is provided, the stop line should be placed at least 2 feet in advance of the automatic gate, counterweight, flashing-light signals, or Crossbuck Assembly (if any of these are present), and at least 12 feet from the nearest rail.

'''Option. '''Edge lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.10|EPG 620.2.10]]) to delineate the designated user route may be used on the approach to and across the tracks at a pathway grade crossing, a sidewalk grade crossing, or a station crossing if the surface where the marking is to be applied is capable of retaining the application of the marking.

'''Support. '''Edge line delineation can be beneficial where the distance across the tracks is long, commonly because of a skewed grade crossing or because of multiple tracks, or where the pathway or sidewalk surface is immediately adjacent to a traveled way.

Information regarding the design of detectable warning surfaces is contained in the U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990.

'''Standard. '''Detectable warnings (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]]) shall be used at pathway grade crossings where pedestrian travel is permitted and at sidewalk grade crossings and shall extend across the full width of the pathway or sidewalk.

'''Guidance. '''The dimension of the detectable warning in the direction of pedestrian travel should be at least 2 feet.

Detectable warnings should be placed immediately beyond the pathway or sidewalk stop line (if a stop line is present) or should be incorporated into and made a part of the stop line. The downstream edge of the detectable warning should be located at least 2 feet upstream from the automatic gate, counterweight, flashing-light signals, or Crossbuck Assembly (if any of these are present) and at least 12 feet from the nearest rail (see Figures [[#fig913.5.2.2|913.5.2.2]] and [[#fig913.5.2.3|913.5.2.3]]).

If the distance between the nearest rail of two adjacent tracks at a sidewalk or pathway grade crossing is 30 feet or more, additional detectable warnings should be used to designate the limits of the pedestrian refuge area (see [[#fig913.5.4|Figure 913.5.4]]).

'''Option. '''At pathway-LRT and sidewalk-LRT grade crossings, the downstream edge of the detectable warning may be located less than 12 feet from the nearest rail.

'''Guidance. '''The downstream edge of the detectable warning at pathway-LRT and sidewalk-LRT grade crossings should be located at least 2 feet upstream from the automatic gate, counterweight, flashing-light signals, or Crossbuck assembly (if any of these are present), at least 6 feet from the nearest rail, and in accordance with the requirements of the railroad company and/or transit agency, and MoDOT Multimodal Division (Rail Section), (if applicable).

{{SpanID|fig913.5.4}}
[[File:Fig8E-4_RefugeAreaSidewalkGradeCrossing.jpg|center|thumb|alt=A vertical two-lane roadway with a “sidewalk” to the right is shown. Two railroad tracks cross the roadway and sidewalk at the lower middle and upper middle, respectively. On the sidewalk, in advance of the lower track crossing, a “stop line (if used)” followed by a “detectable warning” surface is shown. At the lower track crossing, a crossing surface is shown. In between both track crossings, a pedestrian “refuge area” is shown. Beyond that, another “crossing surface” at the upper track crossing, followed by a “detectable warning” surface and “stop line (if used)” is shown on the “sidewalk.” |800px| '''Figure 913.5.4''' Example of Detectable Warning and Stop Lines for a Refuge Area at a Sidewalk Grade Crossing]]

=={{SpanID|913.5.5}}913.5.5 Passive Traffic Control Devices– Crossbuck Assemblies (MUTCD Section 8E.05)==

'''Support. '''The Crossbuck Assembly is provided by the appropriate railroad company. Railroad companies and/or transit agencies are responsible for the installation and maintenance of these signs.

'''Standard. '''Where the nearest edge of a passive pathway or sidewalk grade crossing is located more than 25 feet from the center of the nearest traffic control warning device at the grade crossing, a Crossbuck Assembly (see [[#fig913.5.5|Figure 913.5.5]]) shall be installed on each approach to the pathway or sidewalk grade crossing. The distance shall be measured perpendicular to the traveled way from the center of the support post of a Crossbuck Assembly at a passive grade crossing or from the center of the mast of an active traffic control warning device at an active grade crossing to the nearest edge of the pathway or sidewalk surface where it crosses the track(s) (see [[#fig913.5.2.2|Figure 913.5.2.2]]).

'''Option. '''A Crossbuck Assembly may be installed on the approaches to a pathway or sidewalk grade crossing where the nearest edge of the pathway or sidewalk is located 25 feet or less from the center of the nearest traffic control warning device at a grade crossing.

The Crossbuck Assembly may be omitted at station crossings.

The retroreflective strip on the back of the support may be omitted on the Crossbuck support at a pathway or sidewalk grade crossing.

'''Standard. '''The minimum height, measured vertically from the bottom of the YIELD or STOP sign to the elevation of the near edge of the pathway or sidewalk, of Crossbuck Assemblies installed on pathways or sidewalks shall be 4 feet where the lateral offset to the nearest edge of the sign is 2 feet or more and shall be 7 feet where the lateral offset to the nearest edge of the sign is less than 2 feet (see [[#fig913.5.5|Figure 913.5.5]]).

The minimum lateral offset, measured horizontally from the nearest edge of the pathway or sidewalk to the nearest edge of the Crossbuck Assembly signs, shall be 0 feet for sidewalks and 2 feet for pathways.

{{SpanID|fig913.5.5}}
[[File:Fig8E-5_Crossbuck_refrence_updated.jpg|center|thumb|alt=The example shows a sign assembly composed of an R15-1 sign mounted above an R15-2P plaque. This assembly is shown mounted together on a sign support above either an R1-2 sign “OR” an R1-1 sign. An “optional” red or white retroreflective strip is shown attached on front of the sign support. An “optional” red or white retroreflective strip is shown attached on the back of the support. |600px| '''Figure 913.5.5.''' Example of a Crossbuck Assembly at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.6}}913.5.6 Channelizing Devices used with Sidewalk and Pathway Traffic Control Devices (MUTCD Section 8E.06)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic needs to be considered in determining the type and placement of channelizing devices such as swing gates, fencing, and pedestrian barriers.

Where automatic gates and swing gates are used, it is desirable to design the pathway or sidewalk in a manner that channelizes or directs users to the entrance to and exit from the pathway or sidewalk grade crossing.

Swing gates (see Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.9.1|913.5.9.1]], and [[#fig913.5.9.2|913.5.9.2]]) are designed to open away from the track(s) so that pathway or sidewalk users can quickly push the swing gate open when moving away from the track(s), and to automatically return to the closed position after each use.

It is important to use retroreflective material and/or signs on swing gates, maze fencing, or pedestrian barriers that are placed at pathway or sidewalk grade crossings. Illumination of such areas can also be beneficial.

When used in conjunction with automatic gates at a pathway or sidewalk grade crossing, swing gates are typically equipped with a latching device that permits the swing gate to be opened only from the track side of the swing gate. Push bars, kick plates, or similar devices are also appropriate for use on a swing gate.

Latching devices that are used on swing gates need to be designed in a manner such that they are operable by all users of the pathway or sidewalk.

'''Guidance. '''A swing gate should be equipped with a PUSH TO EXIT (I13-2) sign on the track side of the swing gate, and a DO NOT ENTER (R5-1) sign on the side of the swing gate facing away from the tracks (see [[#fig913.5.9.2|Figure 913.5.9.2]]).

'''Support. '''The U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990 contains information regarding the design of swing gates and related hardware.

Where fencing (see Figures [[#fig913.5.6|913.5.6]] and [[#fig913.5.9.1|913.5.9.1]]) is installed to direct pathway or sidewalk users to the grade crossing, it is desirable that this fencing be connected to any continuous existing or new fencing or channelization that has been installed parallel to the track(s) to discourage pedestrians from circumventing the grade crossing.

Pedestrian barriers or fencing, sometimes referred to as a “maze fencing,” direct pathway or sidewalk users to face approaching rail traffic before entering the trackway.

Where used, maze fencing or pedestrian barriers need to be designed to permit the passage of wheelchairs and power-assisted mobility devices, and if bicycles are permitted, to permit the passage of dismounted bicyclists with tandem bicycles, cargo bicycles, or bicycles with trailers.

{{SpanID|fig913.5.6}}
[[File:Fig8E-6_AutoPedGateGradeCrossing.jpg|center|thumb|alt=A railroad track crossing at the top of a vertical pathway is shown. At the bottom and to the right of the pathway, a W10-1 sign is shown facing northbound pedestrian traffic. The pathway expands to the left, then up, then back to the right at 90-degree angles to form a vertical rectangle bump out, denoting an “emergency escape route.” “Fencing or pedestrian barrier” followed by a detectable warning surface are shown within this bump out. To the right of this bump out, between the pathway and emergency escape route, a pedestrian barrier is shown. To the right of the barrier, in advance of the track crossing, a “stop line (if used)” followed by a “detectable warning” surface are shown. Beyond that, approaching the track crossing, a traffic control warning device with gate arm extending across the pathway is shown. From the warning device to the track crossing, fencing or pedestrian barrier is shown. |800px| '''Figure 913.5.6.''' Example of an Automatic Pedestrian Gate and anEmergency Escape Route at a Pathway Grade Crossing]]

=={{SpanID|913.5.7}}913.5.7 Active Traffic Control Systems (MUTCD Section 8E.07)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

'''Standard. '''Except as provided in the first Option paragraph below, at pathway-LRT and sidewalk-LRT grade crossings where LRT operating speeds on a semi-exclusive alignment exceed 25 mph, active traffic control systems shall be used.

Except as provided in the first Option paragraph below, at pathway-LRT and sidewalk-LRT grade crossings where LRT operating speeds on a semi-exclusive alignment exceed 40 mph, active traffic control systems, including automatic gates, shall be used.

If used at a pathway or sidewalk grade crossing, an active traffic control system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.1|EPG 913.4.1]]) shall include flashing-light signals (see [[#fig913.5.7|Figure 913.5.7]]) on each approach to the crossing.

'''Guidance'''. If used at a pathway or sidewalk grade crossing, an active traffic control system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.1|EPG 913.4.1]]) should include an audible device such as a bell that is operated in conjunction with the flashing-light signals.

'''Option. '''Flashing-light signals, bells, and other audible warning devices may be omitted at pathway or sidewalk grade crossings that are located within 25 feet of an active warning device at a grade crossing that is equipped with those devices.

Additional pairs of flashing-light signals, bells, or other audible warning devices may be installed on the active traffic control devices at a grade crossing for pathway or sidewalk users approaching the grade crossing from the back side of those devices.

'''Guidance. '''Where railroad or LRT tracks in a semi-exclusive alignment are parallel and immediately adjacent to a roadway and if adequate space exists, a pedestrian refuge area or island should be provided between the tracks and the roadway to permit pedestrians to stand clear of the tracks while waiting to cross the roadway and to stand clear of the roadway while waiting to cross the tracks. If a pedestrian refuge area or island is provided at a signalized crossing of the roadway, additional pedestrian features (see [[902.9 Pedestrian Control Features (MUTCD Chapter 4I) #902.9|EPG 902.9]]), such as signal heads, signing, and detectors, should be installed in the refuge area or on the island.

{{SpanID|fig913.5.7}}
[[File:Fig8E-7_FlashingAignal.jpg|center|thumb|alt=A post-mounted flashing-light signal with two red lights is shown mounted in a horizontal line. The two “flashing red lights” are shown with visors over the top and background disks behind the lenses and are shown mounted on a support post. An R15-1 sign is also shown mounted on the post above the post-mounted lights with an “audible device” on top of the post. This signal assembly is displayed to the right of a “pathway or sidewalk.” |600px| '''Figure 913.5.7.''' Example of a Flashing-Light Signal Assembly at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.8}}913.5.8 Active Traffic Control Devices – Signals (MUTCD Section 8E.08)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

Pedestrian signal heads are typically used at highway-highway intersections where pedestrians have an expectation that other roadway users will sometimes be legally required to yield the right-of-way to them. At grade crossings where rail traffic does not stop, pedestrians will not have the right-of-way yielded to them. Therefore, pedestrian signal heads are not an appropriate traffic control device to use at a pathway or sidewalk grade crossing where rail traffic does not stop. Instead, the universal application of horizontally-aligned, alternately-flashing red lights is the uniform active traffic control device for all grade crossings where rail traffic does not stop including pathway and sidewalk grade crossings.

'''Standard. '''Except as provided in the Option paragraph below, pedestrian signal heads as described in Chapter 4I comprised of Upraised Hand and Walking Person symbols shall not be used at a pathway or sidewalk grade crossing.

'''Option. '''Pedestrian signal heads may be used at a pathway or sidewalk grade crossing where the movement of LRT vehicles is controlled by a traffic control signal or by special LRT signals (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.15|EPG 913.4.15]]).

'''Standard. '''If used at a pathway or sidewalk grade crossing, flashing-light signals shall be aligned horizontally, and the light units shall have a diameter of at least 4 inches. For 4-inch diameter light units, the light centers shall be spaced approximately 16 inches apart and, if used, the flashing light unit backgrounds shall be at least 8 inches in diameter.

Each red signal unit in the flashing-light signal shall flash alternately. The number of flashes per minute for each lamp shall be 35 minimum and 65 maximum. Each lamp shall be illuminated for approximately the same length of time. The total time of illumination of each pair of lamps shall be the entire operating time.

The minimum mounting height of the flashing-light signals shall be 4 feet, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway or sidewalk surface.

'''Option. '''At station, pathway, or sidewalk grade crossings with multiple tracks, traffic control devices may be installed between the tracks in compliance with any railroad clearance requirements.

'''Standard. '''The mounting height for flashing-light signals that are installed between the tracks at multiple-track crossings shall be a minimum of 1 foot, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway surface.

'''Guidance. '''If a Diagnostic Team finds that a flashing-light signal with a Crossbuck sign and an audible device is still not resulting in appropriate pedestrian behavior, consideration should be given to also installing an automatic pedestrian gate (see [[#913.5.9|EPG 913.5.9]]).

Flashing-light signals (see [[#fig913.5.7|Figure 913.5.7]]) with a Crossbuck (R15-1) sign and an audible device should be installed along semi-exclusive LRT alignments at station, pathway, or sidewalk grade crossings where the Diagnostic Team has determined that the sight distance is not sufficient for pathway or sidewalk users to complete their crossing prior to the arrival of LRT traffic at the crossing.

If the Diagnostic Team determines that flashing-light signals with a Crossbuck sign and an audible device would not provide sufficient notice of approaching LRT traffic, consideration should be given to also installing an automatic pedestrian gate (see [[#913.5.9|EPG 913.5.9]]) with appropriate channelization or fencing.

{{SpanID|fig913.5.8}}
[[File:Fig8E-8_AutoPedGate.jpg|center|thumb|alt= A flashing-light signal assembly is shown with an alternating, retroreflective red and white vertically striped automatic gate assembly/arm, with one red light on the top edge at the far left end. The gate is shown in the horizontal position to the left of the sign assembly, extending across the “pathway or sidewalk.”|800px| '''Figure 913.5.8.''' Example of an Automatic Pedestrian Gate at a Pathway or Sidewalk Grade Crossing]]

=={{SpanID|913.5.9}}913.5.9 Active Traffic Control Devices – Automatic Pedestrian Gates (MUTCD Section 8E.09)==

'''Support. '''The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

'''Option. '''Automatic pedestrian gates (see Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.8|913.5.8]], [[#fig913.5.9.1|913.5.9.1]], [[#fig913.5.9.3|913.5.9.3]], and [[#fig913.5.10|913.5.10]]) may be used at pathway or sidewalk grade crossings.

'''Standard. '''A pathway or sidewalk grade crossing across tracks where trains are permitted to travel at speeds of 80 mph or higher shall be equipped with a system of automatic pedestrian gates and an escape area with swing gates and fencing installed in the vicinity of the crossing to direct users to the pathway or sidewalk grade crossing (see [[#fig913.5.6|Figure 913.5.6]]) unless the Diagnostic Team determines that other safety treatments for the crossing would be more appropriate.

'''Guidance. '''Where automatic pedestrian gates are installed across a pathway or sidewalk at a grade crossing, or where a sidewalk is located between the edge of a roadway and the support for an automatic gate arm that extends across the sidewalk and into the roadway, an emergency escape route (see Figures [[#fig913.5.9.1|913.5.9.1]] and [[#fig913.5.9.2|913.5.9.2]]) should be provided to allow pedestrians to egress away from the track area when the automatic pedestrian gates are activated.

'''Standard. '''Except as provided in the Option paragraph below, automatic pedestrian gate arms shall be provided with at least one red light as shown in Figures [[#fig913.5.6|913.5.6]], [[#fig913.5.8|913.5.8]], [[#fig913.5.9.1|913.5.9.1]], [[#fig913.5.9.3|913.5.9.3]], and [[#fig913.5.10|913.5.10]]. This light shall be continuously illuminated whenever the warning system is active.

If any red lights in addition to the continuously-illuminated red light that is required in the preceding paragraph are provided on the automatic pedestrian gate arm, they shall be installed in pairs and shall be flashed alternately in unison with the other flashing-light units at the crossing.

'''Option'''. The red light on an automatic pedestrian gate arm may be omitted if the pathway or sidewalk grade crossing is located within 25 feet of the traveled way at a highway-rail or highway-LRT grade crossing that is equipped with active warning devices (see [[#fig913.5.9.3|Figure 913.5.9.3]]).

'''Guidance. '''If used at a pathway or sidewalk grade crossing, the height of the automatic pedestrian gate arm when in the down position should be a minimum of 3 feet and a maximum of 4 feet above the pathway or sidewalk.

If used at a pathway or sidewalk grade crossing, the gate configuration, which might include a combination of automatic pedestrian gates and swing gates, should provide for full-width coverage of the pathway or sidewalk on each approach to the crossing.

'''Standard. '''Where a sidewalk is located between the edge of a roadway and the support for an automatic gate arm that extends across the sidewalk and into the roadway, the location, placement, and height prescribed for vehicular gates shall be used (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.3|EPG 913.4.3]]).

'''Guidance'''. Except as provided in the first Option paragraph below, if a separate automatic pedestrian gate is used for a sidewalk at a highway-rail or highway-LRT grade crossing, instead of a supplemental or auxiliary gate arm installed as a part of the same mechanism as the vehicular gate, a separate mechanism (see [[#fig913.5.9.3|Figure 913.5.9.3]]) should be provided for the separate automatic pedestrian gate so that if a pedestrian manually raises the pedestrian gate arm, it will have no effect on the vehicular gate.

'''Option'''. A supplemental or auxiliary pedestrian gate arm installed as a part of the same mechanism as the vehicular gate may be used if the operating mechanism is designed to prevent the vehicular gate from being raised as a result of a pedestrian manually raising the pedestrian gate arm.

A horizontal hanging bar (see [[#fig913.5.10|Figure 913.5.10]]) may be attached to an automatic pedestrian gate at a pathway or sidewalk grade crossing to inform pedestrians with vision disabilities that the automatic pedestrian gate is in the down position and to reduce the likelihood that pedestrians will violate a lowered crossing gate.

'''Guidance. '''If a horizontal hanging bar is attached to an automatic pedestrian gate, the height of the horizontal hanging bar when in the down position should be a maximum of 26 inches above the pathway or sidewalk.

{{SpanID|fig913.5.9.1}}
[[File:Fig8E-9_TrafficControl-GatesGradeCrossing.jpg|center|thumb|alt=Example A – “Sidewalks on outside of vehicular gates” shows a vertical two-lane roadway with gates for both directions. Train tracks are positioned left to right through the center of the vertical roadway. Sidewalks are positioned on either side of the roadway with gates placed on both sides of the train tracks to control pedestrian movement. Example B – “Sidewalks on inside of vehicular gates” is the same concept as Example A except the sidewalks are close to the roadway and share the same gate as the roadway. The sidewalks opposite the swing gates have their own pedestrian gate. |800px| '''Figure 913.5.9.1.''' Example of Active Traffic Control Systems with Automatic Pedestrian Gates and Swing Gates at a Sidewalk Grade Crossing]]

{{SpanID|fig913.5.9.2}}
[[File:Fig8E-10_Example of Traffic Control Devices for an Optional Swing Gate-DRAFT.jpg|center|thumb|alt=A flashing-light signal assembly is shown with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the sidewalk, curb, and roadway. To the right of the traffic control devices, an “emergency escape route” is shown as a swing gate with an R5-1 sign on the side facing away from the track and an I13-2 sign on the track side. |800px| '''Figure 913.5.9.2.''' Example of Traffic Control Devices for an Optional Swing Gate]]

{{SpanID|fig913.5.9.3}}
[[File:Fig8E-11_Example of a Separate Automatic Pedestrian Gate-DRAFT.jpg|center|thumb|alt=Two signal assemblies are shown next to each other; however, the assembly on the left is larger. The larger assembly is shown as a flashing-light signal assembly with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the curb and roadway. The smaller assembly shows the same signal assembly but with only one red light along the top edge of the gate arm. The gate is shown extending over a sidewalk or pathway.” |800px| '''Figure 913.5.9.3.''' Example of a Separate Automatic Pedestrian Gate]]

=={{SpanID|913.5.10}}913.5.10 Active Traffic Control Devices – Multiple-Track Pathway or Sidewalk Grade Crossings (MUTCD Section 8E.10)==

'''Guidance. '''Where railroad or LRT tracks are immediately adjacent to other tracks, the traffic control devices that control pedestrian movements should be designed to avoid having pedestrians wait between sets of tracks.

{{SpanID|fig913.5.10}}
[[File:Fig8E-12_AutoPedestrianGate-DRAFT.jpg|center|thumb|alt=A flashing-light signal assembly is shown with an automatic gate assembly in the horizontal position to the left of the signal assembly, extending across the “pathway or sidewalk. To the left of the signal assembly and separated, but attached and below the automatic gate arm, a vertical alternating red and white striped “horizontal hanging bar” is shown, also extending over the “pathway or sidewalk.” |800px| '''Figure 913.5.10.''' Example of an Automatic Pedestrian Gate with a Horizontal Hanging Bar at a Pathway or Sidewalk Grade Crossing]]

File:Figure 913.5.2.3 Example of Signing and Markings at a Pathway Grade Crossing.jpg

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File:Figure 913.5.2.2 Example of an Active Traffic Control System for a Sidewalk or Pathway Grade Crossing.jpg

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File:Figure 913.5.2.1 Illustration of the Difference between a Pathway Grade Crossing and a Sidewalk Grade Crossing.jpg

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913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D)

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RollerA: /* {{SpanID|913.4.15}}913.4.15 Use of LRT Signals for Control of LRT Vehicles at Highway-LRT Grade Crossings (MUTCD Section 8D.15) */

[[Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913.4]]
=={{SpanID|913.4.1}}913.4.1 Introduction (MUTCD Section 8D.01)==

'''Support. '''Active traffic control systems inform road users of the approach or presence of rail traffic at grade crossings. These systems include Exit Gate systems, automatic gates, flashing-light signals, traffic control signals, actuated blank-out and variable message signs, and other active traffic control devices that are used in conjunction with the signs and pavement markings that are described in [[913.2 Signs (MUTCD Chapter 8B) #913.2| EPG 913.2]] and [[913.3 Purpose and Application (MUTCD Chapter 8C) #913.3| EPG 913.3]], respectively.

The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

[[#fig913.4.1|Figure 913.4.1]] shows a post-mounted flashing-light signal (two light units mounted in a horizontal line), a flashing-light signal mounted on an overhead structure, and an automatic gate assembly.

Where LRT speed is cited in EPG 913, it refers to the maximum speed at which LRT equipment is permitted to traverse a particular grade crossing.

'''Option. '''Post-mounted and overhead flashing-light signals may be used separately or in combination with each other as determined by the Diagnostic Team. Also, flashing-light signals may be used without automatic gate assemblies, as determined by the Diagnostic Team.

'''Standard. '''The meaning of flashing-light signals and automatic gates shall be as stated in Sections 11-701 and 11-703 of the Uniform Vehicle Code (see [[:Category:911_General_(MUTCD_Part_1) #911.1.6|EPG 911 (MUTCD Section 1A.06)]]).

Location for flashing-light signals and automatic gates shall be as shown in [[#fig913.4.1|Figure 913.4.1]].

Where there is a curb, a horizontal offset of at least 2 feet shall be provided from the face of the vertical curb to the nearest part of the signal or automatic gate arm in its upright position. Where a cantilevered-arm flashing-light signal is used, the vertical clearance shall be at least 17 feet above the crown of the highway to the lowest point of the signal unit.

Where there is a shoulder, but no curb, a horizontal offset of at least 2 feet from the edge of a paved shoulder shall be provided, with an offset of at least 6 feet from the edge of the traveled way.

Where there is no curb or shoulder, the minimum horizontal offset shall be 6 feet from the edge of the traveled way.

Minimum clearance dimensions for flashing-light signals and automatic gates relative to the closest track shall conform to standards provided by the railroad company and/or transit agency, and the MoDOT Multimodal Division (Rail Section).

'''Guidance. '''Equipment housings (controller cabinets) should have a lateral offset of at least 30 feet from the edge of the highway, and where railroad or LRT property and conditions allow, at least 25 feet from the nearest rail.

If a pedestrian route is provided, sufficient clearance from supports, posts, and automatic gate mechanisms should be maintained for pedestrian travel.

Where determined by the Diagnostic Team, a lateral escape route to the right-hand side of the highway in advance of the grade crossing traffic control devices should be kept free of guardrail or other ground obstructions. Where guardrail is not deemed necessary or appropriate, barriers should not be used for protecting signal supports.

The same lateral offset and roadside safety features should apply to flashing-light signal and automatic gate locations on both the right-hand and left-hand sides of the roadway.

'''Option. '''In industrial or other areas involving only low-speed highway traffic or where signals are vulnerable to damage by turning truck traffic, guardrail may be installed to provide protection for the signal assembly.

{{SpanID|fig913.4.1}}
[[File:Figure 913.4.1. Composite Drawing of Active Traffic Control Devices for Grade Crossings Showing Clearances.jpg|center|thumb|alt=A: At the bottom of a vertical section of one lane of a roadway, a white transverse line is shown that extends across the lane. Beyond it and in the center of the lane, a large white “X” is shown with a smaller white “R” on each side of it. At the top of the roadway section and beyond the “X,” another white transverse line is shown. B: At the bottom of a vertical section one lane of a roadway, a white transverse line is shown that extends across the lane. Beyond it, two white “Rs” are shown next to each other. Beyond the “RR,” a white “X” is shown marked in the lane. At the top of the roadway section and beyond the “X,” another white transverse line is shown. |800px| '''Figure 913.4.1. '''Composite Drawing of Active Traffic Control Devices for Grade Crossings Showing Clearances]]

'''Guidance. '''Where both traffic control signals and flashing-light signals (with or without automatic gates) are in operation at the same highway-LRT grade crossing, the operation of the devices should be coordinated to avoid any display of conflicting signal indications.

'''Option. '''If highway traffic signals must be located within close proximity to the flashing-light signals, the highway traffic signals may be mounted on the same overhead structure as the flashing-light signals with the approval of the MoDOT Multimodal Division (Rail Section).

=={{SpanID|913.4.2}}913.4.2 Flashing-Light Signals (MUTCD Section 8D.02)==

'''Support. '''[[#913.4.4|EPG 913.4.4]] contains additional information regarding flashing-light signals at highway-LRT grade crossings in semi-exclusive and mixed-use alignments.

'''Standard. '''If used, the flashing-light signal assembly (shown in [[#fig913.4.1|Figure 913.4.1]]) on the side of the highway shall include a standard Crossbuck (R15-1) sign, and where there is more than one track, a supplemental Number of Tracks (R15-2P) plaque, all of which indicate to motorists, bicyclists, and pedestrians the location of a grade crossing.

'''Guidance. '''The bottom of the Number of Tracks (R15-2P) plaque (when used) should be located as low as practicable above the flashing-light backgrounds. The Crossbuck (R15-1) sign should be located just above the Number of Tracks (R15-2P) plaque or, if no plaque is present, the bottom of the Crossbuck sign should be located as low as practicable above the flashing-light backgrounds.

'''Support. '''Additional information regarding sizes and clearances of components used on flashing-light signals can be found in Part 3 of the “2023 AREMA Communications and Signals Manual” published by the American Railway Engineering and Maintenance-of-Way Association (AREMA).

'''Option. '''At highway-rail grade crossings, bells or other audible warning devices may be included in the assembly and may be operated in conjunction with the flashing-light signals to provide additional warning for pedestrians, bicyclists, and/or other non-motorized road users.

'''Standard. '''When indicating the approach or presence of rail traffic, the flashing-light signal shall display toward approaching highway traffic two red lights mounted in a horizontal line flashing alternately.

If used, flashing-light signals shall be placed to the right-hand side of approaching highway traffic on all highway approaches to a grade crossing. They shall be located laterally with respect to the highway in compliance with [[#fig913.4.1|Figure 913.4.1]] except where such location would adversely affect signal visibility.

If used at a grade crossing with highway traffic in both directions, back-to-back flashing-light signals shall be placed on each side of the tracks. On multi-lane one-way streets and divided highways, flashing-light signals shall be placed on the approach side of the grade crossing on both sides of the roadway or shall be placed above the highway.

Each red signal unit in the flashing-light signal shall flash alternately. The number of flashes per minute for each lamp shall be 35 minimum and 65 maximum. Each lamp shall be illuminated for approximately the same length of time. The total time of illumination of each pair of lamps shall be the entire operating time.

Flashing-light units shall use either 8-inch or 12-inch nominal diameter lenses.

'''Guidance. '''In choosing between the 8-inch or 12-inch nominal diameter lenses for use in grade crossing flashing-light signals, consideration should be given to the principles stated in [[902.5 Traffic Control Signal Indications (MUTCD Chapter 4E) #902.5.2|EPG 902.5.2]].

If flashing-light signals are used, at least one pair of flashing lights should be provided for each approach lane of the roadway.

The center-to-center distance between the two red lights in a flashing-light unit should be approximately 30 inches.

The mounting height of the flashing-light units, measured from the center of the flashing-light unit housing to the elevation of the crown of the roadway, should be between 8 feet and 9 feet .

The top of the support pole foundation should be no more than 4 inches above the surface of the ground and should be at the same elevation as the crown of the roadway.

'''Standard. '''Grade crossing flashing-light signals shall operate at a low voltage using storage batteries either as a primary or stand-by source of electrical energy. Provision shall be made to provide a source of energy for charging batteries.

'''Option. '''Additional flashing-light signals may be mounted on the same supporting post and directed toward vehicular traffic approaching the grade crossing from other than the principal highway route, such as where there are approaching routes on highways closely adjacent to and parallel to the track(s).

'''Guidance. '''Where the storage distance for vehicles approaching a grade crossing is less than a design vehicle length, the Diagnostic Team should consider providing additional flashing-light signals aligned toward the movement turning toward the grade crossing.

The Diagnostic Team should consider the use of additional flashing-light signals to provide supplemental warning to pedestrians, especially on one-way streets and divided highways.

'''Standard. '''References to lenses in this article shall not be used to limit flashing-light signal optical units to incandescent lamps within optical assemblies that include lenses.

'''Support. '''Research has resulted in flashing-light signal optical units that are not lenses, such as, but not limited to, light-emitting diode (LED) flashing-light signal modules.

'''Option. '''If a Diagnostic Team determines that it is appropriate, the flashing-light signals may be installed on overhead structures or cantilevered supports as shown in [[#fig913.4.1|Figure 913.4.1]] where needed for additional emphasis, or for better visibility to approaching traffic, particularly on multi-lane approaches or highways with profile restrictions.

If it is determined by a Diagnostic Team that one flashing-light signal on the cantilever arm is not sufficiently visible to road users, one or more additional flashing-light signals may be mounted on the supporting post and/or on the cantilever arm.

'''Standard. '''Breakaway or frangible bases shall not be used on the supporting posts for overhead structures or cantilevered arms that support overhead flashing-light signals.

=={{SpanID|913.4.3}}913.4.3 Automatic Gates (MUTCD Section 8D.03)==

'''Support. '''An automatic gate is a traffic control device used in conjunction with flashing-light signals.

'''Standard. '''The automatic gate (see [[#fig913.4.1|Figure 913.4.1]]) shall consist of a drive mechanism and a fully retroreflective red-and-white-striped gate arm with lights. When in the down position, the gate arm shall extend across the approaching lanes of highway traffic.

In the normal sequence of operation, unless constant warning time detection or other advanced system requires otherwise, the flashing-light signals and the lights on the gate arm (in its normal upright position) shall be activated immediately upon detection of approaching rail traffic. The gate arm shall start its downward motion not less than 3 seconds after the flashing-light signals start to operate, shall reach its horizontal position at least 5 seconds before the arrival of the rail traffic, and shall remain in the down position until the rail traffic completely clears the grade crossing.

When the rail traffic clears the grade crossing, and if no other rail traffic is detected, the gate arm shall ascend to its upright position, following which the flashing-light signals and the lights on the gate arm shall cease operation.

Gate arms shall be fully retroreflective on both sides and shall have vertical stripes alternately red and white at 16-inch intervals measured horizontally. The width (which becomes the height of the retroreflective sheeting when the automatic gate is in the down position) of the retroreflective sheeting on the front of the gate arm shall be at least 4 inches for the first 32 feet of gate arm length measured from the center of the gate mast. The front of the gate arm beyond 32 feet to the tip of the gate arm shall have retroreflective sheeting at least 2 inches in width.

'''Support. '''It is acceptable to replace a damaged gate arm with a gate arm having vertical stripes even if the other existing gate arms at the same grade crossing have diagonal stripes; however, it is also acceptable to replace a damaged gate arm with a gate arm having diagonal stripes if the other existing gate arms at the same grade crossing have diagonal stripes in order to maintain consistency per the provisions of the last Option paragraph of [[:Category:911 General (MUTCD Part 1)#Compliance_of_Devices_(MUTCD_Section_1B.03)|EPG 911 (MUTCD Section 1B.03)]].

'''Standard. '''Gate arms shall have at least three red lights as shown in [[#fig913.4.1|Figure 913.4.1]].

When activated, the gate arm light nearest the tip shall be illuminated continuously and the other lights shall flash alternately in unison with the flashing-light signals such that the left-most flashing gate arm light(s) flashes simultaneously with the left-hand light of the flashing-light signals and the right-most flashing gate arm light(s) flashes simultaneously with the right-hand light of the flashing-light signals.

'''Support. '''Typical gate arm lights are approximately 4 inches in diameter if they are circular. Rectangular gate arm lights with approximately the same illuminated surface area are sometimes used on gate arms instead of circular lights.

'''Standard. '''The entrance gate arm mechanism shall be designed to fail safe in the down position.

'''Guidance. '''The gate arm should ascend to its upright position in 12 seconds or less.

In its normal upright position, when no rail traffic is approaching or occupying the grade crossing, the gate arm should be approximately vertical (see [[#fig913.4.1|Figure 913.4.1]]).

In the design of individual installations, consideration should be given to timing the operation of the gate arm to accommodate large and/or slow-moving motor vehicles.

The gate arms should cover the approaching highway to block all motor vehicles from being driven around the gate arms without crossing the center line.

The height of the gate arm when it is in the down position should be between 3.5 feet and 4.5 feet above the crown of the roadway. When the gate arm is in the down position, no portion of the counterweight should extend into the traveled way, sidewalk, or pathway.

'''Option. '''Channelizing devices and/or raised median islands may be used to discourage driving around lowered automatic gates.

'''Guidance. '''Where sufficient space is available, median islands should be at least 60 feet in length.

'''Option. '''Where automatic gates are located in the median, additional median width may be required to provide the minimum clearance for the counterweight supports.

Automatic gates may be supplemented by cantilevered flashing-light signals (see [[#fig913.4.1|Figure 913.4.1]]) where there is a need for additional emphasis or better visibility.

=={{SpanID|913.4.4}}913.4.4 Use of Active Traffic Control Systems at LRT Grade Crossings (MUTCD Section 8D.04)==

'''Standard. '''At highway-LRT grade crossings where LRT speeds exceed 25 mph, active traffic control systems (see [[#913.4.1|EPG 913.4.1]]) shall be used.

At highway-LRT grade crossings where LRT speeds exceed 40 mph, the active traffic control system shall include automatic gates.

'''Option. '''The Diagnostic Team may recommend an active traffic control system with automatic gates at highway-LRT grade crossings where LRT speeds do not exceed 40 mph.

'''Guidance. '''At highway-LRT grade crossings where LRT speeds are 25 mph or less, active traffic control systems should be used unless the Diagnostic Team determines that the use of Crossbuck Assemblies, STOP signs alone, or YIELD signs alone would be adequate.

Where the highway-LRT grade crossing is at a location other than an intersection and LRT speeds exceed 20 mph, traffic control signals should not be used in lieu of flashing-light signals.

'''Support. ''' [[#913.4.2|EPG 913.4.2]] and [[#913.4.3|913.4.3]] contain additional provisions regarding the design and operation of flashing-light signals and automatic gates, respectively.

'''Standard. '''If flashing-light signals are in operation at a highway-LRT crossing that is used by pedestrians, bicyclists, and/or other non-motorized road users, an audible device such as a bell shall also be provided and shall be operated in conjunction with the flashing-light signals.

=={{SpanID|913.4.5}}913.4.5 Exit Gate and Four-Quadrant Gate Systems (MUTCD Section 8D.05)==

'''Option. '''Exit Gate systems may be installed to improve safety at grade crossings where a Diagnostic Team determines that less restrictive measures, such as automatic gates and median islands, are not effective.

'''Support. '''A grade crossing that includes exit gates on some, but not all, of the exiting lanes is an Exit Gate system, but is not considered to be a Four-Quadrant Gate system.

The term Four-Quadrant Gate system is used in a generic sense in that it refers to the fact that all entrances and exits from a grade crossing are controlled by automatic gates in order to provide a full closure to all entering and exiting lanes. The term Four-Quadrant Gate system does not refer to the number of gates installed, but rather the fact that a full closure is provided.

'''Standard. '''The Exit Gate system shall use a series of automatic gates with fully retroreflective red-and-white-striped gate arms with lights, and when in the down position the gate arms extend individually across the entrance and exit lanes of the roadway as shown in [[#fig913.4.5|Figure 913.4.5]]. The provisions contained in [[#913.4.2|EPG 913.4.2]] for flashing-light signals shall be followed for signal specifications, location, and clearance distances.

Gate arm design, colors, and lighting requirements shall be in accordance with the provisions contained in [[#913.4.3|EPG 913.4.3]].

'''Support. '''The provisions contained in [[#913.4.3|EPG 913.4.3]] for automatic gates are applicable to exit gates.

'''Standard. '''In the normal sequence of operation, unless constant warning time detection or other advanced system requires otherwise, the flashing-light signals and the lights on the gate arms (in their normal upright positions) shall be activated immediately upon the detection of approaching rail traffic. The entrance gate arms shall start their downward motion not less than 3 seconds after the flashing-light signals start to operate and shall reach their horizontal position at least 5 seconds before the arrival of the rail traffic. Exit gate arm activation and downward motion shall be based on detection or timing requirements established by a Diagnostic Team. If an Exit Gate system is present, the exit gate clearance time (see AREMA Manual) shall be long enough to permit the exit gate arm to lower after a design vehicle of maximum length is clear of the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]). The gate arms shall remain in the down position as long as the rail traffic occupies the grade crossing.

When the rail traffic clears the grade crossing, and if no other rail traffic is detected, the gate arms shall ascend to their upright positions, following which the flashing-light signals and the lights on the gate arms shall cease operation.

Except as provided in the first Option paragraph below, the exit gate arm mechanism shall be designed to fail-safe in the up position.

At locations where gate arms are offset a sufficient distance for motor vehicles to drive between the entrance and exit gate arms, median islands (see [[#fig913.4.5|Figure 913.4.5]]) shall be installed in accordance with the needs determined by the Diagnostic Team.

'''Guidance. '''The gate arm should ascend to its upright position in 12 seconds or less.

Constant warning time detection circuits should be used with Exit Gate systems where practical.

The operating mode of the exit gates should be determined by a Diagnostic Team.

If the Timed Exit Gate Operating Mode is used, the Diagnostic Team should also determine the Exit Gate Clearance Time (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2 | EPG 911 (MUTCD Section 1C.02)]]).

If the Dynamic Exit Gate Operating Mode is used, highway vehicle intrusion detection devices that are part of a system that incorporates processing logic to detect the presence of motor vehicles within the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) should be installed to control exit gate operation. Exit gates should be independently controlled for each direction of roadway traffic.

Regardless of which exit gate operating mode is used, the Exit Gate Clearance Time should be considered when determining additional time requirements for the Minimum Warning Time.

'''Support. '''The minimum warning time is the least amount of time that active warning devices operate prior to the arrival of rail traffic at a grade crossing.

'''Guidance. '''If an Exit Gate system is used at a location that is adjacent to an intersection that could cause motor vehicles to queue within the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]), the Dynamic Exit Gate Operating Mode should be used unless the Diagnostic Team determines otherwise.

If an Exit Gate system is interconnected with a highway traffic signal (see [[913.1 General (MUTCD Chapter 8A) #913.1.9| EPG 913.1.9]]), back-up or standby power should be considered for the highway traffic signal. Also, circuitry should be installed to prevent the highway traffic signal from leaving the track clearance green interval until all of the gates are lowered.

Exit Gate systems should include remote health (status) monitoring capable of automatically notifying railroad or LRT signal maintenance personnel when anomalies have occurred within the system.

'''Option. '''Exit gate arms may fail in the down position if the grade crossing is equipped with remote health (status) monitoring.

Exit Gate system installations may include median islands between opposing lanes on an approach to a grade crossing.

'''Guidance. '''Where sufficient space is available, median islands should be at least 60 feet in length.

{{SpanID|fig913.4.5}}
[[File:Figure 913.4.5 Examples of Location Plan for Flashing-Light Signals and Four-Quadrant Gates.jpg|center|thumb|alt= A: Two railroad tracks crossing a vertical six-lane roadway with three lanes in each direction are shown. The tracks run from the bottom left to the top right. On each side of the railroad tracks, two gates are shown: one that extends across the three right lanes (the entrance gate) and one that extends across the three left lanes (the exit gate). On each side of the railroad tracks, a “median island” is shown placed “between” the two gates. B: The same example of railroad tracks crossing a vertical roadway are shown as the “Obtuse Angle” example, except these tracks are shown running from the top left to the bottom right. C: Two railroad tracks are shown crossing a vertical six-lane roadway at a “right angle.” On each side of the railroad tracks, two gates are shown: an entrance gate that extends across the three right lanes and an exit gate that extends across the three left lanes.|800px| '''Figure 913.4.5''' Examples of Location Plan for Flashing-Light Signals and Four-Quadrant Gates]]

=={{SpanID|913.4.6}}913.4.6 Wayside Horn Systems (MUTCD Section 8D.06)==

'''Option. '''A wayside horn system (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2 | EPG 911 (MUTCD Section 1C.02)]]) may be installed in compliance with 49 CFR Part 222 to provide audible warning directed toward the road users at a highway-rail grade crossing or at a pathway grade crossing.

'''Standard. '''Wayside horn systems used at grade crossings where the locomotive horn is not sounded shall be equipped and shall operate in compliance with the requirements of Appendix E to 49 CFR Part 222.

'''Guidance. '''The same lateral clearance and roadside safety features should apply to wayside horn systems as described in the provisions contained in [[#913.4.1|EPG 913.4.1]] Wayside horn systems, when mounted on a separate pole assembly, should be installed no closer than 15 feet from the center of the nearest track and should be positioned to not obstruct the motorists’ line of sight of the flashing-light signals.

=={{SpanID|913.4.7}}913.4.7 Rail Traffic Detection (MUTCD Section 8D.07)==

'''Standard. '''The devices employed in active traffic control systems shall be actuated by some form of rail traffic detection.

Rail traffic detection circuits, insofar as practical, shall be designed on the fail-safe principle.

Flashing-light signals shall operate for at least 20 seconds before the arrival of any rail traffic, except as provided in the first Option paragraph below.

'''Option. '''On tracks where all rail traffic operates at less than 20 mph and where road users are directed by an authorized person on the ground to not enter the crossing at all times that approaching rail traffic is about to occupy the crossing, a shorter signal operating time for the flashing-light signals may be used.

Additional warning time may be provided when determined by an engineering study.

'''Guidance. '''Where the speeds of different rail traffic on a given track vary considerably under normal operation, special devices or circuits should be installed to provide reasonably uniform notice in advance of all rail traffic movements over the grade crossing. Special control features should be used to eliminate the effects of station stops and switching operations within approach control circuits to prevent excessive activation of the traffic control devices while rail traffic is stopped on or switching upon the approach track control circuits.

=={{SpanID|913.4.8}}913.4.8 Use of Traffic Control Signals at Grade Crossings (MUTCD Section 8D.08)==

'''Standard. '''Except as provided in the Option paragraph below, traffic control signals shall not be used instead of flashing-light signals to control road users at a highway-rail grade crossing.

'''Option. '''Traffic control signals may be used instead of flashing-light signals to control road users at industrial highway-rail grade crossings and other places where the maximum speed of trains is 10 mph or less with approval of the MoDOT Multimodal Division (Rail Section).

'''Support'''. [[#913.4.4|EPG 913.4.4]] and [[#913.4.14|913.4.14]] contain information regarding the use of traffic control signals at highway-LRT grade crossings.

'''Standard. '''The appropriate provisions of [[:Category:902 Signals (MUTCD Part 4)|EPG 902]] relating to traffic control signal design, installation, and operation shall be applicable where traffic control signals are used instead of flashing-light signals to control road users at grade crossings.

=={{SpanID|913.4.9}}913.4.9 Preemption of Highway Traffic Signals at or Near Grade Crossings (MUTCD Section 8D.09)==

'''Support. '''Traffic signal preemption for grade crossings is a complex topic that requires a specific understanding of grade crossing warning systems and highway traffic signal operations. While most traffic signal operations are governed only by the traffic signal controller unit and the associated traffic signal equipment, preemption for grade crossings is also governed by the grade crossing warning system. Active grade crossing warning systems include flashing-light signals and possibly automatic gates, as well as various types of train detection equipment. Where the traffic signal controller unit is interconnected with the grade crossing warning system for the purpose of preemption, a combined system is created. It is the combined system that requires a thorough understanding of the design and operating parameters in order to provide proper operation of the preemption system.

The Federal Railroad Administration (FRA) has issued two documents that provide additional information relating to preemption of highway traffic signals at or near grade crossings. The first document is “Technical Bulletin S-12-01, Guidance Regarding the Appropriate Process for the Inspection of Highway-Rail Grade Crossing Warning System Pre-emption Interconnections with Highway Traffic Signals” and the second document is “Safety Advisory 2010-02, Signal Recording Devices for Highway-Rail Grade Crossing Active Warning Systems that are Interconnected with Highway Traffic Signal Systems.”

'''Guidance. '''If a grade crossing is equipped with flashing-light signals and is located 200 feet or less from an intersection or midblock location controlled by a traffic control signal, a pedestrian hybrid beacon, or an emergency-vehicle hybrid beacon, the intersection should be provided with rail preemption in accordance with [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]] unless otherwise determined by the Diagnostic Team.

Coordination with the flashing-light signals, such as using queue detection and queue cutter signals, blank-out signs, or other alternatives, should be considered where a traffic control signal, a pedestrian hybrid beacon, or an emergency-vehicle hybrid beacon is located more than 200 feet from the grade crossing. Factors to be considered should include traffic volumes, highway vehicle mix, highway vehicle and train approach speeds, frequency of trains, presence of midblock driveways or unsignalized intersections, and the potential for vehicular queues resulting from an adjacent downstream grade crossing or highway traffic signal to extend into the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]).

The highway agency or authority with jurisdiction and the MoDOT Multimodal Division (Rail Section), if applicable, should jointly determine the preemption operation and the timing of highway traffic signals interconnected with grade crossings adjacent to signalized locations.

If a highway traffic signal is installed 200 feet or less from a passive grade crossing, unless otherwise determined by the Diagnostic Team, an active grade crossing warning system should be installed at the grade crossing to provide a means to preempt the highway traffic signal in order to clear vehicles from the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) upon approach of rail traffic.

If a highway traffic signal is interconnected with flashing-light signals, the flashing-light signals should be provided with automatic gates to prevent additional vehicles from being drawn into the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) during the track clearance interval prior to the arrival of rail traffic unless a Diagnostic Team determines otherwise.

'''Support. '''Regular joint inspections by the highway agency or authority with jurisdiction, the MoDOT Multimodal Division (Rail Section), if applicable, and the railroad company or transit agency are a best practice and typically include verification of the preemption operation, the amount of warning time and/or preemption time being provided by the grade crossing warning system, and the timing of highway traffic signals interconnected and/or coordinated with the flashing-light signals.

[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]] includes a recommendation that traffic control signals that are adjacent to highway-rail grade crossings and that are coordinated with the flashing-light signals at the grade crossing or that include railroad preemption features be provided with a back-up power supply.

'''Standard. '''Information regarding the type of preemption and any related timing parameters shall be provided to the railroad company or transit agency so that the railroad company or transit agency can design the appropriate train detection circuitry.

If preemption is provided, unless otherwise determined by a Diagnostic Team, the normal sequence of highway traffic signal indications shall be preempted upon the approach of a train to provide a track clearance interval to provide an opportunity for motor vehicles at the grade crossing to clear the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) prior to the arrival of rail traffic.

'''Option. '''Where train switching or train restarts occur close to a grade crossing, the Diagnostic Team may determine that the preemption time can be reduced in accordance with the operating requirements of the railroad company and/or transit agency.

'''Standard. '''Where flashing-light signals are in place at a grade crossing, any highway traffic signal faces installed within 50 feet of any rail shall be preempted upon the approach of rail traffic. The Diagnostic Team shall determine the signal indications displayed by the highway traffic signal faces that control movements across the grade crossing in accordance with [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]] in order to avoid the display of signal indications that conflict with the flashing-light signals.

'''Guidance. '''Where the flashing-light signals are in place at a grade crossing, the operation of any flashing yellow beacon installed within 50 feet of any rail should be considered by a Diagnostic Team to determine whether the operation of the beacon should be terminated during the approach and passage of rail traffic.

'''Standard'''. The preemption special control mode shall be activated by a supervised preemption interconnection using fail-safe design principles between the control circuits of the grade crossing warning system and the traffic signal controller unit. The approach of rail traffic to a grade crossing shall de-energize the interconnection or send a message via a fail-safe data communication protocol (such as the “IEEE Standard for the Interface Between the Rail Subsystem and the Highway Subsystem at a Highway Rail Intersection,” 1570-2002 (R2008), Institute of Electrical and Electronics Engineers), which in turn shall activate the traffic signal controller preemption sequence. This shall establish and maintain the preemption condition during the time the grade crossing warning system is activated, except that when automatic gates exist, the preemption condition shall not be terminated until the automatic gates are energized to start their upward movement.

'''Support. '''Advance preemption is the notification of approaching rail traffic that is forwarded to the highway traffic signal controller unit or assembly by the railroad or light rail transit equipment in advance of the activation of the grade crossing warning system.

The maximum preemption time is the maximum amount of time needed following initiation of the preemption sequence for the highway traffic signals to complete the timing of the right-of-way transfer time, queue clearance time, and separation time.

The separation time is the component of maximum preemption time during which the minimum track clearance distance is clear of vehicular traffic prior to the arrival of rail traffic.

Simultaneous preemption is the notification of approaching rail traffic that is forwarded to the highway traffic signal controller unit or assembly and grade crossing warning system at the same time.

The right-of-way transfer time is the amount of time needed prior to display of the track clearance interval. This includes any time needed by the railroad, light rail transit, or highway traffic signal control equipment to react to a preemption call, and any traffic control signal green, pedestrian walk and clearance if used (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]]), yellow change, and red clearance intervals for conflicting traffic.

A supervised preemption interconnection is one that incorporates both a normally-open and a normally-closed circuit from the grade crossing warning system to verify the proper operation of the interconnection.

'''Option. '''Instead of supervision, a double-break preemption interconnection circuit that uses two normally-closed circuits that open both the source and return energy circuits may be used.

A preemption interconnection may incorporate both supervision and double-break circuits.

'''Guidance. '''Where train detection circuits are present at a passive grade crossing, the operation of the preemption interconnection should be treated as if active traffic control devices exist at the crossing and the preemption operation should be determined by a Diagnostic Team.

Where left turns are permitted at a downstream highway-highway traffic control signal from the roadway approach that crosses the track and a delayed or impeded left-turn movement could prevent vehicles from clearing the track, a protected left-turn movement should be provided during the track clearance interval if green signal indications are displayed to the approach for track clearance.

The decision to implement simultaneous or advance preemption should include consideration of the right-of-way transfer time, the queue clearance time, and the separation time in order to determine the maximum preemption time. These time periods should be compared to and verified with the operation of the grade crossing traffic control devices in order to evaluate the operation of the highway traffic signal and the preemption operation. These factors should be considered regardless of whether simultaneous or advance preemption operation is implemented as they are based on traffic signal minimum timing, vehicle acceleration characteristics, and physical distances along the roadway.

'''Support. '''Preemption time variability occurs when the traffic signal controller enters the preemption clearance interval with less than the maximum design right-of-way transfer time or when the speed of a train approaching the grade crossing varies.

The time interval between the initiation of advance preemption and the operation of the grade crossing warning system for rail traffic will decrease in situations when rail traffic is accelerating or increase in situations when rail traffic is decelerating.

'''Guidance. '''Where preemption is used and automatic gates are present, the possibility that an automatic gate might descend upon a vehicle should be analyzed.

If simultaneous preemption is used, an analysis of extended grade crossing warning time requirements should be conducted.

If advance preemption is used, an analysis of preemption operation, traffic signal sequencing, and traffic signal phasing should be conducted to identify preemption time variability. The analysis should include both the condition requiring the longest amount of time to enter the track clearance interval and the condition requiring the shortest amount of time to enter the track clearance interval.

'''Standard. '''Where automatic gates are present and green signal indications are displayed at the downstream traffic control signal during the track clearance interval, the preemption sequence shall be designed such that the green signal indications are not terminated until the automatic gate(s) that controls access over the grade crossing toward the downstream intersection is fully lowered.

'''Support. '''The following are two examples of mutually-exclusive methods to resolve preemption time variability:
::A. Gate-down circuitry provides a means to hold the traffic signal controller sequence in the track clearance interval until the automatic gate(s) that controls access over the grade crossing toward the downstream intersection is fully lowered.
::B. Timing correction resolves preemption time variability by adding the right-of-way transfer time to the track clearance interval in the traffic signal controller unit and setting a fixed maximum period of time between the start of advance preemption and the operation of the flashing-light signals.

The Third Edition of the “Railroad-Highway Grade Crossing Handbook” and the “2023 AREMA Communications and Signals Manual” published by the American Railway Engineering and Maintenance-of-Way Association (AREMA) provide additional information about preemption time variability.

'''Standard. '''Where gate-down circuitry is used to resolve preemption time variability and an automatic gate is broken or is not fully lowered, the crossing control circuits shall not terminate the track clearance interval before the rail traffic has entered the grade crossing.

Where timing correction is used to resolve preemption time variability, a timing circuit shall be used to maintain a maximum time interval between the initiation of advance preemption and the operation of the grade crossing warning system when the approaching rail traffic is decelerating.

'''Guidance. '''Where a highway-highway intersection controlled by traffic control signals is interconnected with a grade crossing equipped with exit gates, advance preemption should be used because of the additional operating time that is required for the exit gates.

Where rail traffic routinely stops and re-starts within or just outside of the approaches to a grade crossing that is interconnected with highway traffic signals, the effects of rail traffic operations on the preemption operation should be analyzed.

Highway traffic signal control equipment should be capable of providing immediate re-service of successive requests for preemption from the railroad warning devices, even if the initial preemption sequence has not been completed. As appropriate, the highway traffic signal control equipment should be able to promptly return to the start of the track clearance interval at any time that the demand for preemption is cancelled and then reactivated. The highway traffic signal control equipment should have the ability to provide this immediate re-service at any point in the preemption sequence.

'''Standard. '''Where traffic control signals are programmed to operate in a flashing mode during the preemption dwell interval (the period following the track clearance interval that lasts for the duration of the preemption interconnection activation), the beginning of the preemption dwell flashing mode shall not occur until the grade crossing equipment indicates that the rail traffic has entered the grade crossing.

At locations where conflicting preemption calls might be received to serve boats and trains, the Diagnostic Team shall determine the relative priority when conflicting preemption calls occur (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]]). Where the boat and the train do not conflict with each other, the Diagnostic Team shall determine the preemption sequence when both preemption calls are occurring simultaneously. The United States Coast Guard or other appropriate authority that regulates the operation of the waterway shall be invited to participate on the Diagnostic Team and/or to provide input to the Diagnostic Team.

'''Support. '''[[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C) #902.3.10|EPG 902.3.10]] describes the Intersection Near a Grade Crossing signal warrant that is intended for use at a location where the proximity to the intersection of a grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic control signal.

[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]] describes additional considerations regarding preemption of traffic control signals at or near grade crossings.

=={{SpanID|913.4.10}}913.4.10 Movements Prohibited During Preemption (MUTCD Section 8D.10)==

'''Support. '''The use of blank-out turn prohibition signs requires the authorization of the Highway Safety and Traffic Division.

'''Guidance. '''At a signalized intersection that is located within 100 feet of a grade crossing and the intersection traffic control signals are preempted by the approach of rail traffic, all existing permissive-only turning movements toward the grade crossing should be prohibited, steady red arrow signal indications should be shown to all existing protected/permissive and protected-only turning movements toward the grade crossing, and red signal indications should be shown to the straight-through movement toward the grade crossing during the signal preemption sequences. The prohibition of a permissive-only turning movement toward the grade crossing during preemption should be accomplished through the installation of a blank-out turn prohibition (R3-1a or R3-2a) sign.

'''Option. '''All movements toward the track may be prohibited at a signalized intersection that is preempted by the approach of rail traffic, even if the clear storage distance is more than 100 feet.

'''Support. '''Including the word “TRAIN” as part of the blank-out turn prohibition sign informs road users that the turn prohibition being displayed by the sign is in effect because rail traffic is approaching or occupying a nearby rail grade crossing, and that the turn prohibition will be terminated after the rail traffic has cleared the grade crossing.

<div style="text-align: center;"><div style="display:inline-block;vertical-align: middle;">[[File:R3-1a (Activated Blank Out).png|thumb|none|alt=|200px|'''R3-1a (Activated Blank Out)]]</div>
<div style="display:inline-block;vertical-align: middle;">[[File:R3-2a (Activated Blank Out).png|thumb|none|alt=|200px|'''R3-2a (Activated Blank Out)]]</div>
</div>

Rail operations can include the use of activated blank-out turn prohibition (R3-1a or R3-2a) signs at unsignalized highway-highway intersections in the vicinity of grade crossings, such as where a semi-exclusive or mixed-use alignment is within or parallel to the roadway where road users are normally permitted to turn across the tracks.

'''Guidance. '''An LRT-activated blank-out turn prohibition (R3-1a or R3-2a) sign should be used during preemption where all three of the following conditions are present:
::A. There is no active warning system for the LRT grade crossing,
::B. Vehicles traveling along a parallel roadway would normally be permitted to turn left or right to travel across tracks that are located within 100 feet of the highway-highway intersection or within the median of the intersection, and
::C. The drivers turning at the highway-highway intersection are not controlled by a traffic control signal.

'''Standard'''. Blank-out turn prohibition signs that are associated with preemption shall display their message only when a preemption signal is being received from the railroad or LRT equipment or while the automatic gate is activated.

'''Support. '''The provisions contained in [[903.12 Changeable Message Signs (MUTCD Chapter 2L) #903.12|EPG 903.12]] for blank-out signs are applicable to R3-1a and R3-2a signs.

=={{SpanID|913.4.11}}913.4.11 Pre-Signals at or Near Grade Crossings (MUTCD Section 8D.11)==

'''Guidance. '''If a grade crossing is located in close proximity to an intersection controlled by a traffic control signal and the clear storage distance is less than the design vehicle length, the use of pre-signals to control traffic approaching the grade crossing in the direction toward the intersection should be considered.

If a grade crossing equipped with flashing-light signals, but without automatic gates, is located within 200 feet of an intersection controlled by a traffic control signal, a pre-signal should be provided.

'''Support. '''A pre-signal is generally used where the grade crossing is located less than 200 feet from a downstream signalized intersection. [[#913.4.12|EPG 913.4.12]] contains information for grade crossings located 200 feet or more from a downstream signalized intersection.

Other measures that could be considered instead of or in addition to a pre-signal to minimize the possibility of vehicles queuing across the grade crossing include providing additional lanes, reducing the cycle length, using split phasing, using protected turn phasing, and/or providing an extended green interval for the approach.

'''Standard. '''Pre-signal faces shall display a steady red signal indication during the track clearance interval of the signal preemption sequence to prohibit additional motor vehicles from entering the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]).

Pre-signal faces shall not display green signal indications when the grade crossing flashing-light signals are displaying flashing red indications.

'''Guidance. '''Consideration should be given to using visibility-limited signal faces (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2 | EPG 911 (MUTCD Section 1C.02)]]) at the intersection for the downstream signal faces that control the approach that is equipped with pre-signals.

'''Option. '''The duration of the extended green interval may be adjusted by vehicle detection located between the pre-signal and the downstream signalized intersection.

The pre-signal phase sequencing may be timed with an offset from the downstream signalized intersection such that the pre-signal’s green signal indication terminates prior to the downstream intersection’s green signal indication to minimize the possibility of stopping motor vehicles within the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) and the clear storage distance.

'''Guidance. '''If pre-signals are used, the queue clearance time (see [[913.1 General (MUTCD Chapter 8A) #913.1.9| EPG 913.1.9]]) should be long enough to allow a design vehicle of maximum length stopped just inside the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) to start up and move through the downstream intersection, or to clear the minimum track clearance distance if there is sufficient clear storage distance.

<div style="text-align: center;"><div style="display:inline-block;vertical-align: middle;">[[File:R10-10b.png|thumb|none|alt=|200px|R10-10b]]</div>
</div>

'''Support. '''The storage area for mandatory left-turn and right-turn lanes at signalized intersections that are downstream from grade crossings sometimes extends from the signalized intersection back to and across the grade crossing. In such cases, drivers that are in the turn lane are required to make a straight-through movement when they cross the track(s) and then are required to make a turning movement when they reach the downstream signalized intersection.

'''Guidance. '''A separate pre-signal face for the mandatory left-turn lane and/or right-turn lane should be provided in addition to the pre-signal signal faces provided for the through movement where both of the following conditions are met:
::A. The storage area for the turn lane extends from the downstream signalized intersection back to and across the grade crossing, and
::B. The green interval for the turning movement at the downstream intersection does not always begin and end simultaneously with the green interval for the adjacent through movement at the downstream intersection.

'''Standard. '''Where adjacent lanes at a pre-signal are controlled separately, all of the signal faces shall be capable of displaying the following signal indications: CIRCULAR RED, CIRCULAR YELLOW, and straight-through GREEN ARROW. Left-turn GREEN ARROW and right-turn GREEN ARROW signal indications shall not be used in pre-signal faces. CIRCULAR GREEN signal indications shall not be used in pre-signal faces where adjacent lanes are controlled separately.

'''Option. '''Where all adjacent lanes at a pre-signal are controlled together, CIRCULAR GREEN signal indications may be used in pre-signal faces.

'''Standard. '''If a separate signal face is provided at a pre-signal for separate control of a mandatory left-turn and/or right-turn lane that extends from the downstream signalized intersection back to and across the grade crossing, the separate signal face shall be devoted exclusively to controlling traffic in the turn lane separately from adjacent lanes, and:
::A. Shall be visibility-limited from the adjacent through movement, or
::B. A LEFT (RIGHT) LANE SIGNAL (R10-10b) sign shall be mounted adjacent to the separate signal face controlling traffic in a single turn lane or in the turn lane that is farthest from the adjacent through lane(s) if multiple turn lanes are present for a particular turning movement, and a LEFT (RIGHT) TURN LANE SIGNAL (R10-10c) sign shall be mounted adjacent to the separate signal face controlling traffic in the other turn lanes if multiple turn lanes are present for a particular turning movement.

'''Support. '''Because the signal faces at a pre-signal do not always display the same signal indications as the downstream signalized intersection, the approach to the pre-signal is considered to be a separate approach from the approach to the downstream signalized intersection. This means that the provisions in [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.5|EPG 902.4.5]] through [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.8|902.4.8]] regarding the number of signal faces, the visibility and aiming of the signal faces, and the lateral and longitudinal positioning of the signal faces apply separately to the approach to the pre-signal.

The provisions in [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.7|EPG 902.4.7]] regarding the lateral positioning of separate turn signal faces are applicable to the separate signal faces that are provided at pre-signals for a mandatory turn lane that extends from the downstream signalized intersection back to and across the grade crossing.

'''Guidance. '''A STOP HERE ON RED (R10-6) sign should be installed at the pre-signal’s stop line.

'''Standard. '''If a pre-signal is installed upstream from a signalized intersection, a No Turn on Red (R10-11) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.49|EPG 903.2.49]]) shall be installed at the pre-signal for the approach that crosses the track if turns on red would otherwise be permitted at the downstream intersection.

'''Option. '''DO NOT STOP ON TRACKS (R8-8) signs may be installed in conjunction with a pre-signal.

Pre-signal faces may be located either upstream or downstream from the grade crossing in order to provide the most effective display to road users approaching the grade crossing.

If pre-signal faces must be located within close proximity to the flashing-light signals, the pre-signal faces may be mounted on the same overhead structure as the flashing-light signals.

=={{SpanID|913.4.12}}913.4.12 Queue Cutter Signals at or Near Grade Crossings (MUTCD Section 8D.12)==

<div style="text-align: center;"><div style="display:inline-block;vertical-align: middle;">[[File:R10-10c.png|thumb|none|alt=|200px|R10-10c]]</div></div>

'''Support. '''A queue cutter signal is a traffic control signal that controls one direction of traffic at a grade crossing to minimize the possibility of vehicles stopping within the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]). Although a queue cutter signal has a similar purpose as a pre-signal (see [[#913.4.11|EPG 913.4.11]]), the difference is that a queue cutter signal is independent from the downstream signalized intersection, whereas a pre-signal is part of the downstream signal.

'''Option. '''At grade crossing locations where the queue from a bottleneck (usually a signalized intersection) that is downstream from the grade crossing frequently extends back to and across the grade crossing, a queue cutter signal may be installed.

A queue cutter signal may be operated in one of the following modes:
::A. Actuated mode – the queue cutter signal operation is dependent on downstream detection of a growing queue.
::B. Non-actuated mode – the queue cutter signal operates on a time-of-day plan based on anticipated downstream queues. This mode could be similar to the functional operation of a pre-signal.
::C. Variable mode – the queue cutter signal operation varies between the actuated mode and the non-actuated mode based on the time of day, on queue detection, or both.

'''Support. '''A non-actuated queue cutter signal is generally used where the grade crossing is located between 200 feet and 400 feet from a downstream bottleneck. An actuated queue cutter signal is generally used where the grade crossing is located more than 400 feet from a downstream bottleneck. [[#913.4.11|EPG 913.4.11]] contains information for grade crossings located less than 200 feet from a downstream signalized intersection.

'''Standard. '''Where adjacent lanes at a queue cutter signal are controlled separately, all of the signal faces shall be capable of displaying the following signal indications: CIRCULAR RED, CIRCULAR YELLOW, and straight-through GREEN ARROW. Left-turn GREEN ARROW and right-turn GREEN ARROW signal indications shall not be used in queue cutter signal faces. CIRCULAR GREEN signal indications shall not be used in queue cutter signal faces where adjacent lanes are controlled separately.

'''Option. '''Where all adjacent lanes at a pre-signal are controlled together, CIRCULAR GREEN signal indications may be used in queue cutter signal faces.

Queue cutter signal faces may be located either upstream or downstream from the grade crossing in order to provide the most effective display to road users approaching the grade crossing.

If queue cutter signal faces must be located within close proximity to the flashing-light signals, the queue cutter signal faces may be mounted on the same overhead structure as the flashing-light signals.

'''Guidance. '''A STOP HERE ON RED (R10-6) sign should be installed at the queue cutter signal’s stop line.

'''Option. '''DO NOT STOP ON TRACKS (R8-8) signs may be installed in conjunction with a queue cutter signal.

'''Guidance. '''Where a queue cutter signal operates in an actuated mode based on vehicle presence detection, the queue detector should be located to provide adequate distance to detect a growing queue, permit the queue cutter signal to complete any programmed minimum green or yellow change interval time, and then allow a design vehicle that lawfully crosses the queue cutter signal’s stop line during the yellow change interval to clear the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) before the growing queue extends to the grade crossing.

A queue cutter signal that is operating in an actuated mode and that is displaying CIRCULAR RED signal indications should continue to display CIRCULAR RED signal indications as long as the downstream detection system continues to detect the presence of a vehicular queue at the detection point on the departure side of the grade crossing.

Where a queue cutter signal operates in actuated mode based on vehicle presence detection, consideration should be given to the potential for turning movements between the grade crossing and the downstream bottleneck that could create an intermediate queue of vehicles. Supplemental queue detectors should be considered to detect the formation of these intermediate queues to activate the queue cutter signal.

Where a queue cutter signal is operated in a non-actuated mode, the queue cutter signal should be coordinated with adjacent signals to provide for the progressive movement of traffic.

'''Option. '''Where a queue cutter signal is always operated in a non-actuated mode based on anticipated queues, the queue cutter signal may be operated in a flashing mode at times when the downstream queues are not expected to extend back to and across the grade crossing.

When a variable-mode queue cutter signal is operating in the non-actuated mode, the queue detector may be used to extend the display of the CIRCULAR RED signal indication as long as the downstream detection system continues to detect the presence of a vehicular queue at the detection point on the departure side of the grade crossing.

'''Standard. '''A queue cutter signal shall be interconnected with the flashing-light signals at the grade crossing.

Queue cutter signal faces shall not display green signal indications when the grade crossing flashing-light signals are displaying flashing red indications.

When a queue cutter signal that is displaying straight-through GREEN ARROW signal indications (when operating in a steady, stop-and-go mode) or flashing CIRCULAR YELLOW signal indications (when operating in a programmed flashing mode) is preempted by the approach of rail traffic, it shall immediately display steady CIRCULAR YELLOW signal indications during the yellow change interval (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.17|EPG 902.6.17]]) followed by steady CIRCULAR RED signal indications. The queue cutter signal shall continue to display the steady CIRCULAR RED signal indications until the rail traffic clears the grade crossing and no other rail traffic is detected.

A queue cutter signal operating in an actuated mode shall display straight-through GREEN ARROW signal indications except when it receives an actuation from the downstream vehicle presence detection system or is preempted by the approach of rail traffic. When it receives an actuation from the vehicle presence detection system, the queue cutter signal shall finish timing any active minimum green interval, if used, and then display steady CIRCULAR YELLOW signal indications during the yellow change interval (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.17|EPG 902.6.17]]) followed by steady CIRCULAR RED signal indications. When no preemption call is present and the queue length is such that no vehicles are detected in the detection zone of the downstream vehicle presence detection system, the queue cutter signal shall finish timing any active minimum red interval, if used, and then return to the display of straight-through GREEN ARROW signal indications.

The failure modes of the queue cutter signal control system and vehicle presence detection circuitry shall be evaluated and accounted for in the design of any such system. Fail-safe design techniques shall be used in the system design. If a queue detector fails, the queue cutter signal shall display flashing CIRCULAR RED signal indications until the normal functioning of the detection system is restored.

'''Support. '''The storage area for mandatory left-turn and right-turn lanes at signalized intersections that are downstream from grade crossings sometimes extends from the signalized intersection back to and across the grade crossing. In such cases, drivers that are in the turn lane are required to make a straight-through movement when they cross the track(s) and then are required to make a turning movement when they reach the downstream signalized intersection.

'''Guidance. '''A separate queue cutter signal face for the mandatory left-turn lane and/or right-turn lane should be provided in addition to the queue cutter signal faces provided for the through movement where both of the following conditions are met:
::A. The storage area for the turn lane extends from the downstream signalized intersection back to and across the grade crossing, and
::B. The green interval for the turning movement at the downstream intersection does not always begin and end simultaneously with the green interval for the adjacent through movement at the downstream intersection.

'''Standard'''. If a separate signal face is provided at a queue cutter signal for separate control of a mandatory left-turn and/or right-turn lane that extends from the downstream signalized intersection back to and across the grade crossing, the separate signal face shall be devoted exclusively to controlling traffic in the turn lane separately from adjacent lanes, and:
::A. Shall be visibility-limited from the adjacent through movement, or
::B. A LEFT (RIGHT) LANE SIGNAL (R10-10b) sign shall be mounted adjacent to the separate signal face controlling traffic in a single turn lane or in the turn lane that is farthest from the adjacent through lane(s) if multiple turn lanes are present for a particular turning movement, and a LEFT (RIGHT) TURN LANE SIGNAL (R10-10c) sign shall be mounted adjacent to the separate signal face controlling traffic in the other turn lanes if multiple turn lanes are present for a particular turning movement.

'''Support. '''Because the signal faces at a queue cutter signal do not always display the same signal indications as the downstream signalized intersection, the approach to the queue cutter signal is considered to be a separate approach from the approach to the downstream signalized intersection. This means that the provisions in [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.5|EPG 902.4.5]] through [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.8|902.4.8]] regarding the number of signal faces, the visibility and aiming of the signal faces, and the lateral and longitudinal positioning of the signal faces apply separately to the approach to the queue cutter signal.

The provisions in [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.7|EPG 902.4.7]] regarding the lateral positioning of separate turn signal faces are applicable to the separate signal faces that are provided at queue cutter signals for a turn lane that extends from the downstream signalized intersection back to and across the grade crossing.

While queue cutter signals and queue jumping signals have similar names, their purpose, design, and operation are quite different. Care must be taken to avoid confusion between queue cutter signals used in conjunction with a grade crossing and queue jumping signals used with transit operations.

=={{SpanID|913.4.13}}913.4.13 Warning Beacons or LED-Enhanced Warning Signs at Grade Crossings (MUTCD Section 8D.13)==

'''Option.''' Warning Beacons (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3]]) or LEDs within the legend, symbol, or border of the sign (see [[903.1 General (MUTCD Chapter 2A) #903.1.12|EPG 903.1.12]]) may be used to supplement warning signs installed at or on an approach to a grade crossing if additional emphasis is desired for the warning sign. The Warning Beacon or LED-enhanced sign may operate continuously or be activated upon the approach or presence of rail traffic.

'''Support.''' Most of the warning signs that are used at or on an approach to a grade crossing warn of physical conditions that exist at the grade crossing regardless of whether rail traffic is approaching or occupying the grade crossing. In these cases, a Warning Beacon or LED-enhanced sign would typically be operated continuously to enhance the conspicuity of the sign.

'''Standard.''' If a Warning Beacon or LEDs within the legend, symbol, or border of the sign is activated by the approach or presence of rail traffic, the activation of the Warning Beacon or LEDs shall be accomplished by a supervised preemption interconnection using fail-safe design principles (see [[#913.4.9|EPG 913.4.9]]) between the control circuits of the grade crossing warning system and the Warning Beacon or LED-enhanced sign.

'''Support.''' In the event of a system failure, the normal fault state using a fail-safe interconnection for a Warning Beacon or LED-enhanced sign that is activated by the approach or presence of rail traffic at the grade crossing would be for the Warning Beacon or LEDs to operate when no rail traffic is present.

'''Option. '''A Warning Beacon or LED-enhanced sign that is activated by the approach or presence of rail traffic at the grade crossing may continue to operate for a period of time following the passage of the rail traffic to permit the standing queue to dissipate.

'''Guidance. '''If a Warning Beacon or LED-enhanced sign is activated by the approach or presence of rail traffic at the grade crossing, the Warning Beacon or LED-enhanced sign should begin operating prior to the activation of the flashing-light signals at the grade crossing based upon the typical travel time from the location of the Warning Beacon or LED-enhanced sign to the stop line for the grade crossing.

If a Warning Beacon or LED-enhanced sign that is activated by the approach or presence of rail traffic at the grade crossing is operated by commercial AC power, a back-up power system should be provided.

=={{SpanID|913.4.14}}913.4.14 Traffic Control Signals at or Near Highway-LRT Grade Crossings (MUTCD Section 8D.14)==

'''Support. '''There are two types of traffic control signals for controlling vehicular and LRT movements at interfaces of the two modes. The first is the standard traffic control signal described in [[:Category:902 Signals (MUTCD Part 4)|EPG 902]], which is the focus of this article. The other type of signal is referred to as an LRT signal and is discussed in [[#913.4.15|EPG 913.4.15.]]

'''Standard. '''The provisions of [[:Category:902 Signals (MUTCD Part 4)|EPG 902]] and [[#913.4.8 | EPG 913.4.8]] through [[#913.4.12|913.4.12]] relating to traffic control signal design, installation, and operation, including interconnection with nearby automatic gates or flashing-light signals, shall be applicable as appropriate where traffic control signals are used at highway-LRT grade crossings.

If traffic control signals are in operation at an LRT grade crossing that is used by pedestrians, bicyclists, and/or other non-motorized road users, an audible device such as a bell shall also be provided and shall be operated in conjunction with the traffic control signals.

'''Guidance. '''If the highway traffic signal has emergency-vehicle preemption capability, it should be coordinated with LRT operation.

Where LRT operates in a wide median, motor vehicles crossing the tracks and being controlled by both near and far side traffic signal faces should receive a protected left-turn phase from the far side signal face to clear motor vehicles from the crossing when LRT traffic is approaching the crossing.

'''Option. '''Signal indications that permit the movement of motor vehicles, pedestrians, and bicyclists and do not conflict with LRT movements may be provided during LRT phases.

A traffic control signal may be installed in addition to Exit Gate systems and automatic gates at a highway-LRT grade crossing if the crossing occurs within a highway-highway intersection and if the installation of the traffic control signal can be justified based on the warrants described in [[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C) #902.3|EPG 902.3]].

Where a highway-LRT grade crossing is at a location other than an intersection and LRT operating speeds are less than 25 mph, traffic control signals may be used in lieu of flashing-light signals.

'''Support. '''Typical circumstances for using traffic control signals might include:
::A. Geometric conditions preclude the installation of highway-LRT grade crossing warning devices,
::B. LRT vehicles share the same roadway with road users, or
::C. Traffic control signals already exist.

[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.18|EPG 902.6.18]] contains information regarding traffic control signals at or near highway-LRT grade crossings that are not equipped with highway-LRT grade crossing warning devices.

[[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C) #902.3.10|EPG 902.3.10]] describes the Intersection Near a Grade Crossing signal warrant that is intended for use at a location where the proximity to the intersection of a grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic control signal.

'''Guidance. '''When a highway-LRT grade crossing exists within a signalized intersection, consideration should be given to providing separate turn signal faces (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|EPG 911 (MUTCD Section 1C.02)]]) for the movements crossing the tracks.

'''Standard. '''Separate turn signal faces that are provided for turn movements toward the crossing shall display a steady red indication during the approach and/or passage of LRT traffic.

'''Support. '''[[#913.4.10|EPG 913.4.10]] contains information regarding the prohibition of turning movements toward the crossing during preemption.

=={{SpanID|913.4.15}}913.4.15 Use of LRT Signals for Control of LRT Vehicles at Highway-LRT Grade Crossings (MUTCD Section 8D.15)==

'''Guidance'''. LRT signals are not currently used on MoDOT facilities. When considering the use of LRT signals the Highway Safety and Traffic Division should be contacted for guidance.

'''Option. '''LRT signal indications may be used at grade crossings and at intersections in mixed-use alignments in conjunction with standard traffic control signals where special LRT signal phases are used to accommodate turning LRT vehicles or where additional LRT clearance time is desirable.

LRT signal indications may be used at intersections where special signal phases are used for bus movements.

'''Standard. '''If the LRT crossing control is separate from the intersection control, the two shall be interconnected. The LRT signal phase shall not be terminated until after the LRT vehicle has cleared the crossing or intersection.

If a separate set of standard traffic control signal indications (red, yellow, and green circular and arrow indications) is used to control LRT movements, the indications shall be positioned so they are not visible to motorists, pedestrians, and bicyclists (see [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.6|EPG 902.4.6]]).

'''Guidance. '''If a signal face used to control LRT movements cannot be positioned where the indications are not visible to road users, the LRT signal indications shown in [[#fig913.4.15|Figure 913.4.15]] should be used.

'''Standard. '''If special LRT signal indications such as those shown in [[#fig913.4.15|Figure 913.4.15]] are used, the color of the signal indications shall be white.

'''Option. '''If used, individual LRT signal sections may be displayed to form clustered signal faces or multiple LRT signal indications may be displayed in an individual housing.

'''Guidance. '''LRT signal faces should be located at least 3 feet from the nearest highway traffic signal face for the same approach measured either horizontally perpendicular to the approach between the centers of the signal faces or vertically from the center of the lowest signal indication of the top signal face to the center of the highest signal indication of the bottom signal face.

'''Support. '''[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.18|EPG 902.6.18]] contains information about the use of the LRT signal indications shown in [[#fig913.4.15|Figure 913.4.15]] for the control of exclusive bus movements at “queue jumper lanes” and for the control of exclusive bus rapid transit movements on mixed-use alignments.

{{SpanID|fig913.4.15}}
[[File:Figure 913.4.15. Light Rail Transit Signal Indications.jpg|center|thumb|alt= Four examples of signal indications are shown. The first example consists of a horizontal rectangular white bar for “Stop” on a circular black background. The second example consists of a vertical rectangular white bar for “Go (straight)” on a circular black background. The third example consists of a diagonal rectangular white bar pointing up and to the left for “Go (left)” on a circular black background. The fourth example consists of a diagonal rectangular white bar pointing up and to the right for “Go (right)” on a circular black background. |600px| '''Figure 913.4.15.''' Light Rail Transit Signal Indications]]

File:Figure 913.4.15. Light Rail Transit Signal Indications.jpg

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913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D)

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RollerA: /* {{SpanID|913.4.10}}913.4.10 Movements Prohibited During Preemption (MUTCD Section 8D.10) */

[[Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913.4]]
=={{SpanID|913.4.1}}913.4.1 Introduction (MUTCD Section 8D.01)==

'''Support. '''Active traffic control systems inform road users of the approach or presence of rail traffic at grade crossings. These systems include Exit Gate systems, automatic gates, flashing-light signals, traffic control signals, actuated blank-out and variable message signs, and other active traffic control devices that are used in conjunction with the signs and pavement markings that are described in [[913.2 Signs (MUTCD Chapter 8B) #913.2| EPG 913.2]] and [[913.3 Purpose and Application (MUTCD Chapter 8C) #913.3| EPG 913.3]], respectively.

The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

[[#fig913.4.1|Figure 913.4.1]] shows a post-mounted flashing-light signal (two light units mounted in a horizontal line), a flashing-light signal mounted on an overhead structure, and an automatic gate assembly.

Where LRT speed is cited in EPG 913, it refers to the maximum speed at which LRT equipment is permitted to traverse a particular grade crossing.

'''Option. '''Post-mounted and overhead flashing-light signals may be used separately or in combination with each other as determined by the Diagnostic Team. Also, flashing-light signals may be used without automatic gate assemblies, as determined by the Diagnostic Team.

'''Standard. '''The meaning of flashing-light signals and automatic gates shall be as stated in Sections 11-701 and 11-703 of the Uniform Vehicle Code (see [[:Category:911_General_(MUTCD_Part_1) #911.1.6|EPG 911 (MUTCD Section 1A.06)]]).

Location for flashing-light signals and automatic gates shall be as shown in [[#fig913.4.1|Figure 913.4.1]].

Where there is a curb, a horizontal offset of at least 2 feet shall be provided from the face of the vertical curb to the nearest part of the signal or automatic gate arm in its upright position. Where a cantilevered-arm flashing-light signal is used, the vertical clearance shall be at least 17 feet above the crown of the highway to the lowest point of the signal unit.

Where there is a shoulder, but no curb, a horizontal offset of at least 2 feet from the edge of a paved shoulder shall be provided, with an offset of at least 6 feet from the edge of the traveled way.

Where there is no curb or shoulder, the minimum horizontal offset shall be 6 feet from the edge of the traveled way.

Minimum clearance dimensions for flashing-light signals and automatic gates relative to the closest track shall conform to standards provided by the railroad company and/or transit agency, and the MoDOT Multimodal Division (Rail Section).

'''Guidance. '''Equipment housings (controller cabinets) should have a lateral offset of at least 30 feet from the edge of the highway, and where railroad or LRT property and conditions allow, at least 25 feet from the nearest rail.

If a pedestrian route is provided, sufficient clearance from supports, posts, and automatic gate mechanisms should be maintained for pedestrian travel.

Where determined by the Diagnostic Team, a lateral escape route to the right-hand side of the highway in advance of the grade crossing traffic control devices should be kept free of guardrail or other ground obstructions. Where guardrail is not deemed necessary or appropriate, barriers should not be used for protecting signal supports.

The same lateral offset and roadside safety features should apply to flashing-light signal and automatic gate locations on both the right-hand and left-hand sides of the roadway.

'''Option. '''In industrial or other areas involving only low-speed highway traffic or where signals are vulnerable to damage by turning truck traffic, guardrail may be installed to provide protection for the signal assembly.

{{SpanID|fig913.4.1}}
[[File:Figure 913.4.1. Composite Drawing of Active Traffic Control Devices for Grade Crossings Showing Clearances.jpg|center|thumb|alt=A: At the bottom of a vertical section of one lane of a roadway, a white transverse line is shown that extends across the lane. Beyond it and in the center of the lane, a large white “X” is shown with a smaller white “R” on each side of it. At the top of the roadway section and beyond the “X,” another white transverse line is shown. B: At the bottom of a vertical section one lane of a roadway, a white transverse line is shown that extends across the lane. Beyond it, two white “Rs” are shown next to each other. Beyond the “RR,” a white “X” is shown marked in the lane. At the top of the roadway section and beyond the “X,” another white transverse line is shown. |800px| '''Figure 913.4.1. '''Composite Drawing of Active Traffic Control Devices for Grade Crossings Showing Clearances]]

'''Guidance. '''Where both traffic control signals and flashing-light signals (with or without automatic gates) are in operation at the same highway-LRT grade crossing, the operation of the devices should be coordinated to avoid any display of conflicting signal indications.

'''Option. '''If highway traffic signals must be located within close proximity to the flashing-light signals, the highway traffic signals may be mounted on the same overhead structure as the flashing-light signals with the approval of the MoDOT Multimodal Division (Rail Section).

=={{SpanID|913.4.2}}913.4.2 Flashing-Light Signals (MUTCD Section 8D.02)==

'''Support. '''[[#913.4.4|EPG 913.4.4]] contains additional information regarding flashing-light signals at highway-LRT grade crossings in semi-exclusive and mixed-use alignments.

'''Standard. '''If used, the flashing-light signal assembly (shown in [[#fig913.4.1|Figure 913.4.1]]) on the side of the highway shall include a standard Crossbuck (R15-1) sign, and where there is more than one track, a supplemental Number of Tracks (R15-2P) plaque, all of which indicate to motorists, bicyclists, and pedestrians the location of a grade crossing.

'''Guidance. '''The bottom of the Number of Tracks (R15-2P) plaque (when used) should be located as low as practicable above the flashing-light backgrounds. The Crossbuck (R15-1) sign should be located just above the Number of Tracks (R15-2P) plaque or, if no plaque is present, the bottom of the Crossbuck sign should be located as low as practicable above the flashing-light backgrounds.

'''Support. '''Additional information regarding sizes and clearances of components used on flashing-light signals can be found in Part 3 of the “2023 AREMA Communications and Signals Manual” published by the American Railway Engineering and Maintenance-of-Way Association (AREMA).

'''Option. '''At highway-rail grade crossings, bells or other audible warning devices may be included in the assembly and may be operated in conjunction with the flashing-light signals to provide additional warning for pedestrians, bicyclists, and/or other non-motorized road users.

'''Standard. '''When indicating the approach or presence of rail traffic, the flashing-light signal shall display toward approaching highway traffic two red lights mounted in a horizontal line flashing alternately.

If used, flashing-light signals shall be placed to the right-hand side of approaching highway traffic on all highway approaches to a grade crossing. They shall be located laterally with respect to the highway in compliance with [[#fig913.4.1|Figure 913.4.1]] except where such location would adversely affect signal visibility.

If used at a grade crossing with highway traffic in both directions, back-to-back flashing-light signals shall be placed on each side of the tracks. On multi-lane one-way streets and divided highways, flashing-light signals shall be placed on the approach side of the grade crossing on both sides of the roadway or shall be placed above the highway.

Each red signal unit in the flashing-light signal shall flash alternately. The number of flashes per minute for each lamp shall be 35 minimum and 65 maximum. Each lamp shall be illuminated for approximately the same length of time. The total time of illumination of each pair of lamps shall be the entire operating time.

Flashing-light units shall use either 8-inch or 12-inch nominal diameter lenses.

'''Guidance. '''In choosing between the 8-inch or 12-inch nominal diameter lenses for use in grade crossing flashing-light signals, consideration should be given to the principles stated in [[902.5 Traffic Control Signal Indications (MUTCD Chapter 4E) #902.5.2|EPG 902.5.2]].

If flashing-light signals are used, at least one pair of flashing lights should be provided for each approach lane of the roadway.

The center-to-center distance between the two red lights in a flashing-light unit should be approximately 30 inches.

The mounting height of the flashing-light units, measured from the center of the flashing-light unit housing to the elevation of the crown of the roadway, should be between 8 feet and 9 feet .

The top of the support pole foundation should be no more than 4 inches above the surface of the ground and should be at the same elevation as the crown of the roadway.

'''Standard. '''Grade crossing flashing-light signals shall operate at a low voltage using storage batteries either as a primary or stand-by source of electrical energy. Provision shall be made to provide a source of energy for charging batteries.

'''Option. '''Additional flashing-light signals may be mounted on the same supporting post and directed toward vehicular traffic approaching the grade crossing from other than the principal highway route, such as where there are approaching routes on highways closely adjacent to and parallel to the track(s).

'''Guidance. '''Where the storage distance for vehicles approaching a grade crossing is less than a design vehicle length, the Diagnostic Team should consider providing additional flashing-light signals aligned toward the movement turning toward the grade crossing.

The Diagnostic Team should consider the use of additional flashing-light signals to provide supplemental warning to pedestrians, especially on one-way streets and divided highways.

'''Standard. '''References to lenses in this article shall not be used to limit flashing-light signal optical units to incandescent lamps within optical assemblies that include lenses.

'''Support. '''Research has resulted in flashing-light signal optical units that are not lenses, such as, but not limited to, light-emitting diode (LED) flashing-light signal modules.

'''Option. '''If a Diagnostic Team determines that it is appropriate, the flashing-light signals may be installed on overhead structures or cantilevered supports as shown in [[#fig913.4.1|Figure 913.4.1]] where needed for additional emphasis, or for better visibility to approaching traffic, particularly on multi-lane approaches or highways with profile restrictions.

If it is determined by a Diagnostic Team that one flashing-light signal on the cantilever arm is not sufficiently visible to road users, one or more additional flashing-light signals may be mounted on the supporting post and/or on the cantilever arm.

'''Standard. '''Breakaway or frangible bases shall not be used on the supporting posts for overhead structures or cantilevered arms that support overhead flashing-light signals.

=={{SpanID|913.4.3}}913.4.3 Automatic Gates (MUTCD Section 8D.03)==

'''Support. '''An automatic gate is a traffic control device used in conjunction with flashing-light signals.

'''Standard. '''The automatic gate (see [[#fig913.4.1|Figure 913.4.1]]) shall consist of a drive mechanism and a fully retroreflective red-and-white-striped gate arm with lights. When in the down position, the gate arm shall extend across the approaching lanes of highway traffic.

In the normal sequence of operation, unless constant warning time detection or other advanced system requires otherwise, the flashing-light signals and the lights on the gate arm (in its normal upright position) shall be activated immediately upon detection of approaching rail traffic. The gate arm shall start its downward motion not less than 3 seconds after the flashing-light signals start to operate, shall reach its horizontal position at least 5 seconds before the arrival of the rail traffic, and shall remain in the down position until the rail traffic completely clears the grade crossing.

When the rail traffic clears the grade crossing, and if no other rail traffic is detected, the gate arm shall ascend to its upright position, following which the flashing-light signals and the lights on the gate arm shall cease operation.

Gate arms shall be fully retroreflective on both sides and shall have vertical stripes alternately red and white at 16-inch intervals measured horizontally. The width (which becomes the height of the retroreflective sheeting when the automatic gate is in the down position) of the retroreflective sheeting on the front of the gate arm shall be at least 4 inches for the first 32 feet of gate arm length measured from the center of the gate mast. The front of the gate arm beyond 32 feet to the tip of the gate arm shall have retroreflective sheeting at least 2 inches in width.

'''Support. '''It is acceptable to replace a damaged gate arm with a gate arm having vertical stripes even if the other existing gate arms at the same grade crossing have diagonal stripes; however, it is also acceptable to replace a damaged gate arm with a gate arm having diagonal stripes if the other existing gate arms at the same grade crossing have diagonal stripes in order to maintain consistency per the provisions of the last Option paragraph of [[:Category:911 General (MUTCD Part 1)#Compliance_of_Devices_(MUTCD_Section_1B.03)|EPG 911 (MUTCD Section 1B.03)]].

'''Standard. '''Gate arms shall have at least three red lights as shown in [[#fig913.4.1|Figure 913.4.1]].

When activated, the gate arm light nearest the tip shall be illuminated continuously and the other lights shall flash alternately in unison with the flashing-light signals such that the left-most flashing gate arm light(s) flashes simultaneously with the left-hand light of the flashing-light signals and the right-most flashing gate arm light(s) flashes simultaneously with the right-hand light of the flashing-light signals.

'''Support. '''Typical gate arm lights are approximately 4 inches in diameter if they are circular. Rectangular gate arm lights with approximately the same illuminated surface area are sometimes used on gate arms instead of circular lights.

'''Standard. '''The entrance gate arm mechanism shall be designed to fail safe in the down position.

'''Guidance. '''The gate arm should ascend to its upright position in 12 seconds or less.

In its normal upright position, when no rail traffic is approaching or occupying the grade crossing, the gate arm should be approximately vertical (see [[#fig913.4.1|Figure 913.4.1]]).

In the design of individual installations, consideration should be given to timing the operation of the gate arm to accommodate large and/or slow-moving motor vehicles.

The gate arms should cover the approaching highway to block all motor vehicles from being driven around the gate arms without crossing the center line.

The height of the gate arm when it is in the down position should be between 3.5 feet and 4.5 feet above the crown of the roadway. When the gate arm is in the down position, no portion of the counterweight should extend into the traveled way, sidewalk, or pathway.

'''Option. '''Channelizing devices and/or raised median islands may be used to discourage driving around lowered automatic gates.

'''Guidance. '''Where sufficient space is available, median islands should be at least 60 feet in length.

'''Option. '''Where automatic gates are located in the median, additional median width may be required to provide the minimum clearance for the counterweight supports.

Automatic gates may be supplemented by cantilevered flashing-light signals (see [[#fig913.4.1|Figure 913.4.1]]) where there is a need for additional emphasis or better visibility.

=={{SpanID|913.4.4}}913.4.4 Use of Active Traffic Control Systems at LRT Grade Crossings (MUTCD Section 8D.04)==

'''Standard. '''At highway-LRT grade crossings where LRT speeds exceed 25 mph, active traffic control systems (see [[#913.4.1|EPG 913.4.1]]) shall be used.

At highway-LRT grade crossings where LRT speeds exceed 40 mph, the active traffic control system shall include automatic gates.

'''Option. '''The Diagnostic Team may recommend an active traffic control system with automatic gates at highway-LRT grade crossings where LRT speeds do not exceed 40 mph.

'''Guidance. '''At highway-LRT grade crossings where LRT speeds are 25 mph or less, active traffic control systems should be used unless the Diagnostic Team determines that the use of Crossbuck Assemblies, STOP signs alone, or YIELD signs alone would be adequate.

Where the highway-LRT grade crossing is at a location other than an intersection and LRT speeds exceed 20 mph, traffic control signals should not be used in lieu of flashing-light signals.

'''Support. ''' [[#913.4.2|EPG 913.4.2]] and [[#913.4.3|913.4.3]] contain additional provisions regarding the design and operation of flashing-light signals and automatic gates, respectively.

'''Standard. '''If flashing-light signals are in operation at a highway-LRT crossing that is used by pedestrians, bicyclists, and/or other non-motorized road users, an audible device such as a bell shall also be provided and shall be operated in conjunction with the flashing-light signals.

=={{SpanID|913.4.5}}913.4.5 Exit Gate and Four-Quadrant Gate Systems (MUTCD Section 8D.05)==

'''Option. '''Exit Gate systems may be installed to improve safety at grade crossings where a Diagnostic Team determines that less restrictive measures, such as automatic gates and median islands, are not effective.

'''Support. '''A grade crossing that includes exit gates on some, but not all, of the exiting lanes is an Exit Gate system, but is not considered to be a Four-Quadrant Gate system.

The term Four-Quadrant Gate system is used in a generic sense in that it refers to the fact that all entrances and exits from a grade crossing are controlled by automatic gates in order to provide a full closure to all entering and exiting lanes. The term Four-Quadrant Gate system does not refer to the number of gates installed, but rather the fact that a full closure is provided.

'''Standard. '''The Exit Gate system shall use a series of automatic gates with fully retroreflective red-and-white-striped gate arms with lights, and when in the down position the gate arms extend individually across the entrance and exit lanes of the roadway as shown in [[#fig913.4.5|Figure 913.4.5]]. The provisions contained in [[#913.4.2|EPG 913.4.2]] for flashing-light signals shall be followed for signal specifications, location, and clearance distances.

Gate arm design, colors, and lighting requirements shall be in accordance with the provisions contained in [[#913.4.3|EPG 913.4.3]].

'''Support. '''The provisions contained in [[#913.4.3|EPG 913.4.3]] for automatic gates are applicable to exit gates.

'''Standard. '''In the normal sequence of operation, unless constant warning time detection or other advanced system requires otherwise, the flashing-light signals and the lights on the gate arms (in their normal upright positions) shall be activated immediately upon the detection of approaching rail traffic. The entrance gate arms shall start their downward motion not less than 3 seconds after the flashing-light signals start to operate and shall reach their horizontal position at least 5 seconds before the arrival of the rail traffic. Exit gate arm activation and downward motion shall be based on detection or timing requirements established by a Diagnostic Team. If an Exit Gate system is present, the exit gate clearance time (see AREMA Manual) shall be long enough to permit the exit gate arm to lower after a design vehicle of maximum length is clear of the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]). The gate arms shall remain in the down position as long as the rail traffic occupies the grade crossing.

When the rail traffic clears the grade crossing, and if no other rail traffic is detected, the gate arms shall ascend to their upright positions, following which the flashing-light signals and the lights on the gate arms shall cease operation.

Except as provided in the first Option paragraph below, the exit gate arm mechanism shall be designed to fail-safe in the up position.

At locations where gate arms are offset a sufficient distance for motor vehicles to drive between the entrance and exit gate arms, median islands (see [[#fig913.4.5|Figure 913.4.5]]) shall be installed in accordance with the needs determined by the Diagnostic Team.

'''Guidance. '''The gate arm should ascend to its upright position in 12 seconds or less.

Constant warning time detection circuits should be used with Exit Gate systems where practical.

The operating mode of the exit gates should be determined by a Diagnostic Team.

If the Timed Exit Gate Operating Mode is used, the Diagnostic Team should also determine the Exit Gate Clearance Time (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2 | EPG 911 (MUTCD Section 1C.02)]]).

If the Dynamic Exit Gate Operating Mode is used, highway vehicle intrusion detection devices that are part of a system that incorporates processing logic to detect the presence of motor vehicles within the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) should be installed to control exit gate operation. Exit gates should be independently controlled for each direction of roadway traffic.

Regardless of which exit gate operating mode is used, the Exit Gate Clearance Time should be considered when determining additional time requirements for the Minimum Warning Time.

'''Support. '''The minimum warning time is the least amount of time that active warning devices operate prior to the arrival of rail traffic at a grade crossing.

'''Guidance. '''If an Exit Gate system is used at a location that is adjacent to an intersection that could cause motor vehicles to queue within the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]), the Dynamic Exit Gate Operating Mode should be used unless the Diagnostic Team determines otherwise.

If an Exit Gate system is interconnected with a highway traffic signal (see [[913.1 General (MUTCD Chapter 8A) #913.1.9| EPG 913.1.9]]), back-up or standby power should be considered for the highway traffic signal. Also, circuitry should be installed to prevent the highway traffic signal from leaving the track clearance green interval until all of the gates are lowered.

Exit Gate systems should include remote health (status) monitoring capable of automatically notifying railroad or LRT signal maintenance personnel when anomalies have occurred within the system.

'''Option. '''Exit gate arms may fail in the down position if the grade crossing is equipped with remote health (status) monitoring.

Exit Gate system installations may include median islands between opposing lanes on an approach to a grade crossing.

'''Guidance. '''Where sufficient space is available, median islands should be at least 60 feet in length.

{{SpanID|fig913.4.5}}
[[File:Figure 913.4.5 Examples of Location Plan for Flashing-Light Signals and Four-Quadrant Gates.jpg|center|thumb|alt= A: Two railroad tracks crossing a vertical six-lane roadway with three lanes in each direction are shown. The tracks run from the bottom left to the top right. On each side of the railroad tracks, two gates are shown: one that extends across the three right lanes (the entrance gate) and one that extends across the three left lanes (the exit gate). On each side of the railroad tracks, a “median island” is shown placed “between” the two gates. B: The same example of railroad tracks crossing a vertical roadway are shown as the “Obtuse Angle” example, except these tracks are shown running from the top left to the bottom right. C: Two railroad tracks are shown crossing a vertical six-lane roadway at a “right angle.” On each side of the railroad tracks, two gates are shown: an entrance gate that extends across the three right lanes and an exit gate that extends across the three left lanes.|800px| '''Figure 913.4.5''' Examples of Location Plan for Flashing-Light Signals and Four-Quadrant Gates]]

=={{SpanID|913.4.6}}913.4.6 Wayside Horn Systems (MUTCD Section 8D.06)==

'''Option. '''A wayside horn system (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2 | EPG 911 (MUTCD Section 1C.02)]]) may be installed in compliance with 49 CFR Part 222 to provide audible warning directed toward the road users at a highway-rail grade crossing or at a pathway grade crossing.

'''Standard. '''Wayside horn systems used at grade crossings where the locomotive horn is not sounded shall be equipped and shall operate in compliance with the requirements of Appendix E to 49 CFR Part 222.

'''Guidance. '''The same lateral clearance and roadside safety features should apply to wayside horn systems as described in the provisions contained in [[#913.4.1|EPG 913.4.1]] Wayside horn systems, when mounted on a separate pole assembly, should be installed no closer than 15 feet from the center of the nearest track and should be positioned to not obstruct the motorists’ line of sight of the flashing-light signals.

=={{SpanID|913.4.7}}913.4.7 Rail Traffic Detection (MUTCD Section 8D.07)==

'''Standard. '''The devices employed in active traffic control systems shall be actuated by some form of rail traffic detection.

Rail traffic detection circuits, insofar as practical, shall be designed on the fail-safe principle.

Flashing-light signals shall operate for at least 20 seconds before the arrival of any rail traffic, except as provided in the first Option paragraph below.

'''Option. '''On tracks where all rail traffic operates at less than 20 mph and where road users are directed by an authorized person on the ground to not enter the crossing at all times that approaching rail traffic is about to occupy the crossing, a shorter signal operating time for the flashing-light signals may be used.

Additional warning time may be provided when determined by an engineering study.

'''Guidance. '''Where the speeds of different rail traffic on a given track vary considerably under normal operation, special devices or circuits should be installed to provide reasonably uniform notice in advance of all rail traffic movements over the grade crossing. Special control features should be used to eliminate the effects of station stops and switching operations within approach control circuits to prevent excessive activation of the traffic control devices while rail traffic is stopped on or switching upon the approach track control circuits.

=={{SpanID|913.4.8}}913.4.8 Use of Traffic Control Signals at Grade Crossings (MUTCD Section 8D.08)==

'''Standard. '''Except as provided in the Option paragraph below, traffic control signals shall not be used instead of flashing-light signals to control road users at a highway-rail grade crossing.

'''Option. '''Traffic control signals may be used instead of flashing-light signals to control road users at industrial highway-rail grade crossings and other places where the maximum speed of trains is 10 mph or less with approval of the MoDOT Multimodal Division (Rail Section).

'''Support'''. [[#913.4.4|EPG 913.4.4]] and [[#913.4.14|913.4.14]] contain information regarding the use of traffic control signals at highway-LRT grade crossings.

'''Standard. '''The appropriate provisions of [[:Category:902 Signals (MUTCD Part 4)|EPG 902]] relating to traffic control signal design, installation, and operation shall be applicable where traffic control signals are used instead of flashing-light signals to control road users at grade crossings.

=={{SpanID|913.4.9}}913.4.9 Preemption of Highway Traffic Signals at or Near Grade Crossings (MUTCD Section 8D.09)==

'''Support. '''Traffic signal preemption for grade crossings is a complex topic that requires a specific understanding of grade crossing warning systems and highway traffic signal operations. While most traffic signal operations are governed only by the traffic signal controller unit and the associated traffic signal equipment, preemption for grade crossings is also governed by the grade crossing warning system. Active grade crossing warning systems include flashing-light signals and possibly automatic gates, as well as various types of train detection equipment. Where the traffic signal controller unit is interconnected with the grade crossing warning system for the purpose of preemption, a combined system is created. It is the combined system that requires a thorough understanding of the design and operating parameters in order to provide proper operation of the preemption system.

The Federal Railroad Administration (FRA) has issued two documents that provide additional information relating to preemption of highway traffic signals at or near grade crossings. The first document is “Technical Bulletin S-12-01, Guidance Regarding the Appropriate Process for the Inspection of Highway-Rail Grade Crossing Warning System Pre-emption Interconnections with Highway Traffic Signals” and the second document is “Safety Advisory 2010-02, Signal Recording Devices for Highway-Rail Grade Crossing Active Warning Systems that are Interconnected with Highway Traffic Signal Systems.”

'''Guidance. '''If a grade crossing is equipped with flashing-light signals and is located 200 feet or less from an intersection or midblock location controlled by a traffic control signal, a pedestrian hybrid beacon, or an emergency-vehicle hybrid beacon, the intersection should be provided with rail preemption in accordance with [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]] unless otherwise determined by the Diagnostic Team.

Coordination with the flashing-light signals, such as using queue detection and queue cutter signals, blank-out signs, or other alternatives, should be considered where a traffic control signal, a pedestrian hybrid beacon, or an emergency-vehicle hybrid beacon is located more than 200 feet from the grade crossing. Factors to be considered should include traffic volumes, highway vehicle mix, highway vehicle and train approach speeds, frequency of trains, presence of midblock driveways or unsignalized intersections, and the potential for vehicular queues resulting from an adjacent downstream grade crossing or highway traffic signal to extend into the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]).

The highway agency or authority with jurisdiction and the MoDOT Multimodal Division (Rail Section), if applicable, should jointly determine the preemption operation and the timing of highway traffic signals interconnected with grade crossings adjacent to signalized locations.

If a highway traffic signal is installed 200 feet or less from a passive grade crossing, unless otherwise determined by the Diagnostic Team, an active grade crossing warning system should be installed at the grade crossing to provide a means to preempt the highway traffic signal in order to clear vehicles from the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) upon approach of rail traffic.

If a highway traffic signal is interconnected with flashing-light signals, the flashing-light signals should be provided with automatic gates to prevent additional vehicles from being drawn into the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) during the track clearance interval prior to the arrival of rail traffic unless a Diagnostic Team determines otherwise.

'''Support. '''Regular joint inspections by the highway agency or authority with jurisdiction, the MoDOT Multimodal Division (Rail Section), if applicable, and the railroad company or transit agency are a best practice and typically include verification of the preemption operation, the amount of warning time and/or preemption time being provided by the grade crossing warning system, and the timing of highway traffic signals interconnected and/or coordinated with the flashing-light signals.

[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]] includes a recommendation that traffic control signals that are adjacent to highway-rail grade crossings and that are coordinated with the flashing-light signals at the grade crossing or that include railroad preemption features be provided with a back-up power supply.

'''Standard. '''Information regarding the type of preemption and any related timing parameters shall be provided to the railroad company or transit agency so that the railroad company or transit agency can design the appropriate train detection circuitry.

If preemption is provided, unless otherwise determined by a Diagnostic Team, the normal sequence of highway traffic signal indications shall be preempted upon the approach of a train to provide a track clearance interval to provide an opportunity for motor vehicles at the grade crossing to clear the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) prior to the arrival of rail traffic.

'''Option. '''Where train switching or train restarts occur close to a grade crossing, the Diagnostic Team may determine that the preemption time can be reduced in accordance with the operating requirements of the railroad company and/or transit agency.

'''Standard. '''Where flashing-light signals are in place at a grade crossing, any highway traffic signal faces installed within 50 feet of any rail shall be preempted upon the approach of rail traffic. The Diagnostic Team shall determine the signal indications displayed by the highway traffic signal faces that control movements across the grade crossing in accordance with [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]] in order to avoid the display of signal indications that conflict with the flashing-light signals.

'''Guidance. '''Where the flashing-light signals are in place at a grade crossing, the operation of any flashing yellow beacon installed within 50 feet of any rail should be considered by a Diagnostic Team to determine whether the operation of the beacon should be terminated during the approach and passage of rail traffic.

'''Standard'''. The preemption special control mode shall be activated by a supervised preemption interconnection using fail-safe design principles between the control circuits of the grade crossing warning system and the traffic signal controller unit. The approach of rail traffic to a grade crossing shall de-energize the interconnection or send a message via a fail-safe data communication protocol (such as the “IEEE Standard for the Interface Between the Rail Subsystem and the Highway Subsystem at a Highway Rail Intersection,” 1570-2002 (R2008), Institute of Electrical and Electronics Engineers), which in turn shall activate the traffic signal controller preemption sequence. This shall establish and maintain the preemption condition during the time the grade crossing warning system is activated, except that when automatic gates exist, the preemption condition shall not be terminated until the automatic gates are energized to start their upward movement.

'''Support. '''Advance preemption is the notification of approaching rail traffic that is forwarded to the highway traffic signal controller unit or assembly by the railroad or light rail transit equipment in advance of the activation of the grade crossing warning system.

The maximum preemption time is the maximum amount of time needed following initiation of the preemption sequence for the highway traffic signals to complete the timing of the right-of-way transfer time, queue clearance time, and separation time.

The separation time is the component of maximum preemption time during which the minimum track clearance distance is clear of vehicular traffic prior to the arrival of rail traffic.

Simultaneous preemption is the notification of approaching rail traffic that is forwarded to the highway traffic signal controller unit or assembly and grade crossing warning system at the same time.

The right-of-way transfer time is the amount of time needed prior to display of the track clearance interval. This includes any time needed by the railroad, light rail transit, or highway traffic signal control equipment to react to a preemption call, and any traffic control signal green, pedestrian walk and clearance if used (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]]), yellow change, and red clearance intervals for conflicting traffic.

A supervised preemption interconnection is one that incorporates both a normally-open and a normally-closed circuit from the grade crossing warning system to verify the proper operation of the interconnection.

'''Option. '''Instead of supervision, a double-break preemption interconnection circuit that uses two normally-closed circuits that open both the source and return energy circuits may be used.

A preemption interconnection may incorporate both supervision and double-break circuits.

'''Guidance. '''Where train detection circuits are present at a passive grade crossing, the operation of the preemption interconnection should be treated as if active traffic control devices exist at the crossing and the preemption operation should be determined by a Diagnostic Team.

Where left turns are permitted at a downstream highway-highway traffic control signal from the roadway approach that crosses the track and a delayed or impeded left-turn movement could prevent vehicles from clearing the track, a protected left-turn movement should be provided during the track clearance interval if green signal indications are displayed to the approach for track clearance.

The decision to implement simultaneous or advance preemption should include consideration of the right-of-way transfer time, the queue clearance time, and the separation time in order to determine the maximum preemption time. These time periods should be compared to and verified with the operation of the grade crossing traffic control devices in order to evaluate the operation of the highway traffic signal and the preemption operation. These factors should be considered regardless of whether simultaneous or advance preemption operation is implemented as they are based on traffic signal minimum timing, vehicle acceleration characteristics, and physical distances along the roadway.

'''Support. '''Preemption time variability occurs when the traffic signal controller enters the preemption clearance interval with less than the maximum design right-of-way transfer time or when the speed of a train approaching the grade crossing varies.

The time interval between the initiation of advance preemption and the operation of the grade crossing warning system for rail traffic will decrease in situations when rail traffic is accelerating or increase in situations when rail traffic is decelerating.

'''Guidance. '''Where preemption is used and automatic gates are present, the possibility that an automatic gate might descend upon a vehicle should be analyzed.

If simultaneous preemption is used, an analysis of extended grade crossing warning time requirements should be conducted.

If advance preemption is used, an analysis of preemption operation, traffic signal sequencing, and traffic signal phasing should be conducted to identify preemption time variability. The analysis should include both the condition requiring the longest amount of time to enter the track clearance interval and the condition requiring the shortest amount of time to enter the track clearance interval.

'''Standard. '''Where automatic gates are present and green signal indications are displayed at the downstream traffic control signal during the track clearance interval, the preemption sequence shall be designed such that the green signal indications are not terminated until the automatic gate(s) that controls access over the grade crossing toward the downstream intersection is fully lowered.

'''Support. '''The following are two examples of mutually-exclusive methods to resolve preemption time variability:
::A. Gate-down circuitry provides a means to hold the traffic signal controller sequence in the track clearance interval until the automatic gate(s) that controls access over the grade crossing toward the downstream intersection is fully lowered.
::B. Timing correction resolves preemption time variability by adding the right-of-way transfer time to the track clearance interval in the traffic signal controller unit and setting a fixed maximum period of time between the start of advance preemption and the operation of the flashing-light signals.

The Third Edition of the “Railroad-Highway Grade Crossing Handbook” and the “2023 AREMA Communications and Signals Manual” published by the American Railway Engineering and Maintenance-of-Way Association (AREMA) provide additional information about preemption time variability.

'''Standard. '''Where gate-down circuitry is used to resolve preemption time variability and an automatic gate is broken or is not fully lowered, the crossing control circuits shall not terminate the track clearance interval before the rail traffic has entered the grade crossing.

Where timing correction is used to resolve preemption time variability, a timing circuit shall be used to maintain a maximum time interval between the initiation of advance preemption and the operation of the grade crossing warning system when the approaching rail traffic is decelerating.

'''Guidance. '''Where a highway-highway intersection controlled by traffic control signals is interconnected with a grade crossing equipped with exit gates, advance preemption should be used because of the additional operating time that is required for the exit gates.

Where rail traffic routinely stops and re-starts within or just outside of the approaches to a grade crossing that is interconnected with highway traffic signals, the effects of rail traffic operations on the preemption operation should be analyzed.

Highway traffic signal control equipment should be capable of providing immediate re-service of successive requests for preemption from the railroad warning devices, even if the initial preemption sequence has not been completed. As appropriate, the highway traffic signal control equipment should be able to promptly return to the start of the track clearance interval at any time that the demand for preemption is cancelled and then reactivated. The highway traffic signal control equipment should have the ability to provide this immediate re-service at any point in the preemption sequence.

'''Standard. '''Where traffic control signals are programmed to operate in a flashing mode during the preemption dwell interval (the period following the track clearance interval that lasts for the duration of the preemption interconnection activation), the beginning of the preemption dwell flashing mode shall not occur until the grade crossing equipment indicates that the rail traffic has entered the grade crossing.

At locations where conflicting preemption calls might be received to serve boats and trains, the Diagnostic Team shall determine the relative priority when conflicting preemption calls occur (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]]). Where the boat and the train do not conflict with each other, the Diagnostic Team shall determine the preemption sequence when both preemption calls are occurring simultaneously. The United States Coast Guard or other appropriate authority that regulates the operation of the waterway shall be invited to participate on the Diagnostic Team and/or to provide input to the Diagnostic Team.

'''Support. '''[[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C) #902.3.10|EPG 902.3.10]] describes the Intersection Near a Grade Crossing signal warrant that is intended for use at a location where the proximity to the intersection of a grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic control signal.

[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]] describes additional considerations regarding preemption of traffic control signals at or near grade crossings.

=={{SpanID|913.4.10}}913.4.10 Movements Prohibited During Preemption (MUTCD Section 8D.10)==

'''Support. '''The use of blank-out turn prohibition signs requires the authorization of the Highway Safety and Traffic Division.

'''Guidance. '''At a signalized intersection that is located within 100 feet of a grade crossing and the intersection traffic control signals are preempted by the approach of rail traffic, all existing permissive-only turning movements toward the grade crossing should be prohibited, steady red arrow signal indications should be shown to all existing protected/permissive and protected-only turning movements toward the grade crossing, and red signal indications should be shown to the straight-through movement toward the grade crossing during the signal preemption sequences. The prohibition of a permissive-only turning movement toward the grade crossing during preemption should be accomplished through the installation of a blank-out turn prohibition (R3-1a or R3-2a) sign.

'''Option. '''All movements toward the track may be prohibited at a signalized intersection that is preempted by the approach of rail traffic, even if the clear storage distance is more than 100 feet.

'''Support. '''Including the word “TRAIN” as part of the blank-out turn prohibition sign informs road users that the turn prohibition being displayed by the sign is in effect because rail traffic is approaching or occupying a nearby rail grade crossing, and that the turn prohibition will be terminated after the rail traffic has cleared the grade crossing.

<div style="text-align: center;"><div style="display:inline-block;vertical-align: middle;">[[File:R3-1a (Activated Blank Out).png|thumb|none|alt=|200px|'''R3-1a (Activated Blank Out)]]</div>
<div style="display:inline-block;vertical-align: middle;">[[File:R3-2a (Activated Blank Out).png|thumb|none|alt=|200px|'''R3-2a (Activated Blank Out)]]</div>
</div>

Rail operations can include the use of activated blank-out turn prohibition (R3-1a or R3-2a) signs at unsignalized highway-highway intersections in the vicinity of grade crossings, such as where a semi-exclusive or mixed-use alignment is within or parallel to the roadway where road users are normally permitted to turn across the tracks.

'''Guidance. '''An LRT-activated blank-out turn prohibition (R3-1a or R3-2a) sign should be used during preemption where all three of the following conditions are present:
::A. There is no active warning system for the LRT grade crossing,
::B. Vehicles traveling along a parallel roadway would normally be permitted to turn left or right to travel across tracks that are located within 100 feet of the highway-highway intersection or within the median of the intersection, and
::C. The drivers turning at the highway-highway intersection are not controlled by a traffic control signal.

'''Standard'''. Blank-out turn prohibition signs that are associated with preemption shall display their message only when a preemption signal is being received from the railroad or LRT equipment or while the automatic gate is activated.

'''Support. '''The provisions contained in [[903.12 Changeable Message Signs (MUTCD Chapter 2L) #903.12|EPG 903.12]] for blank-out signs are applicable to R3-1a and R3-2a signs.

=={{SpanID|913.4.11}}913.4.11 Pre-Signals at or Near Grade Crossings (MUTCD Section 8D.11)==

'''Guidance. '''If a grade crossing is located in close proximity to an intersection controlled by a traffic control signal and the clear storage distance is less than the design vehicle length, the use of pre-signals to control traffic approaching the grade crossing in the direction toward the intersection should be considered.

If a grade crossing equipped with flashing-light signals, but without automatic gates, is located within 200 feet of an intersection controlled by a traffic control signal, a pre-signal should be provided.

'''Support. '''A pre-signal is generally used where the grade crossing is located less than 200 feet from a downstream signalized intersection. [[#913.4.12|EPG 913.4.12]] contains information for grade crossings located 200 feet or more from a downstream signalized intersection.

Other measures that could be considered instead of or in addition to a pre-signal to minimize the possibility of vehicles queuing across the grade crossing include providing additional lanes, reducing the cycle length, using split phasing, using protected turn phasing, and/or providing an extended green interval for the approach.

'''Standard. '''Pre-signal faces shall display a steady red signal indication during the track clearance interval of the signal preemption sequence to prohibit additional motor vehicles from entering the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]).

Pre-signal faces shall not display green signal indications when the grade crossing flashing-light signals are displaying flashing red indications.

'''Guidance. '''Consideration should be given to using visibility-limited signal faces (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2 | EPG 911 (MUTCD Section 1C.02)]]) at the intersection for the downstream signal faces that control the approach that is equipped with pre-signals.

'''Option. '''The duration of the extended green interval may be adjusted by vehicle detection located between the pre-signal and the downstream signalized intersection.

The pre-signal phase sequencing may be timed with an offset from the downstream signalized intersection such that the pre-signal’s green signal indication terminates prior to the downstream intersection’s green signal indication to minimize the possibility of stopping motor vehicles within the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) and the clear storage distance.

'''Guidance. '''If pre-signals are used, the queue clearance time (see [[913.1 General (MUTCD Chapter 8A) #913.1.9| EPG 913.1.9]]) should be long enough to allow a design vehicle of maximum length stopped just inside the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) to start up and move through the downstream intersection, or to clear the minimum track clearance distance if there is sufficient clear storage distance.

<div style="text-align: center;"><div style="display:inline-block;vertical-align: middle;">[[File:R10-10b.png|thumb|none|alt=|200px|R10-10b]]</div>
</div>

'''Support. '''The storage area for mandatory left-turn and right-turn lanes at signalized intersections that are downstream from grade crossings sometimes extends from the signalized intersection back to and across the grade crossing. In such cases, drivers that are in the turn lane are required to make a straight-through movement when they cross the track(s) and then are required to make a turning movement when they reach the downstream signalized intersection.

'''Guidance. '''A separate pre-signal face for the mandatory left-turn lane and/or right-turn lane should be provided in addition to the pre-signal signal faces provided for the through movement where both of the following conditions are met:
::A. The storage area for the turn lane extends from the downstream signalized intersection back to and across the grade crossing, and
::B. The green interval for the turning movement at the downstream intersection does not always begin and end simultaneously with the green interval for the adjacent through movement at the downstream intersection.

'''Standard. '''Where adjacent lanes at a pre-signal are controlled separately, all of the signal faces shall be capable of displaying the following signal indications: CIRCULAR RED, CIRCULAR YELLOW, and straight-through GREEN ARROW. Left-turn GREEN ARROW and right-turn GREEN ARROW signal indications shall not be used in pre-signal faces. CIRCULAR GREEN signal indications shall not be used in pre-signal faces where adjacent lanes are controlled separately.

'''Option. '''Where all adjacent lanes at a pre-signal are controlled together, CIRCULAR GREEN signal indications may be used in pre-signal faces.

'''Standard. '''If a separate signal face is provided at a pre-signal for separate control of a mandatory left-turn and/or right-turn lane that extends from the downstream signalized intersection back to and across the grade crossing, the separate signal face shall be devoted exclusively to controlling traffic in the turn lane separately from adjacent lanes, and:
::A. Shall be visibility-limited from the adjacent through movement, or
::B. A LEFT (RIGHT) LANE SIGNAL (R10-10b) sign shall be mounted adjacent to the separate signal face controlling traffic in a single turn lane or in the turn lane that is farthest from the adjacent through lane(s) if multiple turn lanes are present for a particular turning movement, and a LEFT (RIGHT) TURN LANE SIGNAL (R10-10c) sign shall be mounted adjacent to the separate signal face controlling traffic in the other turn lanes if multiple turn lanes are present for a particular turning movement.

'''Support. '''Because the signal faces at a pre-signal do not always display the same signal indications as the downstream signalized intersection, the approach to the pre-signal is considered to be a separate approach from the approach to the downstream signalized intersection. This means that the provisions in [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.5|EPG 902.4.5]] through [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.8|902.4.8]] regarding the number of signal faces, the visibility and aiming of the signal faces, and the lateral and longitudinal positioning of the signal faces apply separately to the approach to the pre-signal.

The provisions in [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.7|EPG 902.4.7]] regarding the lateral positioning of separate turn signal faces are applicable to the separate signal faces that are provided at pre-signals for a mandatory turn lane that extends from the downstream signalized intersection back to and across the grade crossing.

'''Guidance. '''A STOP HERE ON RED (R10-6) sign should be installed at the pre-signal’s stop line.

'''Standard. '''If a pre-signal is installed upstream from a signalized intersection, a No Turn on Red (R10-11) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.49|EPG 903.2.49]]) shall be installed at the pre-signal for the approach that crosses the track if turns on red would otherwise be permitted at the downstream intersection.

'''Option. '''DO NOT STOP ON TRACKS (R8-8) signs may be installed in conjunction with a pre-signal.

Pre-signal faces may be located either upstream or downstream from the grade crossing in order to provide the most effective display to road users approaching the grade crossing.

If pre-signal faces must be located within close proximity to the flashing-light signals, the pre-signal faces may be mounted on the same overhead structure as the flashing-light signals.

=={{SpanID|913.4.12}}913.4.12 Queue Cutter Signals at or Near Grade Crossings (MUTCD Section 8D.12)==

<div style="text-align: center;"><div style="display:inline-block;vertical-align: middle;">[[File:R10-10c.png|thumb|none|alt=|200px|R10-10c]]</div></div>

'''Support. '''A queue cutter signal is a traffic control signal that controls one direction of traffic at a grade crossing to minimize the possibility of vehicles stopping within the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]). Although a queue cutter signal has a similar purpose as a pre-signal (see [[#913.4.11|EPG 913.4.11]]), the difference is that a queue cutter signal is independent from the downstream signalized intersection, whereas a pre-signal is part of the downstream signal.

'''Option. '''At grade crossing locations where the queue from a bottleneck (usually a signalized intersection) that is downstream from the grade crossing frequently extends back to and across the grade crossing, a queue cutter signal may be installed.

A queue cutter signal may be operated in one of the following modes:
::A. Actuated mode – the queue cutter signal operation is dependent on downstream detection of a growing queue.
::B. Non-actuated mode – the queue cutter signal operates on a time-of-day plan based on anticipated downstream queues. This mode could be similar to the functional operation of a pre-signal.
::C. Variable mode – the queue cutter signal operation varies between the actuated mode and the non-actuated mode based on the time of day, on queue detection, or both.

'''Support. '''A non-actuated queue cutter signal is generally used where the grade crossing is located between 200 feet and 400 feet from a downstream bottleneck. An actuated queue cutter signal is generally used where the grade crossing is located more than 400 feet from a downstream bottleneck. [[#913.4.11|EPG 913.4.11]] contains information for grade crossings located less than 200 feet from a downstream signalized intersection.

'''Standard. '''Where adjacent lanes at a queue cutter signal are controlled separately, all of the signal faces shall be capable of displaying the following signal indications: CIRCULAR RED, CIRCULAR YELLOW, and straight-through GREEN ARROW. Left-turn GREEN ARROW and right-turn GREEN ARROW signal indications shall not be used in queue cutter signal faces. CIRCULAR GREEN signal indications shall not be used in queue cutter signal faces where adjacent lanes are controlled separately.

'''Option. '''Where all adjacent lanes at a pre-signal are controlled together, CIRCULAR GREEN signal indications may be used in queue cutter signal faces.

Queue cutter signal faces may be located either upstream or downstream from the grade crossing in order to provide the most effective display to road users approaching the grade crossing.

If queue cutter signal faces must be located within close proximity to the flashing-light signals, the queue cutter signal faces may be mounted on the same overhead structure as the flashing-light signals.

'''Guidance. '''A STOP HERE ON RED (R10-6) sign should be installed at the queue cutter signal’s stop line.

'''Option. '''DO NOT STOP ON TRACKS (R8-8) signs may be installed in conjunction with a queue cutter signal.

'''Guidance. '''Where a queue cutter signal operates in an actuated mode based on vehicle presence detection, the queue detector should be located to provide adequate distance to detect a growing queue, permit the queue cutter signal to complete any programmed minimum green or yellow change interval time, and then allow a design vehicle that lawfully crosses the queue cutter signal’s stop line during the yellow change interval to clear the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) before the growing queue extends to the grade crossing.

A queue cutter signal that is operating in an actuated mode and that is displaying CIRCULAR RED signal indications should continue to display CIRCULAR RED signal indications as long as the downstream detection system continues to detect the presence of a vehicular queue at the detection point on the departure side of the grade crossing.

Where a queue cutter signal operates in actuated mode based on vehicle presence detection, consideration should be given to the potential for turning movements between the grade crossing and the downstream bottleneck that could create an intermediate queue of vehicles. Supplemental queue detectors should be considered to detect the formation of these intermediate queues to activate the queue cutter signal.

Where a queue cutter signal is operated in a non-actuated mode, the queue cutter signal should be coordinated with adjacent signals to provide for the progressive movement of traffic.

'''Option. '''Where a queue cutter signal is always operated in a non-actuated mode based on anticipated queues, the queue cutter signal may be operated in a flashing mode at times when the downstream queues are not expected to extend back to and across the grade crossing.

When a variable-mode queue cutter signal is operating in the non-actuated mode, the queue detector may be used to extend the display of the CIRCULAR RED signal indication as long as the downstream detection system continues to detect the presence of a vehicular queue at the detection point on the departure side of the grade crossing.

'''Standard. '''A queue cutter signal shall be interconnected with the flashing-light signals at the grade crossing.

Queue cutter signal faces shall not display green signal indications when the grade crossing flashing-light signals are displaying flashing red indications.

When a queue cutter signal that is displaying straight-through GREEN ARROW signal indications (when operating in a steady, stop-and-go mode) or flashing CIRCULAR YELLOW signal indications (when operating in a programmed flashing mode) is preempted by the approach of rail traffic, it shall immediately display steady CIRCULAR YELLOW signal indications during the yellow change interval (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.17|EPG 902.6.17]]) followed by steady CIRCULAR RED signal indications. The queue cutter signal shall continue to display the steady CIRCULAR RED signal indications until the rail traffic clears the grade crossing and no other rail traffic is detected.

A queue cutter signal operating in an actuated mode shall display straight-through GREEN ARROW signal indications except when it receives an actuation from the downstream vehicle presence detection system or is preempted by the approach of rail traffic. When it receives an actuation from the vehicle presence detection system, the queue cutter signal shall finish timing any active minimum green interval, if used, and then display steady CIRCULAR YELLOW signal indications during the yellow change interval (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.17|EPG 902.6.17]]) followed by steady CIRCULAR RED signal indications. When no preemption call is present and the queue length is such that no vehicles are detected in the detection zone of the downstream vehicle presence detection system, the queue cutter signal shall finish timing any active minimum red interval, if used, and then return to the display of straight-through GREEN ARROW signal indications.

The failure modes of the queue cutter signal control system and vehicle presence detection circuitry shall be evaluated and accounted for in the design of any such system. Fail-safe design techniques shall be used in the system design. If a queue detector fails, the queue cutter signal shall display flashing CIRCULAR RED signal indications until the normal functioning of the detection system is restored.

'''Support. '''The storage area for mandatory left-turn and right-turn lanes at signalized intersections that are downstream from grade crossings sometimes extends from the signalized intersection back to and across the grade crossing. In such cases, drivers that are in the turn lane are required to make a straight-through movement when they cross the track(s) and then are required to make a turning movement when they reach the downstream signalized intersection.

'''Guidance. '''A separate queue cutter signal face for the mandatory left-turn lane and/or right-turn lane should be provided in addition to the queue cutter signal faces provided for the through movement where both of the following conditions are met:
::A. The storage area for the turn lane extends from the downstream signalized intersection back to and across the grade crossing, and
::B. The green interval for the turning movement at the downstream intersection does not always begin and end simultaneously with the green interval for the adjacent through movement at the downstream intersection.

'''Standard'''. If a separate signal face is provided at a queue cutter signal for separate control of a mandatory left-turn and/or right-turn lane that extends from the downstream signalized intersection back to and across the grade crossing, the separate signal face shall be devoted exclusively to controlling traffic in the turn lane separately from adjacent lanes, and:
::A. Shall be visibility-limited from the adjacent through movement, or
::B. A LEFT (RIGHT) LANE SIGNAL (R10-10b) sign shall be mounted adjacent to the separate signal face controlling traffic in a single turn lane or in the turn lane that is farthest from the adjacent through lane(s) if multiple turn lanes are present for a particular turning movement, and a LEFT (RIGHT) TURN LANE SIGNAL (R10-10c) sign shall be mounted adjacent to the separate signal face controlling traffic in the other turn lanes if multiple turn lanes are present for a particular turning movement.

'''Support. '''Because the signal faces at a queue cutter signal do not always display the same signal indications as the downstream signalized intersection, the approach to the queue cutter signal is considered to be a separate approach from the approach to the downstream signalized intersection. This means that the provisions in [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.5|EPG 902.4.5]] through [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.8|902.4.8]] regarding the number of signal faces, the visibility and aiming of the signal faces, and the lateral and longitudinal positioning of the signal faces apply separately to the approach to the queue cutter signal.

The provisions in [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.7|EPG 902.4.7]] regarding the lateral positioning of separate turn signal faces are applicable to the separate signal faces that are provided at queue cutter signals for a turn lane that extends from the downstream signalized intersection back to and across the grade crossing.

While queue cutter signals and queue jumping signals have similar names, their purpose, design, and operation are quite different. Care must be taken to avoid confusion between queue cutter signals used in conjunction with a grade crossing and queue jumping signals used with transit operations.

=={{SpanID|913.4.13}}913.4.13 Warning Beacons or LED-Enhanced Warning Signs at Grade Crossings (MUTCD Section 8D.13)==

'''Option.''' Warning Beacons (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3]]) or LEDs within the legend, symbol, or border of the sign (see [[903.1 General (MUTCD Chapter 2A) #903.1.12|EPG 903.1.12]]) may be used to supplement warning signs installed at or on an approach to a grade crossing if additional emphasis is desired for the warning sign. The Warning Beacon or LED-enhanced sign may operate continuously or be activated upon the approach or presence of rail traffic.

'''Support.''' Most of the warning signs that are used at or on an approach to a grade crossing warn of physical conditions that exist at the grade crossing regardless of whether rail traffic is approaching or occupying the grade crossing. In these cases, a Warning Beacon or LED-enhanced sign would typically be operated continuously to enhance the conspicuity of the sign.

'''Standard.''' If a Warning Beacon or LEDs within the legend, symbol, or border of the sign is activated by the approach or presence of rail traffic, the activation of the Warning Beacon or LEDs shall be accomplished by a supervised preemption interconnection using fail-safe design principles (see [[#913.4.9|EPG 913.4.9]]) between the control circuits of the grade crossing warning system and the Warning Beacon or LED-enhanced sign.

'''Support.''' In the event of a system failure, the normal fault state using a fail-safe interconnection for a Warning Beacon or LED-enhanced sign that is activated by the approach or presence of rail traffic at the grade crossing would be for the Warning Beacon or LEDs to operate when no rail traffic is present.

'''Option. '''A Warning Beacon or LED-enhanced sign that is activated by the approach or presence of rail traffic at the grade crossing may continue to operate for a period of time following the passage of the rail traffic to permit the standing queue to dissipate.

'''Guidance. '''If a Warning Beacon or LED-enhanced sign is activated by the approach or presence of rail traffic at the grade crossing, the Warning Beacon or LED-enhanced sign should begin operating prior to the activation of the flashing-light signals at the grade crossing based upon the typical travel time from the location of the Warning Beacon or LED-enhanced sign to the stop line for the grade crossing.

If a Warning Beacon or LED-enhanced sign that is activated by the approach or presence of rail traffic at the grade crossing is operated by commercial AC power, a back-up power system should be provided.

=={{SpanID|913.4.14}}913.4.14 Traffic Control Signals at or Near Highway-LRT Grade Crossings (MUTCD Section 8D.14)==

'''Support. '''There are two types of traffic control signals for controlling vehicular and LRT movements at interfaces of the two modes. The first is the standard traffic control signal described in [[:Category:902 Signals (MUTCD Part 4)|EPG 902]], which is the focus of this article. The other type of signal is referred to as an LRT signal and is discussed in [[#913.4.15|EPG 913.4.15.]]

'''Standard. '''The provisions of [[:Category:902 Signals (MUTCD Part 4)|EPG 902]] and [[#913.4.8 | EPG 913.4.8]] through [[#913.4.12|913.4.12]] relating to traffic control signal design, installation, and operation, including interconnection with nearby automatic gates or flashing-light signals, shall be applicable as appropriate where traffic control signals are used at highway-LRT grade crossings.

If traffic control signals are in operation at an LRT grade crossing that is used by pedestrians, bicyclists, and/or other non-motorized road users, an audible device such as a bell shall also be provided and shall be operated in conjunction with the traffic control signals.

'''Guidance. '''If the highway traffic signal has emergency-vehicle preemption capability, it should be coordinated with LRT operation.

Where LRT operates in a wide median, motor vehicles crossing the tracks and being controlled by both near and far side traffic signal faces should receive a protected left-turn phase from the far side signal face to clear motor vehicles from the crossing when LRT traffic is approaching the crossing.

'''Option. '''Signal indications that permit the movement of motor vehicles, pedestrians, and bicyclists and do not conflict with LRT movements may be provided during LRT phases.

A traffic control signal may be installed in addition to Exit Gate systems and automatic gates at a highway-LRT grade crossing if the crossing occurs within a highway-highway intersection and if the installation of the traffic control signal can be justified based on the warrants described in [[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C) #902.3|EPG 902.3]].

Where a highway-LRT grade crossing is at a location other than an intersection and LRT operating speeds are less than 25 mph, traffic control signals may be used in lieu of flashing-light signals.

'''Support. '''Typical circumstances for using traffic control signals might include:
::A. Geometric conditions preclude the installation of highway-LRT grade crossing warning devices,
::B. LRT vehicles share the same roadway with road users, or
::C. Traffic control signals already exist.

[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.18|EPG 902.6.18]] contains information regarding traffic control signals at or near highway-LRT grade crossings that are not equipped with highway-LRT grade crossing warning devices.

[[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C) #902.3.10|EPG 902.3.10]] describes the Intersection Near a Grade Crossing signal warrant that is intended for use at a location where the proximity to the intersection of a grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic control signal.

'''Guidance. '''When a highway-LRT grade crossing exists within a signalized intersection, consideration should be given to providing separate turn signal faces (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|EPG 911 (MUTCD Section 1C.02)]]) for the movements crossing the tracks.

'''Standard. '''Separate turn signal faces that are provided for turn movements toward the crossing shall display a steady red indication during the approach and/or passage of LRT traffic.

'''Support. '''[[#913.4.10|EPG 913.4.10]] contains information regarding the prohibition of turning movements toward the crossing during preemption.

=={{SpanID|913.4.15}}913.4.15 Use of LRT Signals for Control of LRT Vehicles at Highway-LRT Grade Crossings (MUTCD Section 8D.15)==

'''Guidance'''. LRT signals are not currently used on MoDOT facilities. When considering the use of LRT signals the Highway Safety and Traffic Division should be contacted for guidance.

'''Option. '''LRT signal indications may be used at grade crossings and at intersections in mixed-use alignments in conjunction with standard traffic control signals where special LRT signal phases are used to accommodate turning LRT vehicles or where additional LRT clearance time is desirable.

LRT signal indications may be used at intersections where special signal phases are used for bus movements.

'''Standard. '''If the LRT crossing control is separate from the intersection control, the two shall be interconnected. The LRT signal phase shall not be terminated until after the LRT vehicle has cleared the crossing or intersection.

If a separate set of standard traffic control signal indications (red, yellow, and green circular and arrow indications) is used to control LRT movements, the indications shall be positioned so they are not visible to motorists, pedestrians, and bicyclists (see [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.6|EPG 902.4.6]]).

'''Guidance. '''If a signal face used to control LRT movements cannot be positioned where the indications are not visible to road users, the LRT signal indications shown in [[#fig913.4.15|Figure 913.4.15]] should be used.

'''Standard. '''If special LRT signal indications such as those shown in [[#fig913.4.15|Figure 913.4.15]] are used, the color of the signal indications shall be white.

'''Option. '''If used, individual LRT signal sections may be displayed to form clustered signal faces or multiple LRT signal indications may be displayed in an individual housing.

'''Guidance. '''LRT signal faces should be located at least 3 feet from the nearest highway traffic signal face for the same approach measured either horizontally perpendicular to the approach between the centers of the signal faces or vertically from the center of the lowest signal indication of the top signal face to the center of the highest signal indication of the bottom signal face.

'''Support. '''[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.18|EPG 902.6.18]] contains information about the use of the LRT signal indications shown in [[#fig913.4.15|Figure 913.4.15]] for the control of exclusive bus movements at “queue jumper lanes” and for the control of exclusive bus rapid transit movements on mixed-use alignments.

{{SpanID|fig913.4.15}}
[[File:Fig8D-3_LRTSignals.jpg|center|thumb|alt= Four examples of signal indications are shown. The first example consists of a horizontal rectangular white bar for “Stop” on a circular black background. The second example consists of a vertical rectangular white bar for “Go (straight)” on a circular black background. The third example consists of a diagonal rectangular white bar pointing up and to the left for “Go (left)” on a circular black background. The fourth example consists of a diagonal rectangular white bar pointing up and to the right for “Go (right)” on a circular black background. |600px| '''Figure 913.4.15.''' Light Rail Transit Signal Indications]]

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913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D)

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RollerA: /* {{SpanID|913.4.5}}913.4.5 Exit Gate and Four-Quadrant Gate Systems (MUTCD Section 8D.05) */

[[Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913.4]]
=={{SpanID|913.4.1}}913.4.1 Introduction (MUTCD Section 8D.01)==

'''Support. '''Active traffic control systems inform road users of the approach or presence of rail traffic at grade crossings. These systems include Exit Gate systems, automatic gates, flashing-light signals, traffic control signals, actuated blank-out and variable message signs, and other active traffic control devices that are used in conjunction with the signs and pavement markings that are described in [[913.2 Signs (MUTCD Chapter 8B) #913.2| EPG 913.2]] and [[913.3 Purpose and Application (MUTCD Chapter 8C) #913.3| EPG 913.3]], respectively.

The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

[[#fig913.4.1|Figure 913.4.1]] shows a post-mounted flashing-light signal (two light units mounted in a horizontal line), a flashing-light signal mounted on an overhead structure, and an automatic gate assembly.

Where LRT speed is cited in EPG 913, it refers to the maximum speed at which LRT equipment is permitted to traverse a particular grade crossing.

'''Option. '''Post-mounted and overhead flashing-light signals may be used separately or in combination with each other as determined by the Diagnostic Team. Also, flashing-light signals may be used without automatic gate assemblies, as determined by the Diagnostic Team.

'''Standard. '''The meaning of flashing-light signals and automatic gates shall be as stated in Sections 11-701 and 11-703 of the Uniform Vehicle Code (see [[:Category:911_General_(MUTCD_Part_1) #911.1.6|EPG 911 (MUTCD Section 1A.06)]]).

Location for flashing-light signals and automatic gates shall be as shown in [[#fig913.4.1|Figure 913.4.1]].

Where there is a curb, a horizontal offset of at least 2 feet shall be provided from the face of the vertical curb to the nearest part of the signal or automatic gate arm in its upright position. Where a cantilevered-arm flashing-light signal is used, the vertical clearance shall be at least 17 feet above the crown of the highway to the lowest point of the signal unit.

Where there is a shoulder, but no curb, a horizontal offset of at least 2 feet from the edge of a paved shoulder shall be provided, with an offset of at least 6 feet from the edge of the traveled way.

Where there is no curb or shoulder, the minimum horizontal offset shall be 6 feet from the edge of the traveled way.

Minimum clearance dimensions for flashing-light signals and automatic gates relative to the closest track shall conform to standards provided by the railroad company and/or transit agency, and the MoDOT Multimodal Division (Rail Section).

'''Guidance. '''Equipment housings (controller cabinets) should have a lateral offset of at least 30 feet from the edge of the highway, and where railroad or LRT property and conditions allow, at least 25 feet from the nearest rail.

If a pedestrian route is provided, sufficient clearance from supports, posts, and automatic gate mechanisms should be maintained for pedestrian travel.

Where determined by the Diagnostic Team, a lateral escape route to the right-hand side of the highway in advance of the grade crossing traffic control devices should be kept free of guardrail or other ground obstructions. Where guardrail is not deemed necessary or appropriate, barriers should not be used for protecting signal supports.

The same lateral offset and roadside safety features should apply to flashing-light signal and automatic gate locations on both the right-hand and left-hand sides of the roadway.

'''Option. '''In industrial or other areas involving only low-speed highway traffic or where signals are vulnerable to damage by turning truck traffic, guardrail may be installed to provide protection for the signal assembly.

{{SpanID|fig913.4.1}}
[[File:Figure 913.4.1. Composite Drawing of Active Traffic Control Devices for Grade Crossings Showing Clearances.jpg|center|thumb|alt=A: At the bottom of a vertical section of one lane of a roadway, a white transverse line is shown that extends across the lane. Beyond it and in the center of the lane, a large white “X” is shown with a smaller white “R” on each side of it. At the top of the roadway section and beyond the “X,” another white transverse line is shown. B: At the bottom of a vertical section one lane of a roadway, a white transverse line is shown that extends across the lane. Beyond it, two white “Rs” are shown next to each other. Beyond the “RR,” a white “X” is shown marked in the lane. At the top of the roadway section and beyond the “X,” another white transverse line is shown. |800px| '''Figure 913.4.1. '''Composite Drawing of Active Traffic Control Devices for Grade Crossings Showing Clearances]]

'''Guidance. '''Where both traffic control signals and flashing-light signals (with or without automatic gates) are in operation at the same highway-LRT grade crossing, the operation of the devices should be coordinated to avoid any display of conflicting signal indications.

'''Option. '''If highway traffic signals must be located within close proximity to the flashing-light signals, the highway traffic signals may be mounted on the same overhead structure as the flashing-light signals with the approval of the MoDOT Multimodal Division (Rail Section).

=={{SpanID|913.4.2}}913.4.2 Flashing-Light Signals (MUTCD Section 8D.02)==

'''Support. '''[[#913.4.4|EPG 913.4.4]] contains additional information regarding flashing-light signals at highway-LRT grade crossings in semi-exclusive and mixed-use alignments.

'''Standard. '''If used, the flashing-light signal assembly (shown in [[#fig913.4.1|Figure 913.4.1]]) on the side of the highway shall include a standard Crossbuck (R15-1) sign, and where there is more than one track, a supplemental Number of Tracks (R15-2P) plaque, all of which indicate to motorists, bicyclists, and pedestrians the location of a grade crossing.

'''Guidance. '''The bottom of the Number of Tracks (R15-2P) plaque (when used) should be located as low as practicable above the flashing-light backgrounds. The Crossbuck (R15-1) sign should be located just above the Number of Tracks (R15-2P) plaque or, if no plaque is present, the bottom of the Crossbuck sign should be located as low as practicable above the flashing-light backgrounds.

'''Support. '''Additional information regarding sizes and clearances of components used on flashing-light signals can be found in Part 3 of the “2023 AREMA Communications and Signals Manual” published by the American Railway Engineering and Maintenance-of-Way Association (AREMA).

'''Option. '''At highway-rail grade crossings, bells or other audible warning devices may be included in the assembly and may be operated in conjunction with the flashing-light signals to provide additional warning for pedestrians, bicyclists, and/or other non-motorized road users.

'''Standard. '''When indicating the approach or presence of rail traffic, the flashing-light signal shall display toward approaching highway traffic two red lights mounted in a horizontal line flashing alternately.

If used, flashing-light signals shall be placed to the right-hand side of approaching highway traffic on all highway approaches to a grade crossing. They shall be located laterally with respect to the highway in compliance with [[#fig913.4.1|Figure 913.4.1]] except where such location would adversely affect signal visibility.

If used at a grade crossing with highway traffic in both directions, back-to-back flashing-light signals shall be placed on each side of the tracks. On multi-lane one-way streets and divided highways, flashing-light signals shall be placed on the approach side of the grade crossing on both sides of the roadway or shall be placed above the highway.

Each red signal unit in the flashing-light signal shall flash alternately. The number of flashes per minute for each lamp shall be 35 minimum and 65 maximum. Each lamp shall be illuminated for approximately the same length of time. The total time of illumination of each pair of lamps shall be the entire operating time.

Flashing-light units shall use either 8-inch or 12-inch nominal diameter lenses.

'''Guidance. '''In choosing between the 8-inch or 12-inch nominal diameter lenses for use in grade crossing flashing-light signals, consideration should be given to the principles stated in [[902.5 Traffic Control Signal Indications (MUTCD Chapter 4E) #902.5.2|EPG 902.5.2]].

If flashing-light signals are used, at least one pair of flashing lights should be provided for each approach lane of the roadway.

The center-to-center distance between the two red lights in a flashing-light unit should be approximately 30 inches.

The mounting height of the flashing-light units, measured from the center of the flashing-light unit housing to the elevation of the crown of the roadway, should be between 8 feet and 9 feet .

The top of the support pole foundation should be no more than 4 inches above the surface of the ground and should be at the same elevation as the crown of the roadway.

'''Standard. '''Grade crossing flashing-light signals shall operate at a low voltage using storage batteries either as a primary or stand-by source of electrical energy. Provision shall be made to provide a source of energy for charging batteries.

'''Option. '''Additional flashing-light signals may be mounted on the same supporting post and directed toward vehicular traffic approaching the grade crossing from other than the principal highway route, such as where there are approaching routes on highways closely adjacent to and parallel to the track(s).

'''Guidance. '''Where the storage distance for vehicles approaching a grade crossing is less than a design vehicle length, the Diagnostic Team should consider providing additional flashing-light signals aligned toward the movement turning toward the grade crossing.

The Diagnostic Team should consider the use of additional flashing-light signals to provide supplemental warning to pedestrians, especially on one-way streets and divided highways.

'''Standard. '''References to lenses in this article shall not be used to limit flashing-light signal optical units to incandescent lamps within optical assemblies that include lenses.

'''Support. '''Research has resulted in flashing-light signal optical units that are not lenses, such as, but not limited to, light-emitting diode (LED) flashing-light signal modules.

'''Option. '''If a Diagnostic Team determines that it is appropriate, the flashing-light signals may be installed on overhead structures or cantilevered supports as shown in [[#fig913.4.1|Figure 913.4.1]] where needed for additional emphasis, or for better visibility to approaching traffic, particularly on multi-lane approaches or highways with profile restrictions.

If it is determined by a Diagnostic Team that one flashing-light signal on the cantilever arm is not sufficiently visible to road users, one or more additional flashing-light signals may be mounted on the supporting post and/or on the cantilever arm.

'''Standard. '''Breakaway or frangible bases shall not be used on the supporting posts for overhead structures or cantilevered arms that support overhead flashing-light signals.

=={{SpanID|913.4.3}}913.4.3 Automatic Gates (MUTCD Section 8D.03)==

'''Support. '''An automatic gate is a traffic control device used in conjunction with flashing-light signals.

'''Standard. '''The automatic gate (see [[#fig913.4.1|Figure 913.4.1]]) shall consist of a drive mechanism and a fully retroreflective red-and-white-striped gate arm with lights. When in the down position, the gate arm shall extend across the approaching lanes of highway traffic.

In the normal sequence of operation, unless constant warning time detection or other advanced system requires otherwise, the flashing-light signals and the lights on the gate arm (in its normal upright position) shall be activated immediately upon detection of approaching rail traffic. The gate arm shall start its downward motion not less than 3 seconds after the flashing-light signals start to operate, shall reach its horizontal position at least 5 seconds before the arrival of the rail traffic, and shall remain in the down position until the rail traffic completely clears the grade crossing.

When the rail traffic clears the grade crossing, and if no other rail traffic is detected, the gate arm shall ascend to its upright position, following which the flashing-light signals and the lights on the gate arm shall cease operation.

Gate arms shall be fully retroreflective on both sides and shall have vertical stripes alternately red and white at 16-inch intervals measured horizontally. The width (which becomes the height of the retroreflective sheeting when the automatic gate is in the down position) of the retroreflective sheeting on the front of the gate arm shall be at least 4 inches for the first 32 feet of gate arm length measured from the center of the gate mast. The front of the gate arm beyond 32 feet to the tip of the gate arm shall have retroreflective sheeting at least 2 inches in width.

'''Support. '''It is acceptable to replace a damaged gate arm with a gate arm having vertical stripes even if the other existing gate arms at the same grade crossing have diagonal stripes; however, it is also acceptable to replace a damaged gate arm with a gate arm having diagonal stripes if the other existing gate arms at the same grade crossing have diagonal stripes in order to maintain consistency per the provisions of the last Option paragraph of [[:Category:911 General (MUTCD Part 1)#Compliance_of_Devices_(MUTCD_Section_1B.03)|EPG 911 (MUTCD Section 1B.03)]].

'''Standard. '''Gate arms shall have at least three red lights as shown in [[#fig913.4.1|Figure 913.4.1]].

When activated, the gate arm light nearest the tip shall be illuminated continuously and the other lights shall flash alternately in unison with the flashing-light signals such that the left-most flashing gate arm light(s) flashes simultaneously with the left-hand light of the flashing-light signals and the right-most flashing gate arm light(s) flashes simultaneously with the right-hand light of the flashing-light signals.

'''Support. '''Typical gate arm lights are approximately 4 inches in diameter if they are circular. Rectangular gate arm lights with approximately the same illuminated surface area are sometimes used on gate arms instead of circular lights.

'''Standard. '''The entrance gate arm mechanism shall be designed to fail safe in the down position.

'''Guidance. '''The gate arm should ascend to its upright position in 12 seconds or less.

In its normal upright position, when no rail traffic is approaching or occupying the grade crossing, the gate arm should be approximately vertical (see [[#fig913.4.1|Figure 913.4.1]]).

In the design of individual installations, consideration should be given to timing the operation of the gate arm to accommodate large and/or slow-moving motor vehicles.

The gate arms should cover the approaching highway to block all motor vehicles from being driven around the gate arms without crossing the center line.

The height of the gate arm when it is in the down position should be between 3.5 feet and 4.5 feet above the crown of the roadway. When the gate arm is in the down position, no portion of the counterweight should extend into the traveled way, sidewalk, or pathway.

'''Option. '''Channelizing devices and/or raised median islands may be used to discourage driving around lowered automatic gates.

'''Guidance. '''Where sufficient space is available, median islands should be at least 60 feet in length.

'''Option. '''Where automatic gates are located in the median, additional median width may be required to provide the minimum clearance for the counterweight supports.

Automatic gates may be supplemented by cantilevered flashing-light signals (see [[#fig913.4.1|Figure 913.4.1]]) where there is a need for additional emphasis or better visibility.

=={{SpanID|913.4.4}}913.4.4 Use of Active Traffic Control Systems at LRT Grade Crossings (MUTCD Section 8D.04)==

'''Standard. '''At highway-LRT grade crossings where LRT speeds exceed 25 mph, active traffic control systems (see [[#913.4.1|EPG 913.4.1]]) shall be used.

At highway-LRT grade crossings where LRT speeds exceed 40 mph, the active traffic control system shall include automatic gates.

'''Option. '''The Diagnostic Team may recommend an active traffic control system with automatic gates at highway-LRT grade crossings where LRT speeds do not exceed 40 mph.

'''Guidance. '''At highway-LRT grade crossings where LRT speeds are 25 mph or less, active traffic control systems should be used unless the Diagnostic Team determines that the use of Crossbuck Assemblies, STOP signs alone, or YIELD signs alone would be adequate.

Where the highway-LRT grade crossing is at a location other than an intersection and LRT speeds exceed 20 mph, traffic control signals should not be used in lieu of flashing-light signals.

'''Support. ''' [[#913.4.2|EPG 913.4.2]] and [[#913.4.3|913.4.3]] contain additional provisions regarding the design and operation of flashing-light signals and automatic gates, respectively.

'''Standard. '''If flashing-light signals are in operation at a highway-LRT crossing that is used by pedestrians, bicyclists, and/or other non-motorized road users, an audible device such as a bell shall also be provided and shall be operated in conjunction with the flashing-light signals.

=={{SpanID|913.4.5}}913.4.5 Exit Gate and Four-Quadrant Gate Systems (MUTCD Section 8D.05)==

'''Option. '''Exit Gate systems may be installed to improve safety at grade crossings where a Diagnostic Team determines that less restrictive measures, such as automatic gates and median islands, are not effective.

'''Support. '''A grade crossing that includes exit gates on some, but not all, of the exiting lanes is an Exit Gate system, but is not considered to be a Four-Quadrant Gate system.

The term Four-Quadrant Gate system is used in a generic sense in that it refers to the fact that all entrances and exits from a grade crossing are controlled by automatic gates in order to provide a full closure to all entering and exiting lanes. The term Four-Quadrant Gate system does not refer to the number of gates installed, but rather the fact that a full closure is provided.

'''Standard. '''The Exit Gate system shall use a series of automatic gates with fully retroreflective red-and-white-striped gate arms with lights, and when in the down position the gate arms extend individually across the entrance and exit lanes of the roadway as shown in [[#fig913.4.5|Figure 913.4.5]]. The provisions contained in [[#913.4.2|EPG 913.4.2]] for flashing-light signals shall be followed for signal specifications, location, and clearance distances.

Gate arm design, colors, and lighting requirements shall be in accordance with the provisions contained in [[#913.4.3|EPG 913.4.3]].

'''Support. '''The provisions contained in [[#913.4.3|EPG 913.4.3]] for automatic gates are applicable to exit gates.

'''Standard. '''In the normal sequence of operation, unless constant warning time detection or other advanced system requires otherwise, the flashing-light signals and the lights on the gate arms (in their normal upright positions) shall be activated immediately upon the detection of approaching rail traffic. The entrance gate arms shall start their downward motion not less than 3 seconds after the flashing-light signals start to operate and shall reach their horizontal position at least 5 seconds before the arrival of the rail traffic. Exit gate arm activation and downward motion shall be based on detection or timing requirements established by a Diagnostic Team. If an Exit Gate system is present, the exit gate clearance time (see AREMA Manual) shall be long enough to permit the exit gate arm to lower after a design vehicle of maximum length is clear of the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]). The gate arms shall remain in the down position as long as the rail traffic occupies the grade crossing.

When the rail traffic clears the grade crossing, and if no other rail traffic is detected, the gate arms shall ascend to their upright positions, following which the flashing-light signals and the lights on the gate arms shall cease operation.

Except as provided in the first Option paragraph below, the exit gate arm mechanism shall be designed to fail-safe in the up position.

At locations where gate arms are offset a sufficient distance for motor vehicles to drive between the entrance and exit gate arms, median islands (see [[#fig913.4.5|Figure 913.4.5]]) shall be installed in accordance with the needs determined by the Diagnostic Team.

'''Guidance. '''The gate arm should ascend to its upright position in 12 seconds or less.

Constant warning time detection circuits should be used with Exit Gate systems where practical.

The operating mode of the exit gates should be determined by a Diagnostic Team.

If the Timed Exit Gate Operating Mode is used, the Diagnostic Team should also determine the Exit Gate Clearance Time (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2 | EPG 911 (MUTCD Section 1C.02)]]).

If the Dynamic Exit Gate Operating Mode is used, highway vehicle intrusion detection devices that are part of a system that incorporates processing logic to detect the presence of motor vehicles within the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) should be installed to control exit gate operation. Exit gates should be independently controlled for each direction of roadway traffic.

Regardless of which exit gate operating mode is used, the Exit Gate Clearance Time should be considered when determining additional time requirements for the Minimum Warning Time.

'''Support. '''The minimum warning time is the least amount of time that active warning devices operate prior to the arrival of rail traffic at a grade crossing.

'''Guidance. '''If an Exit Gate system is used at a location that is adjacent to an intersection that could cause motor vehicles to queue within the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]), the Dynamic Exit Gate Operating Mode should be used unless the Diagnostic Team determines otherwise.

If an Exit Gate system is interconnected with a highway traffic signal (see [[913.1 General (MUTCD Chapter 8A) #913.1.9| EPG 913.1.9]]), back-up or standby power should be considered for the highway traffic signal. Also, circuitry should be installed to prevent the highway traffic signal from leaving the track clearance green interval until all of the gates are lowered.

Exit Gate systems should include remote health (status) monitoring capable of automatically notifying railroad or LRT signal maintenance personnel when anomalies have occurred within the system.

'''Option. '''Exit gate arms may fail in the down position if the grade crossing is equipped with remote health (status) monitoring.

Exit Gate system installations may include median islands between opposing lanes on an approach to a grade crossing.

'''Guidance. '''Where sufficient space is available, median islands should be at least 60 feet in length.

{{SpanID|fig913.4.5}}
[[File:Figure 913.4.5 Examples of Location Plan for Flashing-Light Signals and Four-Quadrant Gates.jpg|center|thumb|alt= A: Two railroad tracks crossing a vertical six-lane roadway with three lanes in each direction are shown. The tracks run from the bottom left to the top right. On each side of the railroad tracks, two gates are shown: one that extends across the three right lanes (the entrance gate) and one that extends across the three left lanes (the exit gate). On each side of the railroad tracks, a “median island” is shown placed “between” the two gates. B: The same example of railroad tracks crossing a vertical roadway are shown as the “Obtuse Angle” example, except these tracks are shown running from the top left to the bottom right. C: Two railroad tracks are shown crossing a vertical six-lane roadway at a “right angle.” On each side of the railroad tracks, two gates are shown: an entrance gate that extends across the three right lanes and an exit gate that extends across the three left lanes.|800px| '''Figure 913.4.5''' Examples of Location Plan for Flashing-Light Signals and Four-Quadrant Gates]]

=={{SpanID|913.4.6}}913.4.6 Wayside Horn Systems (MUTCD Section 8D.06)==

'''Option. '''A wayside horn system (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2 | EPG 911 (MUTCD Section 1C.02)]]) may be installed in compliance with 49 CFR Part 222 to provide audible warning directed toward the road users at a highway-rail grade crossing or at a pathway grade crossing.

'''Standard. '''Wayside horn systems used at grade crossings where the locomotive horn is not sounded shall be equipped and shall operate in compliance with the requirements of Appendix E to 49 CFR Part 222.

'''Guidance. '''The same lateral clearance and roadside safety features should apply to wayside horn systems as described in the provisions contained in [[#913.4.1|EPG 913.4.1]] Wayside horn systems, when mounted on a separate pole assembly, should be installed no closer than 15 feet from the center of the nearest track and should be positioned to not obstruct the motorists’ line of sight of the flashing-light signals.

=={{SpanID|913.4.7}}913.4.7 Rail Traffic Detection (MUTCD Section 8D.07)==

'''Standard. '''The devices employed in active traffic control systems shall be actuated by some form of rail traffic detection.

Rail traffic detection circuits, insofar as practical, shall be designed on the fail-safe principle.

Flashing-light signals shall operate for at least 20 seconds before the arrival of any rail traffic, except as provided in the first Option paragraph below.

'''Option. '''On tracks where all rail traffic operates at less than 20 mph and where road users are directed by an authorized person on the ground to not enter the crossing at all times that approaching rail traffic is about to occupy the crossing, a shorter signal operating time for the flashing-light signals may be used.

Additional warning time may be provided when determined by an engineering study.

'''Guidance. '''Where the speeds of different rail traffic on a given track vary considerably under normal operation, special devices or circuits should be installed to provide reasonably uniform notice in advance of all rail traffic movements over the grade crossing. Special control features should be used to eliminate the effects of station stops and switching operations within approach control circuits to prevent excessive activation of the traffic control devices while rail traffic is stopped on or switching upon the approach track control circuits.

=={{SpanID|913.4.8}}913.4.8 Use of Traffic Control Signals at Grade Crossings (MUTCD Section 8D.08)==

'''Standard. '''Except as provided in the Option paragraph below, traffic control signals shall not be used instead of flashing-light signals to control road users at a highway-rail grade crossing.

'''Option. '''Traffic control signals may be used instead of flashing-light signals to control road users at industrial highway-rail grade crossings and other places where the maximum speed of trains is 10 mph or less with approval of the MoDOT Multimodal Division (Rail Section).

'''Support'''. [[#913.4.4|EPG 913.4.4]] and [[#913.4.14|913.4.14]] contain information regarding the use of traffic control signals at highway-LRT grade crossings.

'''Standard. '''The appropriate provisions of [[:Category:902 Signals (MUTCD Part 4)|EPG 902]] relating to traffic control signal design, installation, and operation shall be applicable where traffic control signals are used instead of flashing-light signals to control road users at grade crossings.

=={{SpanID|913.4.9}}913.4.9 Preemption of Highway Traffic Signals at or Near Grade Crossings (MUTCD Section 8D.09)==

'''Support. '''Traffic signal preemption for grade crossings is a complex topic that requires a specific understanding of grade crossing warning systems and highway traffic signal operations. While most traffic signal operations are governed only by the traffic signal controller unit and the associated traffic signal equipment, preemption for grade crossings is also governed by the grade crossing warning system. Active grade crossing warning systems include flashing-light signals and possibly automatic gates, as well as various types of train detection equipment. Where the traffic signal controller unit is interconnected with the grade crossing warning system for the purpose of preemption, a combined system is created. It is the combined system that requires a thorough understanding of the design and operating parameters in order to provide proper operation of the preemption system.

The Federal Railroad Administration (FRA) has issued two documents that provide additional information relating to preemption of highway traffic signals at or near grade crossings. The first document is “Technical Bulletin S-12-01, Guidance Regarding the Appropriate Process for the Inspection of Highway-Rail Grade Crossing Warning System Pre-emption Interconnections with Highway Traffic Signals” and the second document is “Safety Advisory 2010-02, Signal Recording Devices for Highway-Rail Grade Crossing Active Warning Systems that are Interconnected with Highway Traffic Signal Systems.”

'''Guidance. '''If a grade crossing is equipped with flashing-light signals and is located 200 feet or less from an intersection or midblock location controlled by a traffic control signal, a pedestrian hybrid beacon, or an emergency-vehicle hybrid beacon, the intersection should be provided with rail preemption in accordance with [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]] unless otherwise determined by the Diagnostic Team.

Coordination with the flashing-light signals, such as using queue detection and queue cutter signals, blank-out signs, or other alternatives, should be considered where a traffic control signal, a pedestrian hybrid beacon, or an emergency-vehicle hybrid beacon is located more than 200 feet from the grade crossing. Factors to be considered should include traffic volumes, highway vehicle mix, highway vehicle and train approach speeds, frequency of trains, presence of midblock driveways or unsignalized intersections, and the potential for vehicular queues resulting from an adjacent downstream grade crossing or highway traffic signal to extend into the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]).

The highway agency or authority with jurisdiction and the MoDOT Multimodal Division (Rail Section), if applicable, should jointly determine the preemption operation and the timing of highway traffic signals interconnected with grade crossings adjacent to signalized locations.

If a highway traffic signal is installed 200 feet or less from a passive grade crossing, unless otherwise determined by the Diagnostic Team, an active grade crossing warning system should be installed at the grade crossing to provide a means to preempt the highway traffic signal in order to clear vehicles from the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) upon approach of rail traffic.

If a highway traffic signal is interconnected with flashing-light signals, the flashing-light signals should be provided with automatic gates to prevent additional vehicles from being drawn into the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) during the track clearance interval prior to the arrival of rail traffic unless a Diagnostic Team determines otherwise.

'''Support. '''Regular joint inspections by the highway agency or authority with jurisdiction, the MoDOT Multimodal Division (Rail Section), if applicable, and the railroad company or transit agency are a best practice and typically include verification of the preemption operation, the amount of warning time and/or preemption time being provided by the grade crossing warning system, and the timing of highway traffic signals interconnected and/or coordinated with the flashing-light signals.

[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]] includes a recommendation that traffic control signals that are adjacent to highway-rail grade crossings and that are coordinated with the flashing-light signals at the grade crossing or that include railroad preemption features be provided with a back-up power supply.

'''Standard. '''Information regarding the type of preemption and any related timing parameters shall be provided to the railroad company or transit agency so that the railroad company or transit agency can design the appropriate train detection circuitry.

If preemption is provided, unless otherwise determined by a Diagnostic Team, the normal sequence of highway traffic signal indications shall be preempted upon the approach of a train to provide a track clearance interval to provide an opportunity for motor vehicles at the grade crossing to clear the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) prior to the arrival of rail traffic.

'''Option. '''Where train switching or train restarts occur close to a grade crossing, the Diagnostic Team may determine that the preemption time can be reduced in accordance with the operating requirements of the railroad company and/or transit agency.

'''Standard. '''Where flashing-light signals are in place at a grade crossing, any highway traffic signal faces installed within 50 feet of any rail shall be preempted upon the approach of rail traffic. The Diagnostic Team shall determine the signal indications displayed by the highway traffic signal faces that control movements across the grade crossing in accordance with [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]] in order to avoid the display of signal indications that conflict with the flashing-light signals.

'''Guidance. '''Where the flashing-light signals are in place at a grade crossing, the operation of any flashing yellow beacon installed within 50 feet of any rail should be considered by a Diagnostic Team to determine whether the operation of the beacon should be terminated during the approach and passage of rail traffic.

'''Standard'''. The preemption special control mode shall be activated by a supervised preemption interconnection using fail-safe design principles between the control circuits of the grade crossing warning system and the traffic signal controller unit. The approach of rail traffic to a grade crossing shall de-energize the interconnection or send a message via a fail-safe data communication protocol (such as the “IEEE Standard for the Interface Between the Rail Subsystem and the Highway Subsystem at a Highway Rail Intersection,” 1570-2002 (R2008), Institute of Electrical and Electronics Engineers), which in turn shall activate the traffic signal controller preemption sequence. This shall establish and maintain the preemption condition during the time the grade crossing warning system is activated, except that when automatic gates exist, the preemption condition shall not be terminated until the automatic gates are energized to start their upward movement.

'''Support. '''Advance preemption is the notification of approaching rail traffic that is forwarded to the highway traffic signal controller unit or assembly by the railroad or light rail transit equipment in advance of the activation of the grade crossing warning system.

The maximum preemption time is the maximum amount of time needed following initiation of the preemption sequence for the highway traffic signals to complete the timing of the right-of-way transfer time, queue clearance time, and separation time.

The separation time is the component of maximum preemption time during which the minimum track clearance distance is clear of vehicular traffic prior to the arrival of rail traffic.

Simultaneous preemption is the notification of approaching rail traffic that is forwarded to the highway traffic signal controller unit or assembly and grade crossing warning system at the same time.

The right-of-way transfer time is the amount of time needed prior to display of the track clearance interval. This includes any time needed by the railroad, light rail transit, or highway traffic signal control equipment to react to a preemption call, and any traffic control signal green, pedestrian walk and clearance if used (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]]), yellow change, and red clearance intervals for conflicting traffic.

A supervised preemption interconnection is one that incorporates both a normally-open and a normally-closed circuit from the grade crossing warning system to verify the proper operation of the interconnection.

'''Option. '''Instead of supervision, a double-break preemption interconnection circuit that uses two normally-closed circuits that open both the source and return energy circuits may be used.

A preemption interconnection may incorporate both supervision and double-break circuits.

'''Guidance. '''Where train detection circuits are present at a passive grade crossing, the operation of the preemption interconnection should be treated as if active traffic control devices exist at the crossing and the preemption operation should be determined by a Diagnostic Team.

Where left turns are permitted at a downstream highway-highway traffic control signal from the roadway approach that crosses the track and a delayed or impeded left-turn movement could prevent vehicles from clearing the track, a protected left-turn movement should be provided during the track clearance interval if green signal indications are displayed to the approach for track clearance.

The decision to implement simultaneous or advance preemption should include consideration of the right-of-way transfer time, the queue clearance time, and the separation time in order to determine the maximum preemption time. These time periods should be compared to and verified with the operation of the grade crossing traffic control devices in order to evaluate the operation of the highway traffic signal and the preemption operation. These factors should be considered regardless of whether simultaneous or advance preemption operation is implemented as they are based on traffic signal minimum timing, vehicle acceleration characteristics, and physical distances along the roadway.

'''Support. '''Preemption time variability occurs when the traffic signal controller enters the preemption clearance interval with less than the maximum design right-of-way transfer time or when the speed of a train approaching the grade crossing varies.

The time interval between the initiation of advance preemption and the operation of the grade crossing warning system for rail traffic will decrease in situations when rail traffic is accelerating or increase in situations when rail traffic is decelerating.

'''Guidance. '''Where preemption is used and automatic gates are present, the possibility that an automatic gate might descend upon a vehicle should be analyzed.

If simultaneous preemption is used, an analysis of extended grade crossing warning time requirements should be conducted.

If advance preemption is used, an analysis of preemption operation, traffic signal sequencing, and traffic signal phasing should be conducted to identify preemption time variability. The analysis should include both the condition requiring the longest amount of time to enter the track clearance interval and the condition requiring the shortest amount of time to enter the track clearance interval.

'''Standard. '''Where automatic gates are present and green signal indications are displayed at the downstream traffic control signal during the track clearance interval, the preemption sequence shall be designed such that the green signal indications are not terminated until the automatic gate(s) that controls access over the grade crossing toward the downstream intersection is fully lowered.

'''Support. '''The following are two examples of mutually-exclusive methods to resolve preemption time variability:
::A. Gate-down circuitry provides a means to hold the traffic signal controller sequence in the track clearance interval until the automatic gate(s) that controls access over the grade crossing toward the downstream intersection is fully lowered.
::B. Timing correction resolves preemption time variability by adding the right-of-way transfer time to the track clearance interval in the traffic signal controller unit and setting a fixed maximum period of time between the start of advance preemption and the operation of the flashing-light signals.

The Third Edition of the “Railroad-Highway Grade Crossing Handbook” and the “2023 AREMA Communications and Signals Manual” published by the American Railway Engineering and Maintenance-of-Way Association (AREMA) provide additional information about preemption time variability.

'''Standard. '''Where gate-down circuitry is used to resolve preemption time variability and an automatic gate is broken or is not fully lowered, the crossing control circuits shall not terminate the track clearance interval before the rail traffic has entered the grade crossing.

Where timing correction is used to resolve preemption time variability, a timing circuit shall be used to maintain a maximum time interval between the initiation of advance preemption and the operation of the grade crossing warning system when the approaching rail traffic is decelerating.

'''Guidance. '''Where a highway-highway intersection controlled by traffic control signals is interconnected with a grade crossing equipped with exit gates, advance preemption should be used because of the additional operating time that is required for the exit gates.

Where rail traffic routinely stops and re-starts within or just outside of the approaches to a grade crossing that is interconnected with highway traffic signals, the effects of rail traffic operations on the preemption operation should be analyzed.

Highway traffic signal control equipment should be capable of providing immediate re-service of successive requests for preemption from the railroad warning devices, even if the initial preemption sequence has not been completed. As appropriate, the highway traffic signal control equipment should be able to promptly return to the start of the track clearance interval at any time that the demand for preemption is cancelled and then reactivated. The highway traffic signal control equipment should have the ability to provide this immediate re-service at any point in the preemption sequence.

'''Standard. '''Where traffic control signals are programmed to operate in a flashing mode during the preemption dwell interval (the period following the track clearance interval that lasts for the duration of the preemption interconnection activation), the beginning of the preemption dwell flashing mode shall not occur until the grade crossing equipment indicates that the rail traffic has entered the grade crossing.

At locations where conflicting preemption calls might be received to serve boats and trains, the Diagnostic Team shall determine the relative priority when conflicting preemption calls occur (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]]). Where the boat and the train do not conflict with each other, the Diagnostic Team shall determine the preemption sequence when both preemption calls are occurring simultaneously. The United States Coast Guard or other appropriate authority that regulates the operation of the waterway shall be invited to participate on the Diagnostic Team and/or to provide input to the Diagnostic Team.

'''Support. '''[[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C) #902.3.10|EPG 902.3.10]] describes the Intersection Near a Grade Crossing signal warrant that is intended for use at a location where the proximity to the intersection of a grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic control signal.

[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]] describes additional considerations regarding preemption of traffic control signals at or near grade crossings.

=={{SpanID|913.4.10}}913.4.10 Movements Prohibited During Preemption (MUTCD Section 8D.10)==

'''Support. '''The use of blank-out turn prohibition signs requires the authorization of the Highway Safety and Traffic Division.

'''Guidance. '''At a signalized intersection that is located within 100 feet of a grade crossing and the intersection traffic control signals are preempted by the approach of rail traffic, all existing permissive-only turning movements toward the grade crossing should be prohibited, steady red arrow signal indications should be shown to all existing protected/permissive and protected-only turning movements toward the grade crossing, and red signal indications should be shown to the straight-through movement toward the grade crossing during the signal preemption sequences. The prohibition of a permissive-only turning movement toward the grade crossing during preemption should be accomplished through the installation of a blank-out turn prohibition (R3-1a or R3-2a) sign.

'''Option. '''All movements toward the track may be prohibited at a signalized intersection that is preempted by the approach of rail traffic, even if the clear storage distance is more than 100 feet.

'''Support. '''Including the word “TRAIN” as part of the blank-out turn prohibition sign informs road users that the turn prohibition being displayed by the sign is in effect because rail traffic is approaching or occupying a nearby rail grade crossing, and that the turn prohibition will be terminated after the rail traffic has cleared the grade crossing.

<div style="text-align: center;"><div style="display:inline-block;vertical-align: middle;">[[File:R3-1a.png|thumb|none|alt=|200px|'''R3-1a (Activated Blank Out)]]</div>
<div style="display:inline-block;vertical-align: middle;">[[File:R3-2a.png|thumb|none|alt=|200px|'''R3-2a (Activated Blank Out)]]</div>
</div>

Rail operations can include the use of activated blank-out turn prohibition (R3-1a or R3-2a) signs at unsignalized highway-highway intersections in the vicinity of grade crossings, such as where a semi-exclusive or mixed-use alignment is within or parallel to the roadway where road users are normally permitted to turn across the tracks.

'''Guidance. '''An LRT-activated blank-out turn prohibition (R3-1a or R3-2a) sign should be used during preemption where all three of the following conditions are present:
::A. There is no active warning system for the LRT grade crossing,
::B. Vehicles traveling along a parallel roadway would normally be permitted to turn left or right to travel across tracks that are located within 100 feet of the highway-highway intersection or within the median of the intersection, and
::C. The drivers turning at the highway-highway intersection are not controlled by a traffic control signal.

'''Standard'''. Blank-out turn prohibition signs that are associated with preemption shall display their message only when a preemption signal is being received from the railroad or LRT equipment or while the automatic gate is activated.

'''Support. '''The provisions contained in [[903.12 Changeable Message Signs (MUTCD Chapter 2L) #903.12|EPG 903.12]] for blank-out signs are applicable to R3-1a and R3-2a signs.

=={{SpanID|913.4.11}}913.4.11 Pre-Signals at or Near Grade Crossings (MUTCD Section 8D.11)==

'''Guidance. '''If a grade crossing is located in close proximity to an intersection controlled by a traffic control signal and the clear storage distance is less than the design vehicle length, the use of pre-signals to control traffic approaching the grade crossing in the direction toward the intersection should be considered.

If a grade crossing equipped with flashing-light signals, but without automatic gates, is located within 200 feet of an intersection controlled by a traffic control signal, a pre-signal should be provided.

'''Support. '''A pre-signal is generally used where the grade crossing is located less than 200 feet from a downstream signalized intersection. [[#913.4.12|EPG 913.4.12]] contains information for grade crossings located 200 feet or more from a downstream signalized intersection.

Other measures that could be considered instead of or in addition to a pre-signal to minimize the possibility of vehicles queuing across the grade crossing include providing additional lanes, reducing the cycle length, using split phasing, using protected turn phasing, and/or providing an extended green interval for the approach.

'''Standard. '''Pre-signal faces shall display a steady red signal indication during the track clearance interval of the signal preemption sequence to prohibit additional motor vehicles from entering the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]).

Pre-signal faces shall not display green signal indications when the grade crossing flashing-light signals are displaying flashing red indications.

'''Guidance. '''Consideration should be given to using visibility-limited signal faces (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2 | EPG 911 (MUTCD Section 1C.02)]]) at the intersection for the downstream signal faces that control the approach that is equipped with pre-signals.

'''Option. '''The duration of the extended green interval may be adjusted by vehicle detection located between the pre-signal and the downstream signalized intersection.

The pre-signal phase sequencing may be timed with an offset from the downstream signalized intersection such that the pre-signal’s green signal indication terminates prior to the downstream intersection’s green signal indication to minimize the possibility of stopping motor vehicles within the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) and the clear storage distance.

'''Guidance. '''If pre-signals are used, the queue clearance time (see [[913.1 General (MUTCD Chapter 8A) #913.1.9| EPG 913.1.9]]) should be long enough to allow a design vehicle of maximum length stopped just inside the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) to start up and move through the downstream intersection, or to clear the minimum track clearance distance if there is sufficient clear storage distance.

<div style="text-align: center;"><div style="display:inline-block;vertical-align: middle;">[[File:R10-10b.png|thumb|none|alt=|200px|R10-10b]]</div>
</div>

'''Support. '''The storage area for mandatory left-turn and right-turn lanes at signalized intersections that are downstream from grade crossings sometimes extends from the signalized intersection back to and across the grade crossing. In such cases, drivers that are in the turn lane are required to make a straight-through movement when they cross the track(s) and then are required to make a turning movement when they reach the downstream signalized intersection.

'''Guidance. '''A separate pre-signal face for the mandatory left-turn lane and/or right-turn lane should be provided in addition to the pre-signal signal faces provided for the through movement where both of the following conditions are met:
::A. The storage area for the turn lane extends from the downstream signalized intersection back to and across the grade crossing, and
::B. The green interval for the turning movement at the downstream intersection does not always begin and end simultaneously with the green interval for the adjacent through movement at the downstream intersection.

'''Standard. '''Where adjacent lanes at a pre-signal are controlled separately, all of the signal faces shall be capable of displaying the following signal indications: CIRCULAR RED, CIRCULAR YELLOW, and straight-through GREEN ARROW. Left-turn GREEN ARROW and right-turn GREEN ARROW signal indications shall not be used in pre-signal faces. CIRCULAR GREEN signal indications shall not be used in pre-signal faces where adjacent lanes are controlled separately.

'''Option. '''Where all adjacent lanes at a pre-signal are controlled together, CIRCULAR GREEN signal indications may be used in pre-signal faces.

'''Standard. '''If a separate signal face is provided at a pre-signal for separate control of a mandatory left-turn and/or right-turn lane that extends from the downstream signalized intersection back to and across the grade crossing, the separate signal face shall be devoted exclusively to controlling traffic in the turn lane separately from adjacent lanes, and:
::A. Shall be visibility-limited from the adjacent through movement, or
::B. A LEFT (RIGHT) LANE SIGNAL (R10-10b) sign shall be mounted adjacent to the separate signal face controlling traffic in a single turn lane or in the turn lane that is farthest from the adjacent through lane(s) if multiple turn lanes are present for a particular turning movement, and a LEFT (RIGHT) TURN LANE SIGNAL (R10-10c) sign shall be mounted adjacent to the separate signal face controlling traffic in the other turn lanes if multiple turn lanes are present for a particular turning movement.

'''Support. '''Because the signal faces at a pre-signal do not always display the same signal indications as the downstream signalized intersection, the approach to the pre-signal is considered to be a separate approach from the approach to the downstream signalized intersection. This means that the provisions in [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.5|EPG 902.4.5]] through [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.8|902.4.8]] regarding the number of signal faces, the visibility and aiming of the signal faces, and the lateral and longitudinal positioning of the signal faces apply separately to the approach to the pre-signal.

The provisions in [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.7|EPG 902.4.7]] regarding the lateral positioning of separate turn signal faces are applicable to the separate signal faces that are provided at pre-signals for a mandatory turn lane that extends from the downstream signalized intersection back to and across the grade crossing.

'''Guidance. '''A STOP HERE ON RED (R10-6) sign should be installed at the pre-signal’s stop line.

'''Standard. '''If a pre-signal is installed upstream from a signalized intersection, a No Turn on Red (R10-11) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.49|EPG 903.2.49]]) shall be installed at the pre-signal for the approach that crosses the track if turns on red would otherwise be permitted at the downstream intersection.

'''Option. '''DO NOT STOP ON TRACKS (R8-8) signs may be installed in conjunction with a pre-signal.

Pre-signal faces may be located either upstream or downstream from the grade crossing in order to provide the most effective display to road users approaching the grade crossing.

If pre-signal faces must be located within close proximity to the flashing-light signals, the pre-signal faces may be mounted on the same overhead structure as the flashing-light signals.

=={{SpanID|913.4.12}}913.4.12 Queue Cutter Signals at or Near Grade Crossings (MUTCD Section 8D.12)==

<div style="text-align: center;"><div style="display:inline-block;vertical-align: middle;">[[File:R10-10c.png|thumb|none|alt=|200px|R10-10c]]</div></div>

'''Support. '''A queue cutter signal is a traffic control signal that controls one direction of traffic at a grade crossing to minimize the possibility of vehicles stopping within the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]). Although a queue cutter signal has a similar purpose as a pre-signal (see [[#913.4.11|EPG 913.4.11]]), the difference is that a queue cutter signal is independent from the downstream signalized intersection, whereas a pre-signal is part of the downstream signal.

'''Option. '''At grade crossing locations where the queue from a bottleneck (usually a signalized intersection) that is downstream from the grade crossing frequently extends back to and across the grade crossing, a queue cutter signal may be installed.

A queue cutter signal may be operated in one of the following modes:
::A. Actuated mode – the queue cutter signal operation is dependent on downstream detection of a growing queue.
::B. Non-actuated mode – the queue cutter signal operates on a time-of-day plan based on anticipated downstream queues. This mode could be similar to the functional operation of a pre-signal.
::C. Variable mode – the queue cutter signal operation varies between the actuated mode and the non-actuated mode based on the time of day, on queue detection, or both.

'''Support. '''A non-actuated queue cutter signal is generally used where the grade crossing is located between 200 feet and 400 feet from a downstream bottleneck. An actuated queue cutter signal is generally used where the grade crossing is located more than 400 feet from a downstream bottleneck. [[#913.4.11|EPG 913.4.11]] contains information for grade crossings located less than 200 feet from a downstream signalized intersection.

'''Standard. '''Where adjacent lanes at a queue cutter signal are controlled separately, all of the signal faces shall be capable of displaying the following signal indications: CIRCULAR RED, CIRCULAR YELLOW, and straight-through GREEN ARROW. Left-turn GREEN ARROW and right-turn GREEN ARROW signal indications shall not be used in queue cutter signal faces. CIRCULAR GREEN signal indications shall not be used in queue cutter signal faces where adjacent lanes are controlled separately.

'''Option. '''Where all adjacent lanes at a pre-signal are controlled together, CIRCULAR GREEN signal indications may be used in queue cutter signal faces.

Queue cutter signal faces may be located either upstream or downstream from the grade crossing in order to provide the most effective display to road users approaching the grade crossing.

If queue cutter signal faces must be located within close proximity to the flashing-light signals, the queue cutter signal faces may be mounted on the same overhead structure as the flashing-light signals.

'''Guidance. '''A STOP HERE ON RED (R10-6) sign should be installed at the queue cutter signal’s stop line.

'''Option. '''DO NOT STOP ON TRACKS (R8-8) signs may be installed in conjunction with a queue cutter signal.

'''Guidance. '''Where a queue cutter signal operates in an actuated mode based on vehicle presence detection, the queue detector should be located to provide adequate distance to detect a growing queue, permit the queue cutter signal to complete any programmed minimum green or yellow change interval time, and then allow a design vehicle that lawfully crosses the queue cutter signal’s stop line during the yellow change interval to clear the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) before the growing queue extends to the grade crossing.

A queue cutter signal that is operating in an actuated mode and that is displaying CIRCULAR RED signal indications should continue to display CIRCULAR RED signal indications as long as the downstream detection system continues to detect the presence of a vehicular queue at the detection point on the departure side of the grade crossing.

Where a queue cutter signal operates in actuated mode based on vehicle presence detection, consideration should be given to the potential for turning movements between the grade crossing and the downstream bottleneck that could create an intermediate queue of vehicles. Supplemental queue detectors should be considered to detect the formation of these intermediate queues to activate the queue cutter signal.

Where a queue cutter signal is operated in a non-actuated mode, the queue cutter signal should be coordinated with adjacent signals to provide for the progressive movement of traffic.

'''Option. '''Where a queue cutter signal is always operated in a non-actuated mode based on anticipated queues, the queue cutter signal may be operated in a flashing mode at times when the downstream queues are not expected to extend back to and across the grade crossing.

When a variable-mode queue cutter signal is operating in the non-actuated mode, the queue detector may be used to extend the display of the CIRCULAR RED signal indication as long as the downstream detection system continues to detect the presence of a vehicular queue at the detection point on the departure side of the grade crossing.

'''Standard. '''A queue cutter signal shall be interconnected with the flashing-light signals at the grade crossing.

Queue cutter signal faces shall not display green signal indications when the grade crossing flashing-light signals are displaying flashing red indications.

When a queue cutter signal that is displaying straight-through GREEN ARROW signal indications (when operating in a steady, stop-and-go mode) or flashing CIRCULAR YELLOW signal indications (when operating in a programmed flashing mode) is preempted by the approach of rail traffic, it shall immediately display steady CIRCULAR YELLOW signal indications during the yellow change interval (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.17|EPG 902.6.17]]) followed by steady CIRCULAR RED signal indications. The queue cutter signal shall continue to display the steady CIRCULAR RED signal indications until the rail traffic clears the grade crossing and no other rail traffic is detected.

A queue cutter signal operating in an actuated mode shall display straight-through GREEN ARROW signal indications except when it receives an actuation from the downstream vehicle presence detection system or is preempted by the approach of rail traffic. When it receives an actuation from the vehicle presence detection system, the queue cutter signal shall finish timing any active minimum green interval, if used, and then display steady CIRCULAR YELLOW signal indications during the yellow change interval (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.17|EPG 902.6.17]]) followed by steady CIRCULAR RED signal indications. When no preemption call is present and the queue length is such that no vehicles are detected in the detection zone of the downstream vehicle presence detection system, the queue cutter signal shall finish timing any active minimum red interval, if used, and then return to the display of straight-through GREEN ARROW signal indications.

The failure modes of the queue cutter signal control system and vehicle presence detection circuitry shall be evaluated and accounted for in the design of any such system. Fail-safe design techniques shall be used in the system design. If a queue detector fails, the queue cutter signal shall display flashing CIRCULAR RED signal indications until the normal functioning of the detection system is restored.

'''Support. '''The storage area for mandatory left-turn and right-turn lanes at signalized intersections that are downstream from grade crossings sometimes extends from the signalized intersection back to and across the grade crossing. In such cases, drivers that are in the turn lane are required to make a straight-through movement when they cross the track(s) and then are required to make a turning movement when they reach the downstream signalized intersection.

'''Guidance. '''A separate queue cutter signal face for the mandatory left-turn lane and/or right-turn lane should be provided in addition to the queue cutter signal faces provided for the through movement where both of the following conditions are met:
::A. The storage area for the turn lane extends from the downstream signalized intersection back to and across the grade crossing, and
::B. The green interval for the turning movement at the downstream intersection does not always begin and end simultaneously with the green interval for the adjacent through movement at the downstream intersection.

'''Standard'''. If a separate signal face is provided at a queue cutter signal for separate control of a mandatory left-turn and/or right-turn lane that extends from the downstream signalized intersection back to and across the grade crossing, the separate signal face shall be devoted exclusively to controlling traffic in the turn lane separately from adjacent lanes, and:
::A. Shall be visibility-limited from the adjacent through movement, or
::B. A LEFT (RIGHT) LANE SIGNAL (R10-10b) sign shall be mounted adjacent to the separate signal face controlling traffic in a single turn lane or in the turn lane that is farthest from the adjacent through lane(s) if multiple turn lanes are present for a particular turning movement, and a LEFT (RIGHT) TURN LANE SIGNAL (R10-10c) sign shall be mounted adjacent to the separate signal face controlling traffic in the other turn lanes if multiple turn lanes are present for a particular turning movement.

'''Support. '''Because the signal faces at a queue cutter signal do not always display the same signal indications as the downstream signalized intersection, the approach to the queue cutter signal is considered to be a separate approach from the approach to the downstream signalized intersection. This means that the provisions in [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.5|EPG 902.4.5]] through [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.8|902.4.8]] regarding the number of signal faces, the visibility and aiming of the signal faces, and the lateral and longitudinal positioning of the signal faces apply separately to the approach to the queue cutter signal.

The provisions in [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.7|EPG 902.4.7]] regarding the lateral positioning of separate turn signal faces are applicable to the separate signal faces that are provided at queue cutter signals for a turn lane that extends from the downstream signalized intersection back to and across the grade crossing.

While queue cutter signals and queue jumping signals have similar names, their purpose, design, and operation are quite different. Care must be taken to avoid confusion between queue cutter signals used in conjunction with a grade crossing and queue jumping signals used with transit operations.

=={{SpanID|913.4.13}}913.4.13 Warning Beacons or LED-Enhanced Warning Signs at Grade Crossings (MUTCD Section 8D.13)==

'''Option.''' Warning Beacons (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3]]) or LEDs within the legend, symbol, or border of the sign (see [[903.1 General (MUTCD Chapter 2A) #903.1.12|EPG 903.1.12]]) may be used to supplement warning signs installed at or on an approach to a grade crossing if additional emphasis is desired for the warning sign. The Warning Beacon or LED-enhanced sign may operate continuously or be activated upon the approach or presence of rail traffic.

'''Support.''' Most of the warning signs that are used at or on an approach to a grade crossing warn of physical conditions that exist at the grade crossing regardless of whether rail traffic is approaching or occupying the grade crossing. In these cases, a Warning Beacon or LED-enhanced sign would typically be operated continuously to enhance the conspicuity of the sign.

'''Standard.''' If a Warning Beacon or LEDs within the legend, symbol, or border of the sign is activated by the approach or presence of rail traffic, the activation of the Warning Beacon or LEDs shall be accomplished by a supervised preemption interconnection using fail-safe design principles (see [[#913.4.9|EPG 913.4.9]]) between the control circuits of the grade crossing warning system and the Warning Beacon or LED-enhanced sign.

'''Support.''' In the event of a system failure, the normal fault state using a fail-safe interconnection for a Warning Beacon or LED-enhanced sign that is activated by the approach or presence of rail traffic at the grade crossing would be for the Warning Beacon or LEDs to operate when no rail traffic is present.

'''Option. '''A Warning Beacon or LED-enhanced sign that is activated by the approach or presence of rail traffic at the grade crossing may continue to operate for a period of time following the passage of the rail traffic to permit the standing queue to dissipate.

'''Guidance. '''If a Warning Beacon or LED-enhanced sign is activated by the approach or presence of rail traffic at the grade crossing, the Warning Beacon or LED-enhanced sign should begin operating prior to the activation of the flashing-light signals at the grade crossing based upon the typical travel time from the location of the Warning Beacon or LED-enhanced sign to the stop line for the grade crossing.

If a Warning Beacon or LED-enhanced sign that is activated by the approach or presence of rail traffic at the grade crossing is operated by commercial AC power, a back-up power system should be provided.

=={{SpanID|913.4.14}}913.4.14 Traffic Control Signals at or Near Highway-LRT Grade Crossings (MUTCD Section 8D.14)==

'''Support. '''There are two types of traffic control signals for controlling vehicular and LRT movements at interfaces of the two modes. The first is the standard traffic control signal described in [[:Category:902 Signals (MUTCD Part 4)|EPG 902]], which is the focus of this article. The other type of signal is referred to as an LRT signal and is discussed in [[#913.4.15|EPG 913.4.15.]]

'''Standard. '''The provisions of [[:Category:902 Signals (MUTCD Part 4)|EPG 902]] and [[#913.4.8 | EPG 913.4.8]] through [[#913.4.12|913.4.12]] relating to traffic control signal design, installation, and operation, including interconnection with nearby automatic gates or flashing-light signals, shall be applicable as appropriate where traffic control signals are used at highway-LRT grade crossings.

If traffic control signals are in operation at an LRT grade crossing that is used by pedestrians, bicyclists, and/or other non-motorized road users, an audible device such as a bell shall also be provided and shall be operated in conjunction with the traffic control signals.

'''Guidance. '''If the highway traffic signal has emergency-vehicle preemption capability, it should be coordinated with LRT operation.

Where LRT operates in a wide median, motor vehicles crossing the tracks and being controlled by both near and far side traffic signal faces should receive a protected left-turn phase from the far side signal face to clear motor vehicles from the crossing when LRT traffic is approaching the crossing.

'''Option. '''Signal indications that permit the movement of motor vehicles, pedestrians, and bicyclists and do not conflict with LRT movements may be provided during LRT phases.

A traffic control signal may be installed in addition to Exit Gate systems and automatic gates at a highway-LRT grade crossing if the crossing occurs within a highway-highway intersection and if the installation of the traffic control signal can be justified based on the warrants described in [[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C) #902.3|EPG 902.3]].

Where a highway-LRT grade crossing is at a location other than an intersection and LRT operating speeds are less than 25 mph, traffic control signals may be used in lieu of flashing-light signals.

'''Support. '''Typical circumstances for using traffic control signals might include:
::A. Geometric conditions preclude the installation of highway-LRT grade crossing warning devices,
::B. LRT vehicles share the same roadway with road users, or
::C. Traffic control signals already exist.

[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.18|EPG 902.6.18]] contains information regarding traffic control signals at or near highway-LRT grade crossings that are not equipped with highway-LRT grade crossing warning devices.

[[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C) #902.3.10|EPG 902.3.10]] describes the Intersection Near a Grade Crossing signal warrant that is intended for use at a location where the proximity to the intersection of a grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic control signal.

'''Guidance. '''When a highway-LRT grade crossing exists within a signalized intersection, consideration should be given to providing separate turn signal faces (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|EPG 911 (MUTCD Section 1C.02)]]) for the movements crossing the tracks.

'''Standard. '''Separate turn signal faces that are provided for turn movements toward the crossing shall display a steady red indication during the approach and/or passage of LRT traffic.

'''Support. '''[[#913.4.10|EPG 913.4.10]] contains information regarding the prohibition of turning movements toward the crossing during preemption.

=={{SpanID|913.4.15}}913.4.15 Use of LRT Signals for Control of LRT Vehicles at Highway-LRT Grade Crossings (MUTCD Section 8D.15)==

'''Guidance'''. LRT signals are not currently used on MoDOT facilities. When considering the use of LRT signals the Highway Safety and Traffic Division should be contacted for guidance.

'''Option. '''LRT signal indications may be used at grade crossings and at intersections in mixed-use alignments in conjunction with standard traffic control signals where special LRT signal phases are used to accommodate turning LRT vehicles or where additional LRT clearance time is desirable.

LRT signal indications may be used at intersections where special signal phases are used for bus movements.

'''Standard. '''If the LRT crossing control is separate from the intersection control, the two shall be interconnected. The LRT signal phase shall not be terminated until after the LRT vehicle has cleared the crossing or intersection.

If a separate set of standard traffic control signal indications (red, yellow, and green circular and arrow indications) is used to control LRT movements, the indications shall be positioned so they are not visible to motorists, pedestrians, and bicyclists (see [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.6|EPG 902.4.6]]).

'''Guidance. '''If a signal face used to control LRT movements cannot be positioned where the indications are not visible to road users, the LRT signal indications shown in [[#fig913.4.15|Figure 913.4.15]] should be used.

'''Standard. '''If special LRT signal indications such as those shown in [[#fig913.4.15|Figure 913.4.15]] are used, the color of the signal indications shall be white.

'''Option. '''If used, individual LRT signal sections may be displayed to form clustered signal faces or multiple LRT signal indications may be displayed in an individual housing.

'''Guidance. '''LRT signal faces should be located at least 3 feet from the nearest highway traffic signal face for the same approach measured either horizontally perpendicular to the approach between the centers of the signal faces or vertically from the center of the lowest signal indication of the top signal face to the center of the highest signal indication of the bottom signal face.

'''Support. '''[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.18|EPG 902.6.18]] contains information about the use of the LRT signal indications shown in [[#fig913.4.15|Figure 913.4.15]] for the control of exclusive bus movements at “queue jumper lanes” and for the control of exclusive bus rapid transit movements on mixed-use alignments.

{{SpanID|fig913.4.15}}
[[File:Fig8D-3_LRTSignals.jpg|center|thumb|alt= Four examples of signal indications are shown. The first example consists of a horizontal rectangular white bar for “Stop” on a circular black background. The second example consists of a vertical rectangular white bar for “Go (straight)” on a circular black background. The third example consists of a diagonal rectangular white bar pointing up and to the left for “Go (left)” on a circular black background. The fourth example consists of a diagonal rectangular white bar pointing up and to the right for “Go (right)” on a circular black background. |600px| '''Figure 913.4.15.''' Light Rail Transit Signal Indications]]

File:Figure 913.4.5 Examples of Location Plan for Flashing-Light Signals and Four-Quadrant Gates.jpg

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913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D)

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RollerA: /* {{SpanID|913.4.1}}913.4.1 Introduction (MUTCD Section 8D.01) */

[[Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913.4]]
=={{SpanID|913.4.1}}913.4.1 Introduction (MUTCD Section 8D.01)==

'''Support. '''Active traffic control systems inform road users of the approach or presence of rail traffic at grade crossings. These systems include Exit Gate systems, automatic gates, flashing-light signals, traffic control signals, actuated blank-out and variable message signs, and other active traffic control devices that are used in conjunction with the signs and pavement markings that are described in [[913.2 Signs (MUTCD Chapter 8B) #913.2| EPG 913.2]] and [[913.3 Purpose and Application (MUTCD Chapter 8C) #913.3| EPG 913.3]], respectively.

The design, installation and maintenance of these devices are normally the responsibility of the railroad company with the approval of the MoDOT Multimodal Division (Rail Section).

[[#fig913.4.1|Figure 913.4.1]] shows a post-mounted flashing-light signal (two light units mounted in a horizontal line), a flashing-light signal mounted on an overhead structure, and an automatic gate assembly.

Where LRT speed is cited in EPG 913, it refers to the maximum speed at which LRT equipment is permitted to traverse a particular grade crossing.

'''Option. '''Post-mounted and overhead flashing-light signals may be used separately or in combination with each other as determined by the Diagnostic Team. Also, flashing-light signals may be used without automatic gate assemblies, as determined by the Diagnostic Team.

'''Standard. '''The meaning of flashing-light signals and automatic gates shall be as stated in Sections 11-701 and 11-703 of the Uniform Vehicle Code (see [[:Category:911_General_(MUTCD_Part_1) #911.1.6|EPG 911 (MUTCD Section 1A.06)]]).

Location for flashing-light signals and automatic gates shall be as shown in [[#fig913.4.1|Figure 913.4.1]].

Where there is a curb, a horizontal offset of at least 2 feet shall be provided from the face of the vertical curb to the nearest part of the signal or automatic gate arm in its upright position. Where a cantilevered-arm flashing-light signal is used, the vertical clearance shall be at least 17 feet above the crown of the highway to the lowest point of the signal unit.

Where there is a shoulder, but no curb, a horizontal offset of at least 2 feet from the edge of a paved shoulder shall be provided, with an offset of at least 6 feet from the edge of the traveled way.

Where there is no curb or shoulder, the minimum horizontal offset shall be 6 feet from the edge of the traveled way.

Minimum clearance dimensions for flashing-light signals and automatic gates relative to the closest track shall conform to standards provided by the railroad company and/or transit agency, and the MoDOT Multimodal Division (Rail Section).

'''Guidance. '''Equipment housings (controller cabinets) should have a lateral offset of at least 30 feet from the edge of the highway, and where railroad or LRT property and conditions allow, at least 25 feet from the nearest rail.

If a pedestrian route is provided, sufficient clearance from supports, posts, and automatic gate mechanisms should be maintained for pedestrian travel.

Where determined by the Diagnostic Team, a lateral escape route to the right-hand side of the highway in advance of the grade crossing traffic control devices should be kept free of guardrail or other ground obstructions. Where guardrail is not deemed necessary or appropriate, barriers should not be used for protecting signal supports.

The same lateral offset and roadside safety features should apply to flashing-light signal and automatic gate locations on both the right-hand and left-hand sides of the roadway.

'''Option. '''In industrial or other areas involving only low-speed highway traffic or where signals are vulnerable to damage by turning truck traffic, guardrail may be installed to provide protection for the signal assembly.

{{SpanID|fig913.4.1}}
[[File:Figure 913.4.1. Composite Drawing of Active Traffic Control Devices for Grade Crossings Showing Clearances.jpg|center|thumb|alt=A: At the bottom of a vertical section of one lane of a roadway, a white transverse line is shown that extends across the lane. Beyond it and in the center of the lane, a large white “X” is shown with a smaller white “R” on each side of it. At the top of the roadway section and beyond the “X,” another white transverse line is shown. B: At the bottom of a vertical section one lane of a roadway, a white transverse line is shown that extends across the lane. Beyond it, two white “Rs” are shown next to each other. Beyond the “RR,” a white “X” is shown marked in the lane. At the top of the roadway section and beyond the “X,” another white transverse line is shown. |800px| '''Figure 913.4.1. '''Composite Drawing of Active Traffic Control Devices for Grade Crossings Showing Clearances]]

'''Guidance. '''Where both traffic control signals and flashing-light signals (with or without automatic gates) are in operation at the same highway-LRT grade crossing, the operation of the devices should be coordinated to avoid any display of conflicting signal indications.

'''Option. '''If highway traffic signals must be located within close proximity to the flashing-light signals, the highway traffic signals may be mounted on the same overhead structure as the flashing-light signals with the approval of the MoDOT Multimodal Division (Rail Section).

=={{SpanID|913.4.2}}913.4.2 Flashing-Light Signals (MUTCD Section 8D.02)==

'''Support. '''[[#913.4.4|EPG 913.4.4]] contains additional information regarding flashing-light signals at highway-LRT grade crossings in semi-exclusive and mixed-use alignments.

'''Standard. '''If used, the flashing-light signal assembly (shown in [[#fig913.4.1|Figure 913.4.1]]) on the side of the highway shall include a standard Crossbuck (R15-1) sign, and where there is more than one track, a supplemental Number of Tracks (R15-2P) plaque, all of which indicate to motorists, bicyclists, and pedestrians the location of a grade crossing.

'''Guidance. '''The bottom of the Number of Tracks (R15-2P) plaque (when used) should be located as low as practicable above the flashing-light backgrounds. The Crossbuck (R15-1) sign should be located just above the Number of Tracks (R15-2P) plaque or, if no plaque is present, the bottom of the Crossbuck sign should be located as low as practicable above the flashing-light backgrounds.

'''Support. '''Additional information regarding sizes and clearances of components used on flashing-light signals can be found in Part 3 of the “2023 AREMA Communications and Signals Manual” published by the American Railway Engineering and Maintenance-of-Way Association (AREMA).

'''Option. '''At highway-rail grade crossings, bells or other audible warning devices may be included in the assembly and may be operated in conjunction with the flashing-light signals to provide additional warning for pedestrians, bicyclists, and/or other non-motorized road users.

'''Standard. '''When indicating the approach or presence of rail traffic, the flashing-light signal shall display toward approaching highway traffic two red lights mounted in a horizontal line flashing alternately.

If used, flashing-light signals shall be placed to the right-hand side of approaching highway traffic on all highway approaches to a grade crossing. They shall be located laterally with respect to the highway in compliance with [[#fig913.4.1|Figure 913.4.1]] except where such location would adversely affect signal visibility.

If used at a grade crossing with highway traffic in both directions, back-to-back flashing-light signals shall be placed on each side of the tracks. On multi-lane one-way streets and divided highways, flashing-light signals shall be placed on the approach side of the grade crossing on both sides of the roadway or shall be placed above the highway.

Each red signal unit in the flashing-light signal shall flash alternately. The number of flashes per minute for each lamp shall be 35 minimum and 65 maximum. Each lamp shall be illuminated for approximately the same length of time. The total time of illumination of each pair of lamps shall be the entire operating time.

Flashing-light units shall use either 8-inch or 12-inch nominal diameter lenses.

'''Guidance. '''In choosing between the 8-inch or 12-inch nominal diameter lenses for use in grade crossing flashing-light signals, consideration should be given to the principles stated in [[902.5 Traffic Control Signal Indications (MUTCD Chapter 4E) #902.5.2|EPG 902.5.2]].

If flashing-light signals are used, at least one pair of flashing lights should be provided for each approach lane of the roadway.

The center-to-center distance between the two red lights in a flashing-light unit should be approximately 30 inches.

The mounting height of the flashing-light units, measured from the center of the flashing-light unit housing to the elevation of the crown of the roadway, should be between 8 feet and 9 feet .

The top of the support pole foundation should be no more than 4 inches above the surface of the ground and should be at the same elevation as the crown of the roadway.

'''Standard. '''Grade crossing flashing-light signals shall operate at a low voltage using storage batteries either as a primary or stand-by source of electrical energy. Provision shall be made to provide a source of energy for charging batteries.

'''Option. '''Additional flashing-light signals may be mounted on the same supporting post and directed toward vehicular traffic approaching the grade crossing from other than the principal highway route, such as where there are approaching routes on highways closely adjacent to and parallel to the track(s).

'''Guidance. '''Where the storage distance for vehicles approaching a grade crossing is less than a design vehicle length, the Diagnostic Team should consider providing additional flashing-light signals aligned toward the movement turning toward the grade crossing.

The Diagnostic Team should consider the use of additional flashing-light signals to provide supplemental warning to pedestrians, especially on one-way streets and divided highways.

'''Standard. '''References to lenses in this article shall not be used to limit flashing-light signal optical units to incandescent lamps within optical assemblies that include lenses.

'''Support. '''Research has resulted in flashing-light signal optical units that are not lenses, such as, but not limited to, light-emitting diode (LED) flashing-light signal modules.

'''Option. '''If a Diagnostic Team determines that it is appropriate, the flashing-light signals may be installed on overhead structures or cantilevered supports as shown in [[#fig913.4.1|Figure 913.4.1]] where needed for additional emphasis, or for better visibility to approaching traffic, particularly on multi-lane approaches or highways with profile restrictions.

If it is determined by a Diagnostic Team that one flashing-light signal on the cantilever arm is not sufficiently visible to road users, one or more additional flashing-light signals may be mounted on the supporting post and/or on the cantilever arm.

'''Standard. '''Breakaway or frangible bases shall not be used on the supporting posts for overhead structures or cantilevered arms that support overhead flashing-light signals.

=={{SpanID|913.4.3}}913.4.3 Automatic Gates (MUTCD Section 8D.03)==

'''Support. '''An automatic gate is a traffic control device used in conjunction with flashing-light signals.

'''Standard. '''The automatic gate (see [[#fig913.4.1|Figure 913.4.1]]) shall consist of a drive mechanism and a fully retroreflective red-and-white-striped gate arm with lights. When in the down position, the gate arm shall extend across the approaching lanes of highway traffic.

In the normal sequence of operation, unless constant warning time detection or other advanced system requires otherwise, the flashing-light signals and the lights on the gate arm (in its normal upright position) shall be activated immediately upon detection of approaching rail traffic. The gate arm shall start its downward motion not less than 3 seconds after the flashing-light signals start to operate, shall reach its horizontal position at least 5 seconds before the arrival of the rail traffic, and shall remain in the down position until the rail traffic completely clears the grade crossing.

When the rail traffic clears the grade crossing, and if no other rail traffic is detected, the gate arm shall ascend to its upright position, following which the flashing-light signals and the lights on the gate arm shall cease operation.

Gate arms shall be fully retroreflective on both sides and shall have vertical stripes alternately red and white at 16-inch intervals measured horizontally. The width (which becomes the height of the retroreflective sheeting when the automatic gate is in the down position) of the retroreflective sheeting on the front of the gate arm shall be at least 4 inches for the first 32 feet of gate arm length measured from the center of the gate mast. The front of the gate arm beyond 32 feet to the tip of the gate arm shall have retroreflective sheeting at least 2 inches in width.

'''Support. '''It is acceptable to replace a damaged gate arm with a gate arm having vertical stripes even if the other existing gate arms at the same grade crossing have diagonal stripes; however, it is also acceptable to replace a damaged gate arm with a gate arm having diagonal stripes if the other existing gate arms at the same grade crossing have diagonal stripes in order to maintain consistency per the provisions of the last Option paragraph of [[:Category:911 General (MUTCD Part 1)#Compliance_of_Devices_(MUTCD_Section_1B.03)|EPG 911 (MUTCD Section 1B.03)]].

'''Standard. '''Gate arms shall have at least three red lights as shown in [[#fig913.4.1|Figure 913.4.1]].

When activated, the gate arm light nearest the tip shall be illuminated continuously and the other lights shall flash alternately in unison with the flashing-light signals such that the left-most flashing gate arm light(s) flashes simultaneously with the left-hand light of the flashing-light signals and the right-most flashing gate arm light(s) flashes simultaneously with the right-hand light of the flashing-light signals.

'''Support. '''Typical gate arm lights are approximately 4 inches in diameter if they are circular. Rectangular gate arm lights with approximately the same illuminated surface area are sometimes used on gate arms instead of circular lights.

'''Standard. '''The entrance gate arm mechanism shall be designed to fail safe in the down position.

'''Guidance. '''The gate arm should ascend to its upright position in 12 seconds or less.

In its normal upright position, when no rail traffic is approaching or occupying the grade crossing, the gate arm should be approximately vertical (see [[#fig913.4.1|Figure 913.4.1]]).

In the design of individual installations, consideration should be given to timing the operation of the gate arm to accommodate large and/or slow-moving motor vehicles.

The gate arms should cover the approaching highway to block all motor vehicles from being driven around the gate arms without crossing the center line.

The height of the gate arm when it is in the down position should be between 3.5 feet and 4.5 feet above the crown of the roadway. When the gate arm is in the down position, no portion of the counterweight should extend into the traveled way, sidewalk, or pathway.

'''Option. '''Channelizing devices and/or raised median islands may be used to discourage driving around lowered automatic gates.

'''Guidance. '''Where sufficient space is available, median islands should be at least 60 feet in length.

'''Option. '''Where automatic gates are located in the median, additional median width may be required to provide the minimum clearance for the counterweight supports.

Automatic gates may be supplemented by cantilevered flashing-light signals (see [[#fig913.4.1|Figure 913.4.1]]) where there is a need for additional emphasis or better visibility.

=={{SpanID|913.4.4}}913.4.4 Use of Active Traffic Control Systems at LRT Grade Crossings (MUTCD Section 8D.04)==

'''Standard. '''At highway-LRT grade crossings where LRT speeds exceed 25 mph, active traffic control systems (see [[#913.4.1|EPG 913.4.1]]) shall be used.

At highway-LRT grade crossings where LRT speeds exceed 40 mph, the active traffic control system shall include automatic gates.

'''Option. '''The Diagnostic Team may recommend an active traffic control system with automatic gates at highway-LRT grade crossings where LRT speeds do not exceed 40 mph.

'''Guidance. '''At highway-LRT grade crossings where LRT speeds are 25 mph or less, active traffic control systems should be used unless the Diagnostic Team determines that the use of Crossbuck Assemblies, STOP signs alone, or YIELD signs alone would be adequate.

Where the highway-LRT grade crossing is at a location other than an intersection and LRT speeds exceed 20 mph, traffic control signals should not be used in lieu of flashing-light signals.

'''Support. ''' [[#913.4.2|EPG 913.4.2]] and [[#913.4.3|913.4.3]] contain additional provisions regarding the design and operation of flashing-light signals and automatic gates, respectively.

'''Standard. '''If flashing-light signals are in operation at a highway-LRT crossing that is used by pedestrians, bicyclists, and/or other non-motorized road users, an audible device such as a bell shall also be provided and shall be operated in conjunction with the flashing-light signals.

=={{SpanID|913.4.5}}913.4.5 Exit Gate and Four-Quadrant Gate Systems (MUTCD Section 8D.05)==

'''Option. '''Exit Gate systems may be installed to improve safety at grade crossings where a Diagnostic Team determines that less restrictive measures, such as automatic gates and median islands, are not effective.

'''Support. '''A grade crossing that includes exit gates on some, but not all, of the exiting lanes is an Exit Gate system, but is not considered to be a Four-Quadrant Gate system.

The term Four-Quadrant Gate system is used in a generic sense in that it refers to the fact that all entrances and exits from a grade crossing are controlled by automatic gates in order to provide a full closure to all entering and exiting lanes. The term Four-Quadrant Gate system does not refer to the number of gates installed, but rather the fact that a full closure is provided.

'''Standard. '''The Exit Gate system shall use a series of automatic gates with fully retroreflective red-and-white-striped gate arms with lights, and when in the down position the gate arms extend individually across the entrance and exit lanes of the roadway as shown in [[#fig913.4.5|Figure 913.4.5]]. The provisions contained in [[#913.4.2|EPG 913.4.2]] for flashing-light signals shall be followed for signal specifications, location, and clearance distances.

Gate arm design, colors, and lighting requirements shall be in accordance with the provisions contained in [[#913.4.3|EPG 913.4.3]].

'''Support. '''The provisions contained in [[#913.4.3|EPG 913.4.3]] for automatic gates are applicable to exit gates.

'''Standard. '''In the normal sequence of operation, unless constant warning time detection or other advanced system requires otherwise, the flashing-light signals and the lights on the gate arms (in their normal upright positions) shall be activated immediately upon the detection of approaching rail traffic. The entrance gate arms shall start their downward motion not less than 3 seconds after the flashing-light signals start to operate and shall reach their horizontal position at least 5 seconds before the arrival of the rail traffic. Exit gate arm activation and downward motion shall be based on detection or timing requirements established by a Diagnostic Team. If an Exit Gate system is present, the exit gate clearance time (see AREMA Manual) shall be long enough to permit the exit gate arm to lower after a design vehicle of maximum length is clear of the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]). The gate arms shall remain in the down position as long as the rail traffic occupies the grade crossing.

When the rail traffic clears the grade crossing, and if no other rail traffic is detected, the gate arms shall ascend to their upright positions, following which the flashing-light signals and the lights on the gate arms shall cease operation.

Except as provided in the first Option paragraph below, the exit gate arm mechanism shall be designed to fail-safe in the up position.

At locations where gate arms are offset a sufficient distance for motor vehicles to drive between the entrance and exit gate arms, median islands (see [[#fig913.4.5|Figure 913.4.5]]) shall be installed in accordance with the needs determined by the Diagnostic Team.

'''Guidance. '''The gate arm should ascend to its upright position in 12 seconds or less.

Constant warning time detection circuits should be used with Exit Gate systems where practical.

The operating mode of the exit gates should be determined by a Diagnostic Team.

If the Timed Exit Gate Operating Mode is used, the Diagnostic Team should also determine the Exit Gate Clearance Time (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2 | EPG 911 (MUTCD Section 1C.02)]]).

If the Dynamic Exit Gate Operating Mode is used, highway vehicle intrusion detection devices that are part of a system that incorporates processing logic to detect the presence of motor vehicles within the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) should be installed to control exit gate operation. Exit gates should be independently controlled for each direction of roadway traffic.

Regardless of which exit gate operating mode is used, the Exit Gate Clearance Time should be considered when determining additional time requirements for the Minimum Warning Time.

'''Support. '''The minimum warning time is the least amount of time that active warning devices operate prior to the arrival of rail traffic at a grade crossing.

'''Guidance. '''If an Exit Gate system is used at a location that is adjacent to an intersection that could cause motor vehicles to queue within the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]), the Dynamic Exit Gate Operating Mode should be used unless the Diagnostic Team determines otherwise.

If an Exit Gate system is interconnected with a highway traffic signal (see [[913.1 General (MUTCD Chapter 8A) #913.1.9| EPG 913.1.9]]), back-up or standby power should be considered for the highway traffic signal. Also, circuitry should be installed to prevent the highway traffic signal from leaving the track clearance green interval until all of the gates are lowered.

Exit Gate systems should include remote health (status) monitoring capable of automatically notifying railroad or LRT signal maintenance personnel when anomalies have occurred within the system.

'''Option. '''Exit gate arms may fail in the down position if the grade crossing is equipped with remote health (status) monitoring.

Exit Gate system installations may include median islands between opposing lanes on an approach to a grade crossing.

'''Guidance. '''Where sufficient space is available, median islands should be at least 60 feet in length.

{{SpanID|fig913.4.5}}
[[File:Fig8D-2_Flashing-LightSignals_4-quadGates.jpg|center|thumb|alt= A: Two railroad tracks crossing a vertical six-lane roadway with three lanes in each direction are shown. The tracks run from the bottom left to the top right. On each side of the railroad tracks, two gates are shown: one that extends across the three right lanes (the entrance gate) and one that extends across the three left lanes (the exit gate). On each side of the railroad tracks, a “median island” is shown placed “between” the two gates. B: The same example of railroad tracks crossing a vertical roadway are shown as the “Obtuse Angle” example, except these tracks are shown running from the top left to the bottom right. C: Two railroad tracks are shown crossing a vertical six-lane roadway at a “right angle.” On each side of the railroad tracks, two gates are shown: an entrance gate that extends across the three right lanes and an exit gate that extends across the three left lanes.|800px| '''Figure 913.4.5''' Examples of Location Plan for Flashing-Light Signals and Four-Quadrant Gates]]

=={{SpanID|913.4.6}}913.4.6 Wayside Horn Systems (MUTCD Section 8D.06)==

'''Option. '''A wayside horn system (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2 | EPG 911 (MUTCD Section 1C.02)]]) may be installed in compliance with 49 CFR Part 222 to provide audible warning directed toward the road users at a highway-rail grade crossing or at a pathway grade crossing.

'''Standard. '''Wayside horn systems used at grade crossings where the locomotive horn is not sounded shall be equipped and shall operate in compliance with the requirements of Appendix E to 49 CFR Part 222.

'''Guidance. '''The same lateral clearance and roadside safety features should apply to wayside horn systems as described in the provisions contained in [[#913.4.1|EPG 913.4.1]] Wayside horn systems, when mounted on a separate pole assembly, should be installed no closer than 15 feet from the center of the nearest track and should be positioned to not obstruct the motorists’ line of sight of the flashing-light signals.

=={{SpanID|913.4.7}}913.4.7 Rail Traffic Detection (MUTCD Section 8D.07)==

'''Standard. '''The devices employed in active traffic control systems shall be actuated by some form of rail traffic detection.

Rail traffic detection circuits, insofar as practical, shall be designed on the fail-safe principle.

Flashing-light signals shall operate for at least 20 seconds before the arrival of any rail traffic, except as provided in the first Option paragraph below.

'''Option. '''On tracks where all rail traffic operates at less than 20 mph and where road users are directed by an authorized person on the ground to not enter the crossing at all times that approaching rail traffic is about to occupy the crossing, a shorter signal operating time for the flashing-light signals may be used.

Additional warning time may be provided when determined by an engineering study.

'''Guidance. '''Where the speeds of different rail traffic on a given track vary considerably under normal operation, special devices or circuits should be installed to provide reasonably uniform notice in advance of all rail traffic movements over the grade crossing. Special control features should be used to eliminate the effects of station stops and switching operations within approach control circuits to prevent excessive activation of the traffic control devices while rail traffic is stopped on or switching upon the approach track control circuits.

=={{SpanID|913.4.8}}913.4.8 Use of Traffic Control Signals at Grade Crossings (MUTCD Section 8D.08)==

'''Standard. '''Except as provided in the Option paragraph below, traffic control signals shall not be used instead of flashing-light signals to control road users at a highway-rail grade crossing.

'''Option. '''Traffic control signals may be used instead of flashing-light signals to control road users at industrial highway-rail grade crossings and other places where the maximum speed of trains is 10 mph or less with approval of the MoDOT Multimodal Division (Rail Section).

'''Support'''. [[#913.4.4|EPG 913.4.4]] and [[#913.4.14|913.4.14]] contain information regarding the use of traffic control signals at highway-LRT grade crossings.

'''Standard. '''The appropriate provisions of [[:Category:902 Signals (MUTCD Part 4)|EPG 902]] relating to traffic control signal design, installation, and operation shall be applicable where traffic control signals are used instead of flashing-light signals to control road users at grade crossings.

=={{SpanID|913.4.9}}913.4.9 Preemption of Highway Traffic Signals at or Near Grade Crossings (MUTCD Section 8D.09)==

'''Support. '''Traffic signal preemption for grade crossings is a complex topic that requires a specific understanding of grade crossing warning systems and highway traffic signal operations. While most traffic signal operations are governed only by the traffic signal controller unit and the associated traffic signal equipment, preemption for grade crossings is also governed by the grade crossing warning system. Active grade crossing warning systems include flashing-light signals and possibly automatic gates, as well as various types of train detection equipment. Where the traffic signal controller unit is interconnected with the grade crossing warning system for the purpose of preemption, a combined system is created. It is the combined system that requires a thorough understanding of the design and operating parameters in order to provide proper operation of the preemption system.

The Federal Railroad Administration (FRA) has issued two documents that provide additional information relating to preemption of highway traffic signals at or near grade crossings. The first document is “Technical Bulletin S-12-01, Guidance Regarding the Appropriate Process for the Inspection of Highway-Rail Grade Crossing Warning System Pre-emption Interconnections with Highway Traffic Signals” and the second document is “Safety Advisory 2010-02, Signal Recording Devices for Highway-Rail Grade Crossing Active Warning Systems that are Interconnected with Highway Traffic Signal Systems.”

'''Guidance. '''If a grade crossing is equipped with flashing-light signals and is located 200 feet or less from an intersection or midblock location controlled by a traffic control signal, a pedestrian hybrid beacon, or an emergency-vehicle hybrid beacon, the intersection should be provided with rail preemption in accordance with [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]] unless otherwise determined by the Diagnostic Team.

Coordination with the flashing-light signals, such as using queue detection and queue cutter signals, blank-out signs, or other alternatives, should be considered where a traffic control signal, a pedestrian hybrid beacon, or an emergency-vehicle hybrid beacon is located more than 200 feet from the grade crossing. Factors to be considered should include traffic volumes, highway vehicle mix, highway vehicle and train approach speeds, frequency of trains, presence of midblock driveways or unsignalized intersections, and the potential for vehicular queues resulting from an adjacent downstream grade crossing or highway traffic signal to extend into the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]).

The highway agency or authority with jurisdiction and the MoDOT Multimodal Division (Rail Section), if applicable, should jointly determine the preemption operation and the timing of highway traffic signals interconnected with grade crossings adjacent to signalized locations.

If a highway traffic signal is installed 200 feet or less from a passive grade crossing, unless otherwise determined by the Diagnostic Team, an active grade crossing warning system should be installed at the grade crossing to provide a means to preempt the highway traffic signal in order to clear vehicles from the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) upon approach of rail traffic.

If a highway traffic signal is interconnected with flashing-light signals, the flashing-light signals should be provided with automatic gates to prevent additional vehicles from being drawn into the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) during the track clearance interval prior to the arrival of rail traffic unless a Diagnostic Team determines otherwise.

'''Support. '''Regular joint inspections by the highway agency or authority with jurisdiction, the MoDOT Multimodal Division (Rail Section), if applicable, and the railroad company or transit agency are a best practice and typically include verification of the preemption operation, the amount of warning time and/or preemption time being provided by the grade crossing warning system, and the timing of highway traffic signals interconnected and/or coordinated with the flashing-light signals.

[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]] includes a recommendation that traffic control signals that are adjacent to highway-rail grade crossings and that are coordinated with the flashing-light signals at the grade crossing or that include railroad preemption features be provided with a back-up power supply.

'''Standard. '''Information regarding the type of preemption and any related timing parameters shall be provided to the railroad company or transit agency so that the railroad company or transit agency can design the appropriate train detection circuitry.

If preemption is provided, unless otherwise determined by a Diagnostic Team, the normal sequence of highway traffic signal indications shall be preempted upon the approach of a train to provide a track clearance interval to provide an opportunity for motor vehicles at the grade crossing to clear the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) prior to the arrival of rail traffic.

'''Option. '''Where train switching or train restarts occur close to a grade crossing, the Diagnostic Team may determine that the preemption time can be reduced in accordance with the operating requirements of the railroad company and/or transit agency.

'''Standard. '''Where flashing-light signals are in place at a grade crossing, any highway traffic signal faces installed within 50 feet of any rail shall be preempted upon the approach of rail traffic. The Diagnostic Team shall determine the signal indications displayed by the highway traffic signal faces that control movements across the grade crossing in accordance with [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]] in order to avoid the display of signal indications that conflict with the flashing-light signals.

'''Guidance. '''Where the flashing-light signals are in place at a grade crossing, the operation of any flashing yellow beacon installed within 50 feet of any rail should be considered by a Diagnostic Team to determine whether the operation of the beacon should be terminated during the approach and passage of rail traffic.

'''Standard'''. The preemption special control mode shall be activated by a supervised preemption interconnection using fail-safe design principles between the control circuits of the grade crossing warning system and the traffic signal controller unit. The approach of rail traffic to a grade crossing shall de-energize the interconnection or send a message via a fail-safe data communication protocol (such as the “IEEE Standard for the Interface Between the Rail Subsystem and the Highway Subsystem at a Highway Rail Intersection,” 1570-2002 (R2008), Institute of Electrical and Electronics Engineers), which in turn shall activate the traffic signal controller preemption sequence. This shall establish and maintain the preemption condition during the time the grade crossing warning system is activated, except that when automatic gates exist, the preemption condition shall not be terminated until the automatic gates are energized to start their upward movement.

'''Support. '''Advance preemption is the notification of approaching rail traffic that is forwarded to the highway traffic signal controller unit or assembly by the railroad or light rail transit equipment in advance of the activation of the grade crossing warning system.

The maximum preemption time is the maximum amount of time needed following initiation of the preemption sequence for the highway traffic signals to complete the timing of the right-of-way transfer time, queue clearance time, and separation time.

The separation time is the component of maximum preemption time during which the minimum track clearance distance is clear of vehicular traffic prior to the arrival of rail traffic.

Simultaneous preemption is the notification of approaching rail traffic that is forwarded to the highway traffic signal controller unit or assembly and grade crossing warning system at the same time.

The right-of-way transfer time is the amount of time needed prior to display of the track clearance interval. This includes any time needed by the railroad, light rail transit, or highway traffic signal control equipment to react to a preemption call, and any traffic control signal green, pedestrian walk and clearance if used (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]]), yellow change, and red clearance intervals for conflicting traffic.

A supervised preemption interconnection is one that incorporates both a normally-open and a normally-closed circuit from the grade crossing warning system to verify the proper operation of the interconnection.

'''Option. '''Instead of supervision, a double-break preemption interconnection circuit that uses two normally-closed circuits that open both the source and return energy circuits may be used.

A preemption interconnection may incorporate both supervision and double-break circuits.

'''Guidance. '''Where train detection circuits are present at a passive grade crossing, the operation of the preemption interconnection should be treated as if active traffic control devices exist at the crossing and the preemption operation should be determined by a Diagnostic Team.

Where left turns are permitted at a downstream highway-highway traffic control signal from the roadway approach that crosses the track and a delayed or impeded left-turn movement could prevent vehicles from clearing the track, a protected left-turn movement should be provided during the track clearance interval if green signal indications are displayed to the approach for track clearance.

The decision to implement simultaneous or advance preemption should include consideration of the right-of-way transfer time, the queue clearance time, and the separation time in order to determine the maximum preemption time. These time periods should be compared to and verified with the operation of the grade crossing traffic control devices in order to evaluate the operation of the highway traffic signal and the preemption operation. These factors should be considered regardless of whether simultaneous or advance preemption operation is implemented as they are based on traffic signal minimum timing, vehicle acceleration characteristics, and physical distances along the roadway.

'''Support. '''Preemption time variability occurs when the traffic signal controller enters the preemption clearance interval with less than the maximum design right-of-way transfer time or when the speed of a train approaching the grade crossing varies.

The time interval between the initiation of advance preemption and the operation of the grade crossing warning system for rail traffic will decrease in situations when rail traffic is accelerating or increase in situations when rail traffic is decelerating.

'''Guidance. '''Where preemption is used and automatic gates are present, the possibility that an automatic gate might descend upon a vehicle should be analyzed.

If simultaneous preemption is used, an analysis of extended grade crossing warning time requirements should be conducted.

If advance preemption is used, an analysis of preemption operation, traffic signal sequencing, and traffic signal phasing should be conducted to identify preemption time variability. The analysis should include both the condition requiring the longest amount of time to enter the track clearance interval and the condition requiring the shortest amount of time to enter the track clearance interval.

'''Standard. '''Where automatic gates are present and green signal indications are displayed at the downstream traffic control signal during the track clearance interval, the preemption sequence shall be designed such that the green signal indications are not terminated until the automatic gate(s) that controls access over the grade crossing toward the downstream intersection is fully lowered.

'''Support. '''The following are two examples of mutually-exclusive methods to resolve preemption time variability:
::A. Gate-down circuitry provides a means to hold the traffic signal controller sequence in the track clearance interval until the automatic gate(s) that controls access over the grade crossing toward the downstream intersection is fully lowered.
::B. Timing correction resolves preemption time variability by adding the right-of-way transfer time to the track clearance interval in the traffic signal controller unit and setting a fixed maximum period of time between the start of advance preemption and the operation of the flashing-light signals.

The Third Edition of the “Railroad-Highway Grade Crossing Handbook” and the “2023 AREMA Communications and Signals Manual” published by the American Railway Engineering and Maintenance-of-Way Association (AREMA) provide additional information about preemption time variability.

'''Standard. '''Where gate-down circuitry is used to resolve preemption time variability and an automatic gate is broken or is not fully lowered, the crossing control circuits shall not terminate the track clearance interval before the rail traffic has entered the grade crossing.

Where timing correction is used to resolve preemption time variability, a timing circuit shall be used to maintain a maximum time interval between the initiation of advance preemption and the operation of the grade crossing warning system when the approaching rail traffic is decelerating.

'''Guidance. '''Where a highway-highway intersection controlled by traffic control signals is interconnected with a grade crossing equipped with exit gates, advance preemption should be used because of the additional operating time that is required for the exit gates.

Where rail traffic routinely stops and re-starts within or just outside of the approaches to a grade crossing that is interconnected with highway traffic signals, the effects of rail traffic operations on the preemption operation should be analyzed.

Highway traffic signal control equipment should be capable of providing immediate re-service of successive requests for preemption from the railroad warning devices, even if the initial preemption sequence has not been completed. As appropriate, the highway traffic signal control equipment should be able to promptly return to the start of the track clearance interval at any time that the demand for preemption is cancelled and then reactivated. The highway traffic signal control equipment should have the ability to provide this immediate re-service at any point in the preemption sequence.

'''Standard. '''Where traffic control signals are programmed to operate in a flashing mode during the preemption dwell interval (the period following the track clearance interval that lasts for the duration of the preemption interconnection activation), the beginning of the preemption dwell flashing mode shall not occur until the grade crossing equipment indicates that the rail traffic has entered the grade crossing.

At locations where conflicting preemption calls might be received to serve boats and trains, the Diagnostic Team shall determine the relative priority when conflicting preemption calls occur (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]]). Where the boat and the train do not conflict with each other, the Diagnostic Team shall determine the preemption sequence when both preemption calls are occurring simultaneously. The United States Coast Guard or other appropriate authority that regulates the operation of the waterway shall be invited to participate on the Diagnostic Team and/or to provide input to the Diagnostic Team.

'''Support. '''[[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C) #902.3.10|EPG 902.3.10]] describes the Intersection Near a Grade Crossing signal warrant that is intended for use at a location where the proximity to the intersection of a grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic control signal.

[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]] describes additional considerations regarding preemption of traffic control signals at or near grade crossings.

=={{SpanID|913.4.10}}913.4.10 Movements Prohibited During Preemption (MUTCD Section 8D.10)==

'''Support. '''The use of blank-out turn prohibition signs requires the authorization of the Highway Safety and Traffic Division.

'''Guidance. '''At a signalized intersection that is located within 100 feet of a grade crossing and the intersection traffic control signals are preempted by the approach of rail traffic, all existing permissive-only turning movements toward the grade crossing should be prohibited, steady red arrow signal indications should be shown to all existing protected/permissive and protected-only turning movements toward the grade crossing, and red signal indications should be shown to the straight-through movement toward the grade crossing during the signal preemption sequences. The prohibition of a permissive-only turning movement toward the grade crossing during preemption should be accomplished through the installation of a blank-out turn prohibition (R3-1a or R3-2a) sign.

'''Option. '''All movements toward the track may be prohibited at a signalized intersection that is preempted by the approach of rail traffic, even if the clear storage distance is more than 100 feet.

'''Support. '''Including the word “TRAIN” as part of the blank-out turn prohibition sign informs road users that the turn prohibition being displayed by the sign is in effect because rail traffic is approaching or occupying a nearby rail grade crossing, and that the turn prohibition will be terminated after the rail traffic has cleared the grade crossing.

<div style="text-align: center;"><div style="display:inline-block;vertical-align: middle;">[[File:R3-1a.png|thumb|none|alt=|200px|'''R3-1a (Activated Blank Out)]]</div>
<div style="display:inline-block;vertical-align: middle;">[[File:R3-2a.png|thumb|none|alt=|200px|'''R3-2a (Activated Blank Out)]]</div>
</div>

Rail operations can include the use of activated blank-out turn prohibition (R3-1a or R3-2a) signs at unsignalized highway-highway intersections in the vicinity of grade crossings, such as where a semi-exclusive or mixed-use alignment is within or parallel to the roadway where road users are normally permitted to turn across the tracks.

'''Guidance. '''An LRT-activated blank-out turn prohibition (R3-1a or R3-2a) sign should be used during preemption where all three of the following conditions are present:
::A. There is no active warning system for the LRT grade crossing,
::B. Vehicles traveling along a parallel roadway would normally be permitted to turn left or right to travel across tracks that are located within 100 feet of the highway-highway intersection or within the median of the intersection, and
::C. The drivers turning at the highway-highway intersection are not controlled by a traffic control signal.

'''Standard'''. Blank-out turn prohibition signs that are associated with preemption shall display their message only when a preemption signal is being received from the railroad or LRT equipment or while the automatic gate is activated.

'''Support. '''The provisions contained in [[903.12 Changeable Message Signs (MUTCD Chapter 2L) #903.12|EPG 903.12]] for blank-out signs are applicable to R3-1a and R3-2a signs.

=={{SpanID|913.4.11}}913.4.11 Pre-Signals at or Near Grade Crossings (MUTCD Section 8D.11)==

'''Guidance. '''If a grade crossing is located in close proximity to an intersection controlled by a traffic control signal and the clear storage distance is less than the design vehicle length, the use of pre-signals to control traffic approaching the grade crossing in the direction toward the intersection should be considered.

If a grade crossing equipped with flashing-light signals, but without automatic gates, is located within 200 feet of an intersection controlled by a traffic control signal, a pre-signal should be provided.

'''Support. '''A pre-signal is generally used where the grade crossing is located less than 200 feet from a downstream signalized intersection. [[#913.4.12|EPG 913.4.12]] contains information for grade crossings located 200 feet or more from a downstream signalized intersection.

Other measures that could be considered instead of or in addition to a pre-signal to minimize the possibility of vehicles queuing across the grade crossing include providing additional lanes, reducing the cycle length, using split phasing, using protected turn phasing, and/or providing an extended green interval for the approach.

'''Standard. '''Pre-signal faces shall display a steady red signal indication during the track clearance interval of the signal preemption sequence to prohibit additional motor vehicles from entering the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]).

Pre-signal faces shall not display green signal indications when the grade crossing flashing-light signals are displaying flashing red indications.

'''Guidance. '''Consideration should be given to using visibility-limited signal faces (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2 | EPG 911 (MUTCD Section 1C.02)]]) at the intersection for the downstream signal faces that control the approach that is equipped with pre-signals.

'''Option. '''The duration of the extended green interval may be adjusted by vehicle detection located between the pre-signal and the downstream signalized intersection.

The pre-signal phase sequencing may be timed with an offset from the downstream signalized intersection such that the pre-signal’s green signal indication terminates prior to the downstream intersection’s green signal indication to minimize the possibility of stopping motor vehicles within the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) and the clear storage distance.

'''Guidance. '''If pre-signals are used, the queue clearance time (see [[913.1 General (MUTCD Chapter 8A) #913.1.9| EPG 913.1.9]]) should be long enough to allow a design vehicle of maximum length stopped just inside the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) to start up and move through the downstream intersection, or to clear the minimum track clearance distance if there is sufficient clear storage distance.

<div style="text-align: center;"><div style="display:inline-block;vertical-align: middle;">[[File:R10-10b.png|thumb|none|alt=|200px|R10-10b]]</div>
</div>

'''Support. '''The storage area for mandatory left-turn and right-turn lanes at signalized intersections that are downstream from grade crossings sometimes extends from the signalized intersection back to and across the grade crossing. In such cases, drivers that are in the turn lane are required to make a straight-through movement when they cross the track(s) and then are required to make a turning movement when they reach the downstream signalized intersection.

'''Guidance. '''A separate pre-signal face for the mandatory left-turn lane and/or right-turn lane should be provided in addition to the pre-signal signal faces provided for the through movement where both of the following conditions are met:
::A. The storage area for the turn lane extends from the downstream signalized intersection back to and across the grade crossing, and
::B. The green interval for the turning movement at the downstream intersection does not always begin and end simultaneously with the green interval for the adjacent through movement at the downstream intersection.

'''Standard. '''Where adjacent lanes at a pre-signal are controlled separately, all of the signal faces shall be capable of displaying the following signal indications: CIRCULAR RED, CIRCULAR YELLOW, and straight-through GREEN ARROW. Left-turn GREEN ARROW and right-turn GREEN ARROW signal indications shall not be used in pre-signal faces. CIRCULAR GREEN signal indications shall not be used in pre-signal faces where adjacent lanes are controlled separately.

'''Option. '''Where all adjacent lanes at a pre-signal are controlled together, CIRCULAR GREEN signal indications may be used in pre-signal faces.

'''Standard. '''If a separate signal face is provided at a pre-signal for separate control of a mandatory left-turn and/or right-turn lane that extends from the downstream signalized intersection back to and across the grade crossing, the separate signal face shall be devoted exclusively to controlling traffic in the turn lane separately from adjacent lanes, and:
::A. Shall be visibility-limited from the adjacent through movement, or
::B. A LEFT (RIGHT) LANE SIGNAL (R10-10b) sign shall be mounted adjacent to the separate signal face controlling traffic in a single turn lane or in the turn lane that is farthest from the adjacent through lane(s) if multiple turn lanes are present for a particular turning movement, and a LEFT (RIGHT) TURN LANE SIGNAL (R10-10c) sign shall be mounted adjacent to the separate signal face controlling traffic in the other turn lanes if multiple turn lanes are present for a particular turning movement.

'''Support. '''Because the signal faces at a pre-signal do not always display the same signal indications as the downstream signalized intersection, the approach to the pre-signal is considered to be a separate approach from the approach to the downstream signalized intersection. This means that the provisions in [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.5|EPG 902.4.5]] through [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.8|902.4.8]] regarding the number of signal faces, the visibility and aiming of the signal faces, and the lateral and longitudinal positioning of the signal faces apply separately to the approach to the pre-signal.

The provisions in [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.7|EPG 902.4.7]] regarding the lateral positioning of separate turn signal faces are applicable to the separate signal faces that are provided at pre-signals for a mandatory turn lane that extends from the downstream signalized intersection back to and across the grade crossing.

'''Guidance. '''A STOP HERE ON RED (R10-6) sign should be installed at the pre-signal’s stop line.

'''Standard. '''If a pre-signal is installed upstream from a signalized intersection, a No Turn on Red (R10-11) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.49|EPG 903.2.49]]) shall be installed at the pre-signal for the approach that crosses the track if turns on red would otherwise be permitted at the downstream intersection.

'''Option. '''DO NOT STOP ON TRACKS (R8-8) signs may be installed in conjunction with a pre-signal.

Pre-signal faces may be located either upstream or downstream from the grade crossing in order to provide the most effective display to road users approaching the grade crossing.

If pre-signal faces must be located within close proximity to the flashing-light signals, the pre-signal faces may be mounted on the same overhead structure as the flashing-light signals.

=={{SpanID|913.4.12}}913.4.12 Queue Cutter Signals at or Near Grade Crossings (MUTCD Section 8D.12)==

<div style="text-align: center;"><div style="display:inline-block;vertical-align: middle;">[[File:R10-10c.png|thumb|none|alt=|200px|R10-10c]]</div></div>

'''Support. '''A queue cutter signal is a traffic control signal that controls one direction of traffic at a grade crossing to minimize the possibility of vehicles stopping within the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]). Although a queue cutter signal has a similar purpose as a pre-signal (see [[#913.4.11|EPG 913.4.11]]), the difference is that a queue cutter signal is independent from the downstream signalized intersection, whereas a pre-signal is part of the downstream signal.

'''Option. '''At grade crossing locations where the queue from a bottleneck (usually a signalized intersection) that is downstream from the grade crossing frequently extends back to and across the grade crossing, a queue cutter signal may be installed.

A queue cutter signal may be operated in one of the following modes:
::A. Actuated mode – the queue cutter signal operation is dependent on downstream detection of a growing queue.
::B. Non-actuated mode – the queue cutter signal operates on a time-of-day plan based on anticipated downstream queues. This mode could be similar to the functional operation of a pre-signal.
::C. Variable mode – the queue cutter signal operation varies between the actuated mode and the non-actuated mode based on the time of day, on queue detection, or both.

'''Support. '''A non-actuated queue cutter signal is generally used where the grade crossing is located between 200 feet and 400 feet from a downstream bottleneck. An actuated queue cutter signal is generally used where the grade crossing is located more than 400 feet from a downstream bottleneck. [[#913.4.11|EPG 913.4.11]] contains information for grade crossings located less than 200 feet from a downstream signalized intersection.

'''Standard. '''Where adjacent lanes at a queue cutter signal are controlled separately, all of the signal faces shall be capable of displaying the following signal indications: CIRCULAR RED, CIRCULAR YELLOW, and straight-through GREEN ARROW. Left-turn GREEN ARROW and right-turn GREEN ARROW signal indications shall not be used in queue cutter signal faces. CIRCULAR GREEN signal indications shall not be used in queue cutter signal faces where adjacent lanes are controlled separately.

'''Option. '''Where all adjacent lanes at a pre-signal are controlled together, CIRCULAR GREEN signal indications may be used in queue cutter signal faces.

Queue cutter signal faces may be located either upstream or downstream from the grade crossing in order to provide the most effective display to road users approaching the grade crossing.

If queue cutter signal faces must be located within close proximity to the flashing-light signals, the queue cutter signal faces may be mounted on the same overhead structure as the flashing-light signals.

'''Guidance. '''A STOP HERE ON RED (R10-6) sign should be installed at the queue cutter signal’s stop line.

'''Option. '''DO NOT STOP ON TRACKS (R8-8) signs may be installed in conjunction with a queue cutter signal.

'''Guidance. '''Where a queue cutter signal operates in an actuated mode based on vehicle presence detection, the queue detector should be located to provide adequate distance to detect a growing queue, permit the queue cutter signal to complete any programmed minimum green or yellow change interval time, and then allow a design vehicle that lawfully crosses the queue cutter signal’s stop line during the yellow change interval to clear the minimum track clearance distance (see [[913.1 General (MUTCD Chapter 8A) #913.1.7| EPG 913.1.7]]) before the growing queue extends to the grade crossing.

A queue cutter signal that is operating in an actuated mode and that is displaying CIRCULAR RED signal indications should continue to display CIRCULAR RED signal indications as long as the downstream detection system continues to detect the presence of a vehicular queue at the detection point on the departure side of the grade crossing.

Where a queue cutter signal operates in actuated mode based on vehicle presence detection, consideration should be given to the potential for turning movements between the grade crossing and the downstream bottleneck that could create an intermediate queue of vehicles. Supplemental queue detectors should be considered to detect the formation of these intermediate queues to activate the queue cutter signal.

Where a queue cutter signal is operated in a non-actuated mode, the queue cutter signal should be coordinated with adjacent signals to provide for the progressive movement of traffic.

'''Option. '''Where a queue cutter signal is always operated in a non-actuated mode based on anticipated queues, the queue cutter signal may be operated in a flashing mode at times when the downstream queues are not expected to extend back to and across the grade crossing.

When a variable-mode queue cutter signal is operating in the non-actuated mode, the queue detector may be used to extend the display of the CIRCULAR RED signal indication as long as the downstream detection system continues to detect the presence of a vehicular queue at the detection point on the departure side of the grade crossing.

'''Standard. '''A queue cutter signal shall be interconnected with the flashing-light signals at the grade crossing.

Queue cutter signal faces shall not display green signal indications when the grade crossing flashing-light signals are displaying flashing red indications.

When a queue cutter signal that is displaying straight-through GREEN ARROW signal indications (when operating in a steady, stop-and-go mode) or flashing CIRCULAR YELLOW signal indications (when operating in a programmed flashing mode) is preempted by the approach of rail traffic, it shall immediately display steady CIRCULAR YELLOW signal indications during the yellow change interval (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.17|EPG 902.6.17]]) followed by steady CIRCULAR RED signal indications. The queue cutter signal shall continue to display the steady CIRCULAR RED signal indications until the rail traffic clears the grade crossing and no other rail traffic is detected.

A queue cutter signal operating in an actuated mode shall display straight-through GREEN ARROW signal indications except when it receives an actuation from the downstream vehicle presence detection system or is preempted by the approach of rail traffic. When it receives an actuation from the vehicle presence detection system, the queue cutter signal shall finish timing any active minimum green interval, if used, and then display steady CIRCULAR YELLOW signal indications during the yellow change interval (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.17|EPG 902.6.17]]) followed by steady CIRCULAR RED signal indications. When no preemption call is present and the queue length is such that no vehicles are detected in the detection zone of the downstream vehicle presence detection system, the queue cutter signal shall finish timing any active minimum red interval, if used, and then return to the display of straight-through GREEN ARROW signal indications.

The failure modes of the queue cutter signal control system and vehicle presence detection circuitry shall be evaluated and accounted for in the design of any such system. Fail-safe design techniques shall be used in the system design. If a queue detector fails, the queue cutter signal shall display flashing CIRCULAR RED signal indications until the normal functioning of the detection system is restored.

'''Support. '''The storage area for mandatory left-turn and right-turn lanes at signalized intersections that are downstream from grade crossings sometimes extends from the signalized intersection back to and across the grade crossing. In such cases, drivers that are in the turn lane are required to make a straight-through movement when they cross the track(s) and then are required to make a turning movement when they reach the downstream signalized intersection.

'''Guidance. '''A separate queue cutter signal face for the mandatory left-turn lane and/or right-turn lane should be provided in addition to the queue cutter signal faces provided for the through movement where both of the following conditions are met:
::A. The storage area for the turn lane extends from the downstream signalized intersection back to and across the grade crossing, and
::B. The green interval for the turning movement at the downstream intersection does not always begin and end simultaneously with the green interval for the adjacent through movement at the downstream intersection.

'''Standard'''. If a separate signal face is provided at a queue cutter signal for separate control of a mandatory left-turn and/or right-turn lane that extends from the downstream signalized intersection back to and across the grade crossing, the separate signal face shall be devoted exclusively to controlling traffic in the turn lane separately from adjacent lanes, and:
::A. Shall be visibility-limited from the adjacent through movement, or
::B. A LEFT (RIGHT) LANE SIGNAL (R10-10b) sign shall be mounted adjacent to the separate signal face controlling traffic in a single turn lane or in the turn lane that is farthest from the adjacent through lane(s) if multiple turn lanes are present for a particular turning movement, and a LEFT (RIGHT) TURN LANE SIGNAL (R10-10c) sign shall be mounted adjacent to the separate signal face controlling traffic in the other turn lanes if multiple turn lanes are present for a particular turning movement.

'''Support. '''Because the signal faces at a queue cutter signal do not always display the same signal indications as the downstream signalized intersection, the approach to the queue cutter signal is considered to be a separate approach from the approach to the downstream signalized intersection. This means that the provisions in [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.5|EPG 902.4.5]] through [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.8|902.4.8]] regarding the number of signal faces, the visibility and aiming of the signal faces, and the lateral and longitudinal positioning of the signal faces apply separately to the approach to the queue cutter signal.

The provisions in [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.7|EPG 902.4.7]] regarding the lateral positioning of separate turn signal faces are applicable to the separate signal faces that are provided at queue cutter signals for a turn lane that extends from the downstream signalized intersection back to and across the grade crossing.

While queue cutter signals and queue jumping signals have similar names, their purpose, design, and operation are quite different. Care must be taken to avoid confusion between queue cutter signals used in conjunction with a grade crossing and queue jumping signals used with transit operations.

=={{SpanID|913.4.13}}913.4.13 Warning Beacons or LED-Enhanced Warning Signs at Grade Crossings (MUTCD Section 8D.13)==

'''Option.''' Warning Beacons (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3]]) or LEDs within the legend, symbol, or border of the sign (see [[903.1 General (MUTCD Chapter 2A) #903.1.12|EPG 903.1.12]]) may be used to supplement warning signs installed at or on an approach to a grade crossing if additional emphasis is desired for the warning sign. The Warning Beacon or LED-enhanced sign may operate continuously or be activated upon the approach or presence of rail traffic.

'''Support.''' Most of the warning signs that are used at or on an approach to a grade crossing warn of physical conditions that exist at the grade crossing regardless of whether rail traffic is approaching or occupying the grade crossing. In these cases, a Warning Beacon or LED-enhanced sign would typically be operated continuously to enhance the conspicuity of the sign.

'''Standard.''' If a Warning Beacon or LEDs within the legend, symbol, or border of the sign is activated by the approach or presence of rail traffic, the activation of the Warning Beacon or LEDs shall be accomplished by a supervised preemption interconnection using fail-safe design principles (see [[#913.4.9|EPG 913.4.9]]) between the control circuits of the grade crossing warning system and the Warning Beacon or LED-enhanced sign.

'''Support.''' In the event of a system failure, the normal fault state using a fail-safe interconnection for a Warning Beacon or LED-enhanced sign that is activated by the approach or presence of rail traffic at the grade crossing would be for the Warning Beacon or LEDs to operate when no rail traffic is present.

'''Option. '''A Warning Beacon or LED-enhanced sign that is activated by the approach or presence of rail traffic at the grade crossing may continue to operate for a period of time following the passage of the rail traffic to permit the standing queue to dissipate.

'''Guidance. '''If a Warning Beacon or LED-enhanced sign is activated by the approach or presence of rail traffic at the grade crossing, the Warning Beacon or LED-enhanced sign should begin operating prior to the activation of the flashing-light signals at the grade crossing based upon the typical travel time from the location of the Warning Beacon or LED-enhanced sign to the stop line for the grade crossing.

If a Warning Beacon or LED-enhanced sign that is activated by the approach or presence of rail traffic at the grade crossing is operated by commercial AC power, a back-up power system should be provided.

=={{SpanID|913.4.14}}913.4.14 Traffic Control Signals at or Near Highway-LRT Grade Crossings (MUTCD Section 8D.14)==

'''Support. '''There are two types of traffic control signals for controlling vehicular and LRT movements at interfaces of the two modes. The first is the standard traffic control signal described in [[:Category:902 Signals (MUTCD Part 4)|EPG 902]], which is the focus of this article. The other type of signal is referred to as an LRT signal and is discussed in [[#913.4.15|EPG 913.4.15.]]

'''Standard. '''The provisions of [[:Category:902 Signals (MUTCD Part 4)|EPG 902]] and [[#913.4.8 | EPG 913.4.8]] through [[#913.4.12|913.4.12]] relating to traffic control signal design, installation, and operation, including interconnection with nearby automatic gates or flashing-light signals, shall be applicable as appropriate where traffic control signals are used at highway-LRT grade crossings.

If traffic control signals are in operation at an LRT grade crossing that is used by pedestrians, bicyclists, and/or other non-motorized road users, an audible device such as a bell shall also be provided and shall be operated in conjunction with the traffic control signals.

'''Guidance. '''If the highway traffic signal has emergency-vehicle preemption capability, it should be coordinated with LRT operation.

Where LRT operates in a wide median, motor vehicles crossing the tracks and being controlled by both near and far side traffic signal faces should receive a protected left-turn phase from the far side signal face to clear motor vehicles from the crossing when LRT traffic is approaching the crossing.

'''Option. '''Signal indications that permit the movement of motor vehicles, pedestrians, and bicyclists and do not conflict with LRT movements may be provided during LRT phases.

A traffic control signal may be installed in addition to Exit Gate systems and automatic gates at a highway-LRT grade crossing if the crossing occurs within a highway-highway intersection and if the installation of the traffic control signal can be justified based on the warrants described in [[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C) #902.3|EPG 902.3]].

Where a highway-LRT grade crossing is at a location other than an intersection and LRT operating speeds are less than 25 mph, traffic control signals may be used in lieu of flashing-light signals.

'''Support. '''Typical circumstances for using traffic control signals might include:
::A. Geometric conditions preclude the installation of highway-LRT grade crossing warning devices,
::B. LRT vehicles share the same roadway with road users, or
::C. Traffic control signals already exist.

[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.18|EPG 902.6.18]] contains information regarding traffic control signals at or near highway-LRT grade crossings that are not equipped with highway-LRT grade crossing warning devices.

[[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C) #902.3.10|EPG 902.3.10]] describes the Intersection Near a Grade Crossing signal warrant that is intended for use at a location where the proximity to the intersection of a grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic control signal.

'''Guidance. '''When a highway-LRT grade crossing exists within a signalized intersection, consideration should be given to providing separate turn signal faces (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|EPG 911 (MUTCD Section 1C.02)]]) for the movements crossing the tracks.

'''Standard. '''Separate turn signal faces that are provided for turn movements toward the crossing shall display a steady red indication during the approach and/or passage of LRT traffic.

'''Support. '''[[#913.4.10|EPG 913.4.10]] contains information regarding the prohibition of turning movements toward the crossing during preemption.

=={{SpanID|913.4.15}}913.4.15 Use of LRT Signals for Control of LRT Vehicles at Highway-LRT Grade Crossings (MUTCD Section 8D.15)==

'''Guidance'''. LRT signals are not currently used on MoDOT facilities. When considering the use of LRT signals the Highway Safety and Traffic Division should be contacted for guidance.

'''Option. '''LRT signal indications may be used at grade crossings and at intersections in mixed-use alignments in conjunction with standard traffic control signals where special LRT signal phases are used to accommodate turning LRT vehicles or where additional LRT clearance time is desirable.

LRT signal indications may be used at intersections where special signal phases are used for bus movements.

'''Standard. '''If the LRT crossing control is separate from the intersection control, the two shall be interconnected. The LRT signal phase shall not be terminated until after the LRT vehicle has cleared the crossing or intersection.

If a separate set of standard traffic control signal indications (red, yellow, and green circular and arrow indications) is used to control LRT movements, the indications shall be positioned so they are not visible to motorists, pedestrians, and bicyclists (see [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.6|EPG 902.4.6]]).

'''Guidance. '''If a signal face used to control LRT movements cannot be positioned where the indications are not visible to road users, the LRT signal indications shown in [[#fig913.4.15|Figure 913.4.15]] should be used.

'''Standard. '''If special LRT signal indications such as those shown in [[#fig913.4.15|Figure 913.4.15]] are used, the color of the signal indications shall be white.

'''Option. '''If used, individual LRT signal sections may be displayed to form clustered signal faces or multiple LRT signal indications may be displayed in an individual housing.

'''Guidance. '''LRT signal faces should be located at least 3 feet from the nearest highway traffic signal face for the same approach measured either horizontally perpendicular to the approach between the centers of the signal faces or vertically from the center of the lowest signal indication of the top signal face to the center of the highest signal indication of the bottom signal face.

'''Support. '''[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.18|EPG 902.6.18]] contains information about the use of the LRT signal indications shown in [[#fig913.4.15|Figure 913.4.15]] for the control of exclusive bus movements at “queue jumper lanes” and for the control of exclusive bus rapid transit movements on mixed-use alignments.

{{SpanID|fig913.4.15}}
[[File:Fig8D-3_LRTSignals.jpg|center|thumb|alt= Four examples of signal indications are shown. The first example consists of a horizontal rectangular white bar for “Stop” on a circular black background. The second example consists of a vertical rectangular white bar for “Go (straight)” on a circular black background. The third example consists of a diagonal rectangular white bar pointing up and to the left for “Go (left)” on a circular black background. The fourth example consists of a diagonal rectangular white bar pointing up and to the right for “Go (right)” on a circular black background. |600px| '''Figure 913.4.15.''' Light Rail Transit Signal Indications]]

File:Figure 913.4.1. Composite Drawing of Active Traffic Control Devices for Grade Crossings Showing Clearances.jpg

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913.3 Markings (MUTCD Chapter 8C)

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RollerA: /* {{SpanID|913.3.3}}913.3.3 Stop and Yield Lines (MUTCD Section 8C.03) */

[[Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913.3]]
=={{SpanID|913.3.1}}913.3.1 Purpose and Application (MUTCD Section 8C.01)==

'''Support. '''Passive traffic control systems, consisting of signs and pavement markings only, identify and direct attention to the location of a grade crossing and advise road users to reduce their speed or stop at the grade crossing as necessary in order to yield to any rail traffic occupying, or approaching and in proximity to, the grade crossing.

Signs and pavement markings regulate, warn, and guide the road users so that they, as well as LRT vehicle operators on mixed-use alignments, can take appropriate action when approaching a grade crossing.

Unless otherwise provided in this article, the provisions of [[:Category:620 Pavement Marking (MUTCD Part 3)|EPG 620]] are applicable to the design and location of pavement markings at grade crossings.

=={{SpanID|913.3.2}}913.3.2 Grade Crossing Pavement Markings (MUTCD Section 8C.02)==

'''Standard. '''On paved roadways, grade crossing pavement markings shall consist of an X, the letters RR, a no-passing zone marking (on two-lane, two-way highways with center line markings in compliance with [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.1|EPG 620.2.1]], and certain transverse lines as shown with detailed dimensions in Figures [[#fig913.3.2.1|913.3.2.1]] and [[#fig913.3.2.2|913.3.2.2]].

Except as provided in the following two paragraphs, grade crossing pavement markings shall be placed in each approach lane on all paved approaches to highway-rail grade crossings where signals or automatic gates are located, and at all other grade crossings where the posted or statutory highway speed is 40 mph or higher.

Grade crossing pavement markings shall not be required at highway-rail grade crossings where the posted or statutory highway speed is less than 40 mph if the Diagnostic Team determines that other installed devices provide suitable warning and control.

Grade crossing pavement markings shall not be required at highway-rail grade crossings in urban areas if the Diagnostic Team determines that other installed devices provide suitable warning and control.

Grade crossing pavement markings shall be placed in each approach lane on all paved approaches to highway-LRT grade crossings where a Crossbuck sign is placed at the grade crossing.

If grade crossing pavement markings are used on a multi-lane approach to a grade crossing, identical markings shall be placed in each approach lane that crosses the tracks.

All grade crossing pavement markings shall be retroreflective white. All other markings shall be in accordance with [[:Category:620 Pavement Marking (MUTCD Part 3)|EPG 620]].

'''Guidance. '''Where grade crossing pavement markings are used, a portion of the X symbol should be directly opposite the Grade Crossing Advance Warning sign.

'''Option. '''Where determined by the Diagnostic Team, supplemental pavement marking symbol(s) may be placed between the Grade Crossing Advance Warning sign and the grade crossing.

'''Guidance. '''If supplemental pavement marking symbol(s) are placed between the Grade Crossing Advance Warning sign and the grade crossing, the downstream transverse line should be at least 50 feet upstream from the stop or yield line at the grade crossing.

=={{SpanID|913.3.3}}913.3.3 Stop and Yield Lines (MUTCD Section 8C.03)==

'''Guidance. '''On paved roadway approaches to passive grade crossings where a STOP sign is installed in conjunction with the Crossbuck sign, a stop line should be installed to indicate the point behind which motor vehicles are required to stop or as near to that point as practicable.

'''Option. '''On paved roadway approaches to passive grade crossings where a YIELD sign is installed in conjunction with the Crossbuck sign, a yield line (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.18|EPG 620.2.18]]) or a stop line may be installed to indicate the point behind which motor vehicles are required to yield or stop or as near to that point as practicable.

{{SpanID|fig913.3.2.1}}
[[File:Figure 913.3.2.1 Example of Placement of Warning Signs and Pavement Markings at Grade Crossings.png|center|thumb|alt=This figure shows a segment of a vertical two-lane roadway with one lane of travel in each direction. At the top of the figure, a symbol of a railroad track is shown, placed diagonally across the roadway at an acute angle, slanting from the northwest on the left to the southeast on the right. Near the bottom of the figure, on the northbound travel lane, an “RXR” pavement marking symbol is shown as a white "X" with a white “R” on each side of it. At the beginning of the pavement marking symbol and to the right of the roadway facing northbound traffic, a W10-1 sign is shown. |800px| '''Figure 913.3.2.1''' Example of Placement of Warning Signs and Pavement Markings at Grade Crossings]]

{{SpanID|fig913.3.2.2}}
[[File:Figure 913.3.2.2. Grade Crossing Pavement Markings.jpg|center|thumb|alt=A: At the bottom of a vertical section of one lane of a roadway, a white transverse line is shown that extends across the lane. Beyond it and in the center of the lane, a large white “X” is shown with a smaller white “R” on each side of it. At the top of the roadway section and beyond the “X,” another white transverse line is shown. B: At the bottom of a vertical section one lane of a roadway, a white transverse line is shown that extends across the lane. Beyond it, two white “Rs” are shown next to each other. Beyond the “RR,” a white “X” is shown marked in the lane. At the top of the roadway section and beyond the “X,” another white transverse line is shown. |800px| '''Figure 913.3.2.2.''' Grade Crossing Pavement Markings]]

'''Guidance. '''If a yield line (see [[#fig620.2.18|Figure 620.2.18]]) or stop line is used at a passive grade crossing, it should be a transverse line at a right angle to the traveled way and should be placed no closer than 15 feet in advance of the nearest rail.

'''Standard. '''On paved roadways at grade crossings that are equipped with active control devices such as flashing-light signals, automatic gates, or traffic control signals, a stop line (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.18|EPG 620.2.18]]) shall be installed to indicate the point behind which motor vehicles are or might be required to stop.

'''Guidance. '''If a stop line is used at an active grade crossing where road users are controlled by flashing-light signals, it should be a transverse line at a right angle to the traveled way and should be placed approximately 8 feet in advance of the flashing-light signals or automatic gate (if present), whichever is farther from the track(s), but no closer than 15 feet in advance of the nearest rail (see [[#fig913.3.2.1|Figure 913.3.2.1]]).

If a stop line is used at an active grade crossing where road users are controlled by a traffic control signal, it should be a transverse line at a right angle to the traveled way and should be placed no closer than 15 feet in advance of the nearest rail.

'''Standard. '''If a stop line is used at an active grade crossing where road users are controlled by a traffic control signal, it shall be placed such that the lateral and longitudinal positions of the signal faces for the approach comply with the provisions of [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.7|EPG 902.4.7]] and [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.8|902.4.8]].

=={{SpanID|913.3.4}}913.3.4 Lane-Use Arrow Markings (MUTCD Section 8C.04)==

'''Standard. '''Lane-use arrow markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.22|EPG 620.2.22]]) that indicate that a turning movement must be made or is permitted to be made from a lane that crosses a grade crossing shall not be placed between the stop line for the grade crossing and the track(s).

'''Guidance. '''Lane-use arrow markings that indicate that a turning movement must be made or is permitted to be made from a lane that crosses a grade crossing should not be placed less than 100 feet upstream from the stop line for the grade crossing or less than 20 feet beyond the farthest rail.

=={{SpanID|913.3.5}}913.3.5 Edge Lines, Lane Lines, Center Lines, Raised Pavement Markers, and Tubular Markers (MUTCD Section 8C.05)==

'''Guidance. '''Except as provided in the first three Option paragraphs below, if edge lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.10|EPG 620.2.10]]), lane lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.7|EPG 620.2.7]]), or center lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.1|EPG 620.2.1]]) are used on an approach to a grade crossing, the edge lines, lane lines, and center lines should extend up to and across the grade crossing to reduce the likelihood that road users might inadvertently turn into the track area.

If crossing surface maintenance or highway approach maintenance is performed that alters the markings, the removal or replacement of the markings, raised pavement markers, and/or tubular markers should be coordinated with the road authority and the railroad company or transit agency.

'''Option. '''Edge lines, lane lines, and center lines may be omitted on or between the rails to conform to the requirements of the railroad company and/or transit agency.

Edge lines, lane lines, and center lines may be omitted on or between the rails where the highway profile is sufficiently abrupt to create a hang-up situation for pavement marking equipment with low ground clearance.

The edge lines, lane lines, and center lines may be omitted from the highway surface at a grade crossing if the surface cannot retain the application of the edge line, lane line, or center line marking.

If recommended by a Diagnostic Team, tubular markers (see [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I) #620.8.2|EPG 620.8.2]]) may be used to supplement the edge lines that extend up to and across the grade crossing.

'''Guidance. '''Tubular markers should be installed in accordance with the clearance requirements of the railroad company and/or transit agency.

'''Standard. '''The color under both daytime and nighttime conditions of raised pavement markers or tubular markers that are used at a grade crossing shall be the same color as the edge line, lane line, or center line that they supplement.

File:Figure 913.3.2.2. Grade Crossing Pavement Markings.jpg

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File:Figure 913.3.2.1 Example of Placement of Warning Signs and Pavement Markings at Grade Crossings.png

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913.2 Signs (MUTCD Chapter 8B)

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RollerA: /* {{SpanID|913.2.4}}913.2.4 Crossbuck Assemblies with YIELD or STOP Signs at Passive Grade Crossings (MUTCD Section 8B.04) */

[[Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913.2]]
=={{SpanID|913.2.1}}913.2.1 Purpose and Application (MUTCD Section 8B.01) ==

'''Support. '''Passive traffic control systems, consisting of signs and pavement markings only, identify and direct attention to the location of a grade crossing and advise road users to reduce their speed or stop at the grade crossing as necessary in order to yield to any rail traffic occupying, or approaching and in proximity to, the grade crossing.

Signs and markings regulate, warn, and guide the road users so that they, as well as LRT vehicle operators on mixed-use alignments, can take appropriate action when approaching a grade crossing.

Unless otherwise provided in this article, the provisions of [[:Category:903 Highway Signing (MUTCD Part 2)|EPG 903]] are applicable to the design and location of signs at grade crossings.

=={{SpanID|913.2.2}}913.2.2 Sizes of Grade Crossing Signs (MUTCD Section 8B.02) ==

'''Standard. '''The sizes of grade crossing signs shall be as shown in [[#913.2.2|Table 913.2.2]].

{{SpanID|tab913.2.2}}
<div style="width: 100%; text-align: center">
{| class="wikitable" style="text-align: center; display:inline-table;"
|+ Table 913.2.2, Railroad and Light Rail Transit Grade Crossings Sign and Plaque Sizes
|-
! rowspan="2" | Sign or Plaque
! rowspan="2" | Sign Designation
! rowspan="2" | EPG Article
! colspan="3" | Conventional Road
(in. x in.)
! colspan="1" | Freeway/Expressway
(in. x in.)
|-
! Standard
! Oversized
! Special
! Mainline and Ramps

|-
| style="text-align: left" | STOP
| R1-1
| -
| 36 x 36
| 48 x 48
| -
| 48 x 48
|-
| style="text-align: left" | YIELD
| R1-2
| -
| 48 x 48
| 60 x 60
| -
| 60 x 60
|-
| style="text-align: left" | No Right Turn - Train (symbol)
| R3-1a
| [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.10| 913.4.10]]
| 24 x 30
| 30 x 36
| -
| -
|-
| style="text-align: left" | No Left Turn - Train (symbol)
| R3-2a
| [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.10| 913.4.10]]
| 24 x 30
| 30 x 36
| -
| -
|-
| style="text-align: left" | DO NOT STOP ON TRACKS
| R8-8
| [[#913.2.7|913.2.7]]
| 24 x 30
| 24 x 30
| -
| 36 x 48
|-
| style="text-align: left" | STOP HERE ON RED
| R10-6
| [[#913.2.8|913.2.8]]
| 24 x 36
| 24 x 36
| -
| -
|-
| style="text-align: left" | LEFT (RIGHT) LANE SIGNAL
| R10-10b
| [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.11| 913.4.11]], [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.12| 913.4.12]]
| 24 x 30
| 30 x 36
| -
| 30 x 36
|-
| style="text-align: left" | LEFT (RIGHT) TURN LANE SIGNAL
| R10-10C
| [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.11| 913.4.11]], [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.12| 913.4.12]]
| 24 x 30
| 30 x 36
| -
| 30 x 36
|-
| style="text-align: left" | Grade Crossing (Crossbuck) [Railroad Responsibility]
| R15-1
| [[#913.2.3|913.2.3]]
| 48 x 9
| -
| -
| 48 x 9
|-
| style="text-align: left" | Number of Tracks (plaque) [Railroad Responsibility]
| R15-2P
| [[#913.2.3|913.2.3]]
| 27 x 18
| -
| -
| 27 x 18
|-
| style="text-align: left" | EXEMPT
| R15-3P
| [[#913.2.9|913.2.9]]
| 24 x 12
| -
| -
| -
|-
| style="text-align: left" | Railroad Crossing
| W10-1
| [[#913.2.6|913.2.6]]
| 42 dia.
| -
| -
| 48 dia.
|-
| style="text-align: left" | EXEMPT
| W10-1aP
| [[#913.2.6|913.2.6]]
| 24 x 12
| -
| -
| -
|-
| style="text-align: left" | Crossroad Railroad Crossing
| W10-2
| [[#913.2.6|913.2.6]]
| 36 x 36
| 48 x 48
| -
| 48 x 48
|-
| style="text-align: left" | Side Road Railroad Crossing
| W10-3
| [[#913.2.6|913.2.6]]
| 36 x 36
| 48 x 48
| -
| 48 x 48
|-
| style="text-align: left" | T-Intersection Railroad Crossing
| W10-4
| [[#913.2.6|913.2.6]]
| 36 x 36
| 48 x 48
| -
| 48 x 48
|-
| style="text-align: left" | Low Ground Clearance (symbol)
| W10-5
| [[#913.2.14|913.2.14]]
| 36 x 36
| 48 x 48
| -
| 48 x 48
|-
| style="text-align: left" | Low Ground Clearance (plaque)
| W10-5P
| [[#913.2.14|913.2.14]]
| 30 x 24
| -
| -
| 30 x 24
|-
| style="text-align: left" | No Train Horn (plaque)
| W10-9P
| [[#913.2.15|913.2.15]]
| 30 x 24
| -
| -
| 30 x 24
|-
| style="text-align: left" | Emergency Notification [Railroad Responsibility]
| I13-1
| [[#913.2.16|913.2.16]]
| 12 x 9
| -
| -
| 12 x 9
|-
| colspan=10 style="text-align: left" | '''Notes:'''
# Dimensions in inches are shown as width x height
# [[914.1 General (MUTCD Chapter 9A)#tab914.1.2|Table 914.1.2]] shows the minimum sizes that may be used for grade crossing signs and plaques that face shared-use paths and pedestrian facilities
|}
</div>

=={{SpanID|913.2.3}}913.2.3 Grade Crossing (Crossbuck) Sign (R15-1) and Number of Tracks Plaque (R15-2P) at Active and Passive Grade Crossings (MUTCD Section 8B.03) ==
<div style="text-align: center;">
<div style="display:inline-block;vertical-align: bottom;">

[[File:R15-1.png|thumb|none|alt=|150px|'''R15-1''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">

[[File:R15-2P.png|thumb|none|alt=|150px|'''R15-2P''']]

</div>
</div>

'''Standard. '''The Grade Crossing (R15-1) sign, commonly identified as the Crossbuck sign, shall be retroreflective white with the words RAILROAD CROSSING in black lettering, mounted as shown in [[#fig913.2.3|Figure 913.2.3]].

'''Support. '''The Grade Crossing (R15-1) sign and Number of Tracks (R15-2P) plaque are provided by the appropriate railroad company. Railroad companies and/or transit agencies are responsible for the installation and maintenance of these signs.

{{SpanID|fig913.2.3}}
[[File:Figure 913.2.3 Crossbuck Assembly with a YIELD or STOP Sign on the Crossbuck Sign Support.jpg|center|thumb|alt=A sign assembly composed of an R15-1 sign mounted above an R15-2P plaque is shown. This assembly is shown mounted on a sign support above either a “YIELD” sign or a “STOP” sign.
A white or red retroreflective strip is shown attached on the front of the sign support. A white retroreflective strip is shown attached on the back of the support. The center of the crossbuck is shown at a dimensioned distance of 9 ft above the roadway level. |800px| '''Figure 913.2.3''' Crossbuck Assembly with a YIELD or STOP Sign on the Crossbuck Sign Support<br><br>
'''Notes:'''
<ol>
<li>YIELD or STOP signs are used only at passive crossings. A STOP sign is used only if an engineering study determines that it is appropriate for that particular approach.</li>
<li>Mounting height shall be at least 4 feet for installations of YIELD or STOP signs on existing Crossbuck sign supports.</li>
<li>Mounting height shall be at least 5 feet for new installations in rural areas and at least 7 feet for new installations in areas where parking or pedestrian movements are likely to occur.</li>
</ol>
]]

'''Standard. '''As a minimum, one Crossbuck sign shall be used on each highway approach to every highway-rail grade crossing, alone or in combination with other traffic control devices.

As a minimum, one Crossbuck sign shall be used on each highway approach to every highway-LRT grade crossing where flashing-light signals or automatic gates are used, alone or in combination with other traffic control devices.

'''Option. '''A Crossbuck sign may be used on a highway approach to a highway-LRT grade crossing where flashing-light signals or automatic gates are not used, alone or in combination with other traffic control devices.

'''Standard'''. If there are two or more tracks at a grade crossing, the number of tracks shall be indicated on a supplemental Number of Tracks (R15-2P) plaque of inverted T shape mounted below the Crossbuck sign in the manner shown in [[#fig913.2.3|Figure 913.2.3]].

On each approach to a highway-rail grade crossing and, if used, on each approach to a highway-LRT grade crossing, the Crossbuck sign shall be installed on the right-hand side of the highway on each approach to the grade crossing. Where restricted sight distance or unfavorable highway geometry exists on an approach to a grade crossing, or where there is a one-way multi-lane approach, an additional Crossbuck sign shall be installed on the left-hand side of the highway, possibly placed back-to-back with the Crossbuck sign for the opposite approach or otherwise located so that two Crossbuck signs are displayed for that approach.

A strip of retroreflective white material not less than 2 inches in width shall be used on the back of each blade of each Crossbuck sign for the length of each blade at all passive grade crossings, except those where Crossbuck signs have been installed back-to-back or where double-faced Crossbuck signs have been installed.

'''Option. '''A strip of retroreflective white material not less than 2 inches in width may be used on the back of each blade of each Crossbuck sign for the length of each blade at active grade crossings.

'''Guidance. '''Minimum clearance dimensions for crossbuck signs relative to the proximity to the nearest rail should conform to the requirements of the railroad company and/or transit agency, and MoDOT Multimodal Division (Rail Section).

Except as provided in the Option paragraph below, the mounting height of Crossbuck signs, measured vertically from the center of the sign to the elevation of the near edge of the pavement, should be approximately 9 feet (see [[#fig913.2.3|Figure 913.2.3]]).

'''Option. '''The 9-foot mounting height for the Crossbuck sign may be varied as required by local conditions and may be increased to accommodate signs mounted below the Crossbuck sign.

=={{SpanID|913.2.4}}913.2.4 Crossbuck Assemblies with YIELD or STOP Signs at Passive Grade Crossings (MUTCD Section 8B.04)==

'''Support. '''The MoDOT Multimodal Division developed a [[:File:Stop_Sign_Fact_Sheet_non_fillable.pdf|Stop Sign Fact Sheet]] Sheet to help determine if a Stop sign should be displayed below the Crossbuck sign instead of a Yield sign at passive railroad crossings.

'''Standard. '''A Crossbuck Assembly shall consist of a Crossbuck (R15-1) sign, and a Number of Tracks (R15-2P) plaque if two or more tracks are present, that complies with the provisions of [[#913.2.3|EPG 913.2.3]], and either a YIELD (R1-2) or STOP (R1-1) sign installed on the same support, except as provided in the Option paragraph below. YIELD or STOP signs used at passive grade crossings shall be installed in compliance with the provisions of [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.17|EPG 903.2.17]], and Figures [[#fig913.2.3|913.2.3]], [[#fig913.2.4.1|913.2.4.1]], and [[#fig913.2.4.2|913.2.4.2]].

At all public highway-rail grade crossings that are not equipped with the active traffic control systems that are described in [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4| EPG 913.4]], except crossings where road users are directed by an authorized person on the ground to not enter the crossing at all times that an approaching train is about to occupy the crossing, a Crossbuck Assembly shall be installed on the right-hand side of the highway on each approach to the highway-rail grade crossing.

If a Crossbuck sign is used on a highway approach to a public highway-LRT grade crossing that is not equipped with the active traffic control systems that are described in [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4| EPG 913.4]], a Crossbuck Assembly shall be installed on the right-hand side of the highway on each approach to the highway-LRT grade crossing.

Where restricted sight distance or unfavorable highway geometry exists on an approach to a grade crossing that has a Crossbuck Assembly, or where there is a one-way multi-lane approach, an additional Crossbuck Assembly shall be installed on the left-hand side of the highway.

A YIELD sign shall be the default traffic control device for Crossbuck Assemblies on all highway approaches to passive grade crossings unless an engineering study performed by the MoDOT Multimodal Division (Rail Section) or highway authority having jurisdiction over the roadway approach determines that a STOP sign is appropriate.

'''Guidance. '''The use of STOP signs at passive grade crossings should be limited to unusual conditions where requiring all motor vehicles to make a full stop is determined to be necessary by a Diagnostic Team. Among the factors that should be considered by the Diagnostic Team are the line of sight to approaching rail traffic (giving due consideration to seasonal crops or vegetation beyond both the highway and railroad or LRT rights-of-ways), the number of tracks, the speeds of trains or LRT equipment and motor vehicles, and the crash history at the grade crossing.

Where a passive grade crossing is located on a stop-controlled approach and the clear storage distance is less than the length of the design vehicle, and where adequate sight distance to oncoming traffic on the parallel roadway is available to road users stopped on the approach to the grade crossing, consideration should be given to installing a STOP sign at the Crossbuck Assembly instead of at the highway-highway intersection. If the STOP sign is installed at the Crossbuck Assembly instead of at the highway-highway intersection, the Diagnostic Team should consider installing some other intersection traffic control device at the highway-highway intersection.



{{SpanID|fig913.2.4.1}}
[[File:Figure 913.2.4.1. Crossbuck Assembly with a YIELD or STOP Sign on a Separate Sign Support (Sheet 1 of 2).jpg|center|thumb|alt=Th is example shows the signs in a ”rural area.” It shows a “YIELD” sign mounted on a sign support to the right of a “roadway.” An optional red retroreflective strip is shown attached on the front of the sign support. The base of the sign is shown as a dimensioned distance of 5 ft MIN from the ground. The left edge of the sign is shown as a dimensioned distance of 6 ft MIN from the near edge of the traveled way. An R15-1 sign mounted on a sign support is shown to the right of the “YIELD” sign. The left arms of the R15-1 sign are shown overhanging the “YIELD” sign with a dimensioned distance of “2 inches MIN” between the top of the “YIELD” sign and the bottom of the arm of the R15-1 sign. The R15-1 sign is shown with a white retroreflective strip on the front and back of the sign support. |800px| '''Figure 913.2.4.1.''' Crossbuck Assembly with a YIELD or STOP Sign on a Separate Sign Support ''(Sheet 1 of 2)''<br><br>
'''Notes:'''
<ol>
<li>YIELD signs are used only at passive crossings.</li>
<li>Place the face of the signs in the same plane and place the YIELD sign closer to the traveled way. Provide a 2-inch minimum separation between the edge of the Crossbuck sign and the edge of the YIELD sign.</li>
</ol>
]]

{{SpanID|fig913.2.4.2}}
[[File:Figure 913.2.4.2 Crossbuck Assembly with a YIELD or STOP Sign on a Separate Sign Support (Sheet 2 of 2).jpg|center|thumb|alt= This example shows the signs in an “area with pedestrian movements or parking.” It shows a taller “YIELD” sign mounted on a sign support to the right of a curb. A red retroreflective strip is shown attached on the front of the sign support. The base of the sign is shown as a dimensioned distance of 7 ft MIN from the ground. The left edge of the sign is shown as a dimensioned distance of 2 ft MIN from the near edge of the face of the curb. An R15-1 sign mounted on a sign support is shown to the right of the “YIELD” sign. The left arms of the R15-1 sign are shown a dimensioned distance of 2 inches MIN to the right of the “YIELD” sign. The R15-1 sign is shown with a white retroreflective strip on the front and back of the sign support. |800px| '''Figure 913.2.4.2''' Crossbuck Assembly with a YIELD or STOP Sign on a Separate Sign Support ''(Sheet 2 of 2)''<br><br>
'''Notes:'''
<ol>
<li>STOP signs are used only at passive crossings and only if an engineering study determines that it is appropriate for that particular approach.</li>
<li>Place the face of the signs in the same plane and place the STOP sign closer to the traveled way. Provide a 2-inch minimum separation between the edge of the Crossbuck sign and the edge of the STOP sign.</li>
</ol>
]]

'''Standard. '''If a Crossbuck Assembly is installed on the approach to a passive grade crossing located at a highway-highway intersection controlled by a traffic control signal that is not interconnected with the grade crossing and not preempted by the approach of rail traffic, a Diagnostic Team shall be convened to determine the appropriate traffic control devices. A STOP sign shall not be installed on a Crossbuck Assembly in this situation.

'''Support. '''[[913.1 General (MUTCD Chapter 8A) #913.1.1|EPG 913.1.1]] through [[913.1 General (MUTCD Chapter 8A) #913.1.5|EPG 913.1.5]] contain information regarding the responsibilities of the Diagnostic Team, highway agency, MoDOT Multimodal Division (Rail Section), and the railroad company or transit agency regarding the selection, design, and operation of traffic control devices placed at grade crossings.

'''Option. '''If a YIELD or STOP sign is installed for a Crossbuck Assembly at a grade crossing, it may be installed on the same support as the Crossbuck sign or it may be installed on a separate support at a point where the motor vehicle is to stop, or as near to that point as practicable, but in either case, the YIELD or STOP sign is considered to be a part of the Crossbuck Assembly.

'''Standard. '''If a YIELD or STOP sign is installed on an existing Crossbuck sign support, the mounting height, measured vertically from the bottom of the YIELD or STOP sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the YIELD or STOP sign to the elevation of the near edge of the traveled way, shall be at least 4 feet [[#fig913.2.3|Figure 913.2.3]]).

If a Crossbuck Assembly is installed on a new sign support (see [[#fig913.2.3|Figure 913.2.3]]) or if the YIELD or STOP sign is installed on a separate support (see Figures [[#fig913.2.4.1|913.2.4.1]] and [[#fig913.2.4.2|913.2.4.2]]), the mounting height, measured vertically from the bottom of the YIELD or STOP sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the YIELD or STOP sign to the elevation of the near edge of the traveled way, shall be at least 5 feet in rural areas and shall be at least 7 feet in areas where parking or pedestrian movements are likely to occur.

'''Guidance. '''If a YIELD or STOP sign is installed for a Crossbuck Assembly at a grade crossing on a separate support than the Crossbuck sign (see Figures [[#fig913.2.4.1|913.2.4.1]] and [[#fig913.2.4.2|913.2.4.2]]), the YIELD or STOP sign should be placed in the same plane as the Crossbuck sign and closer to the traveled way than the Crossbuck sign. The minimum separation between the nearest point of the YIELD or STOP sign and the nearest point of the Crossbuck sign should be 2 inches as shown in Figures [[#fig913.2.4.1|913.2.4.1]] and [[#fig913.2.4.2|913.2.4.2]].

'''Support. '''The meaning of a Crossbuck Assembly that includes a YIELD sign is that a road user approaching the grade crossing needs to be prepared to decelerate, and when necessary, yield the right-of-way to any rail traffic that might be occupying the crossing or might be approaching and in such close proximity to the crossing that it would be unsafe for the road user to cross.

Certain commercial motor vehicles and school buses are required to stop at all grade crossings in accordance with 49 CFR 392.10 even if a YIELD sign (or just a Crossbuck sign) is posted.

The meaning of a Crossbuck Assembly that includes a STOP sign is that a road user approaching the grade crossing must come to a full stop not less than 15 feet short of the nearest rail, and remain stopped while the road user determines if there is rail traffic either occupying the crossing or approaching and in such close proximity to the crossing that the road user must yield the right-of-way to rail traffic. The road user is permitted to proceed when it is safe to cross.

'''Standard. '''A vertical strip of retroreflective white material, not less than 2 inches in width, shall be used on each Crossbuck support at passive grade crossings for the full length of the back of the support from the Crossbuck sign or Number of Tracks plaque to within 2 feet above the near edge of the roadway, except as provided in the first Option paragraph below. A white retroreflective strip wrapped around a round support for the full length of the support from the Crossbuck Sign or Number of Tracks plaque to within 2 feet above the near edge of the roadway shall satisfy this requirement as long as the round support has an outside diameter of at least 2 inches.

'''Option. '''The vertical strip of retroreflective material may be omitted from the back sides of Crossbuck sign supports installed on one-way streets and at pathway or sidewalk grade crossings (see [[913.5 Pathway Grade Crossings (MUTCD Chapter 8E) #913.5.5|EPG 913.5.5]]).

If a YIELD or STOP sign is installed on the same support as the Crossbuck sign, a vertical strip of red (see [[903.1 General (MUTCD Chapter 2A) #903.1.11|EPG 903.1.11]]) or white retroreflective material that is at least 2 inches wide may be used on the front of the support from the YIELD or STOP sign to within 2 feet above the near edge of the roadway.

'''Standard. '''If a Crossbuck sign support at a passive grade crossing does not include a YIELD or STOP sign (either because the YIELD or STOP sign is placed on a separate support or because a YIELD or STOP sign is not present on the approach), a vertical strip of retroreflective white material, not less than 2 inches in width, shall be used for the full length of the front of the support from the Crossbuck sign or Number of Tracks plaque to within 2 feet above the near edge of the roadway. A white retroreflective strip wrapped around a round support for the full length of the support from the Crossbuck Sign or Number of Tracks plaque to within 2 feet above the near edge of the roadway shall satisfy this requirement as long as the round support has an outside diameter of at least 2 inches.

At all grade crossings where YIELD or STOP signs are installed, Yield Ahead (W3-2) or Stop Ahead (W3-1) signs shall also be installed if the criteria for their installation in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.29|EPG 903.3.29]] is met.

'''Support. '''[[913.3 Purpose and Application (MUTCD Chapter 8C) #913.3.3|EPG 913.3.3]] contains provisions regarding the use of stop lines or yield lines at grade crossings.

=={{SpanID|913.2.5}}913.2.5 Use of STOP (R1-1) or YIELD (R1-2) Signs without Crossbuck Signs at Highway-LRT Grade Crossings (MUTCD Section 8B.05) ==

'''Guidance. '''The use of only STOP or YIELD signs for road users at highway-LRT grade crossings should be limited to those crossings where the need and feasibility is determined by the Diagnostic Team. Such crossings should have all of the following characteristics:
::A. The crossing roadways are secondary in character (such as a minor street with one lane in each direction, an alley, or a driveway) with low traffic volumes and low speed limits. The specific thresholds of traffic volumes and speed limits should be determined by the local agencies.
::B. The line of sight for an approaching LRT operator is adequate from a sufficient distance such that the operator can sound an audible signal and bring the LRT equipment to a stop before arriving at the crossing.
::C. The road user has sufficient sight distance at the stop line to permit the vehicle to cross the tracks before the arrival of the LRT equipment.
::D. If at an intersection of two roadways, the intersection does not meet the warrants for a traffic control signal as provided in [[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C) #902.3|EPG 902.3]].
::E. The LRT tracks are located such that motor vehicles are not likely to stop on the tracks while waiting to enter a crossroad or highway.

'''Standard. '''For all highway-LRT grade crossings where only STOP (R1-1) or YIELD (R1-2) signs are installed, the placement shall comply with the requirements of [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.17|EPG 903.2.17]]. Stop Ahead (W3-1) or Yield Ahead (W3-2) Advance Warning signs shall also be installed if the criteria for their installation given in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.29|EPG 903.3.29]] is met.

=={{SpanID|913.2.6}}913.2.6 Grade Crossing Advance Warning Signs (W10-1 through W10-4) (MUTCD Section 8B.06) ==

<div style="text-align: center;">
<div style="display:inline-block;vertical-align: bottom;">

[[File:W10-1.png|thumb|none|alt=|150px|'''W10-1''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">

[[File:W10-1aP.png|thumb|none|alt=|150px|'''W10-1aP''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">

[[File:W10-2.png|thumb|none|alt=|150px|'''W10-2''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">

[[File:W10-4.png|thumb|none|alt=|150px|'''W10-4''']]

</div>
</div>

'''Standard. '''A Grade Crossing Advance Warning (W10-1) sign shall be used on each highway in advance of every grade crossing, except in the following circumstances:
::A. On an approach to a grade crossing from an intersection with a parallel highway if the distance from the nearest rail of the tracks to the edge of the parallel roadway is less than 100 feet and W10-2, W10-3, or W10-4 signs are used on the approaches of the parallel highway (see the third Standard paragraph below);
::B. In business or commercial areas where active grade crossing traffic control systems are in use;
::C. Where physical conditions do not permit even a partially effective display of the sign; or
::D. At highway-LRT grade crossings where Crossbuck signs are not used (see [[#913.2.3|EPG 913.2.3]]).

The placement of the Grade Crossing Advance Warning sign shall be in accordance with [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.4|EPG 903.3.4]] and [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #tab903.3.3|Table 903.3.3]].

If a YIELD or STOP sign is present at a passive grade crossing, a Yield Ahead (W3-2) or Stop Ahead (W3-1) Advance Warning sign shall also be installed if the criteria for their installation given in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.29|EPG 903.3.29]] is met. If a Yield Ahead or Stop Ahead sign is installed on the approach to the crossing, the W10-1 sign shall be installed upstream from the Yield Ahead or Stop Ahead sign. The Yield Ahead or Stop Ahead sign shall be located in accordance with [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #tab903.3.3|Table 903.3.3]]. The minimum distance between the signs shall be in accordance with [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.4|EPG 903.3.4]] and [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #tab903.3.3|Table 903.3.3]].

'''Option. '''On divided highways and one-way streets, an additional W10-1 sign may be installed on the left-hand side of the roadway.

'''Standard. '''If the distance between the tracks and a parallel highway, from the nearest rail of the tracks to the edge of the parallel roadway, is less than 100 feet, a W10-2, W10-3, or W10-4 sign shall be installed on each approach of the parallel highway to warn road users making a turn that they will encounter a grade crossing soon after making a turn, and a W10-1 sign for the approach to the tracks shall not be required to be between the tracks and the parallel highway.

If the W10-2, W10-3, or W10-4 sign is used, sign placement in accordance with the guidelines for Intersection Warning signs in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #tab903.3.3|Table 903.3.3]] using the speed of through traffic shall be measured from the highway intersection.

'''Guidance.''' If the distance between the tracks and the parallel highway, from the nearest rail of the tracks to the edge of the parallel roadway, is 100 feet or more, a W10-1 sign should be installed in advance of the grade crossing, and the W10-2, W10-3, or W10-4 sign should not be used on the parallel highway.

=={{SpanID|913.2.7}}913.2.7 DO NOT STOP ON TRACKS Sign (R8-8) (MUTCD Section 8B.07) ==

<div style="text-align: center;"><div style="display:inline-block;vertical-align: middle;">[[File:R8-8.png|thumb|none|alt=|150px|'''R8-8''']]</div>
</div>

'''Guidance. '''If motor vehicle queues are likely to extend onto the tracks, a DO NOT STOP ON TRACKS (R8-8) sign should be used.

'''Support. '''Locations where motor vehicles could queue onto the grade crossing include intersections where a STOP or YIELD sign is installed downstream of the grade crossing, where there is a downstream circular intersection, or where there is a pre-signal installed at the grade crossing.

'''Guidance. '''The R8-8 sign, if used, should be located on the right-hand side of the highway on either the near or far side of the grade crossing, depending upon which position provides better visibility to approaching drivers.

'''Option. '''DO NOT STOP ON TRACKS signs may be placed on both sides of the track.

On divided highways and one-way streets, a second DO NOT STOP ON TRACKS sign may be placed on the near or far left-hand side of the highway at the grade crossing to further improve the visibility of the sign.

=={{SpanID|913.2.8}}913.2.8 STOP HERE ON RED Signs (R10-6) (MUTCD Section 8B.10) ==

<div style="text-align: center;"><div style="display:inline-block;vertical-align: middle;">[[File:R10-6.png|thumb|none|alt=|150px|'''R10-6''']]</div>
</div>

'''Support. '''The STOP HERE ON RED (R10-6) sign defines and facilitates observance of stop lines at traffic control signals.

'''Option. '''STOP HERE ON RED signs may be used at locations where motor vehicles frequently violate the stop line or where it is not obvious to road users where to stop.

'''Guidance. '''If possible, stop lines should be placed at a point where the motor vehicle driver has adequate sight distance along the track.

=={{SpanID|913.2.9}}913.2.9 EXEMPT Grade Crossing Plaques (R15-3P and W10-1aP) (MUTCD Section 8B.11) ==

<div style="text-align: center;"><div style="display:inline-block;vertical-align: middle;">[[File:R15-3P.png|thumb|none|alt=|150px|'''R15-3P''']]</div>
</div>

'''Option. '''Where authorized by MoDOT Multimodal Division (Rail Section), an EXEMPT (R15-3P) plaque with a white background may be used below the Crossbuck sign or Number of Tracks plaque, if present, at the grade crossing, and an EXEMPT (W10-1aP) plaque with a fluorescent yellow background may be used below the Grade Crossing Advance Warning (W10-1 through W10-4) sign.

Where neither the Crossbuck sign nor the advance warning signs exist for a particular highway-LRT grade crossing, an EXEMPT (R15-3P) plaque with a white background may be placed on its own post on the near right-hand side of the approach to the crossing.

'''Support. '''These plaques inform drivers of motor vehicles carrying passengers for hire, school buses carrying students, or motor vehicles carrying hazardous materials that a stop is not required at certain designated grade crossings, except when rail traffic is approaching or occupying the grade crossing, or the driver’s view is blocked.

=={{SpanID|913.2.10}}913.2.10 Light Rail Transit Only Lane Signs (R15-4 Series) (MUTCD Section 8B.12)==

'''Support. '''Reserved for future use. R15-4 Series signs are not currently used on MoDOT facilities.

=={{SpanID|913.2.11}}913.2.11 Do Not Pass Light Rail Transit Signs (R15-5 and R15-5a) (MUTCD Section 8B.13)==

'''Support. '''Reserved for future use. R15-5 and R15-5a signs are not currently used on MoDOT facilities.

=={{SpanID|913.2.12}}913.2.12 No Motor Vehicles On Tracks Signs (R15-6 and R15-6a) (MUTCD Section 8B.14)==

'''Support. '''Reserved for future use. R15-6 and R15-6a signs are not currently used on MoDOT facilities.

=={{SpanID|913.2.13}}913.2.13 Divided Highway with Light Rail Transit Crossing Signs (R15-7 Series) (MUTCD Section 8B.15)==

'''Support. '''Reserved for future use. R15-7 Series signs are not currently used on MoDOT facilities.

=={{SpanID|913.2.14}}913.2.14 Low Ground Clearance Grade Crossing Sign (W10-5) (MUTCD Section 8B.16)==

<div style="text-align: center;"><div style="display:inline-block;vertical-align: bottom;">[[File:W10-5.png|thumb|none|alt=|150px|'''W10-5''']]</div>
<div style="display:inline-block;vertical-align: bottom;">[[File:W10-5P.png|thumb|none|alt=|150px|'''W10-5P''']]</div>
</div>

'''Guidance. '''If the highway profile conditions are sufficiently abrupt to create a hang-up situation for long wheelbase vehicles or for trailers with low ground clearance, the Low Ground Clearance Grade Crossing (W10-5) sign should be installed in advance of the grade crossing.

'''Standard. '''Because this symbol might not be readily recognizable by the public, the Low Ground Clearance Grade Crossing (W10-5) warning sign shall be accompanied by a LOW GROUND CLEARANCE (W10-5P) educational plaque. The LOW GROUND CLEARANCE educational plaque shall remain in place for at least 3 years after the initial installation of the W10-5 sign (see [[903.1 General (MUTCD Chapter 2A) #903.1.9|EPG 903.1.9]]).

'''Guidance. '''Because other vehicle types and combinations also face the potential risk of hanging up at a grade crossing, word message warning signs and selective exclusion regulatory signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.36|EPG 903.2.36]]) for specific vehicle types and combinations should be used in addition to, or in place of, the Low Ground Clearance Grade Crossing (W10-5) sign.

'''Support. '''While not all inclusive, some potential low ground clearance vehicles and combinations include single-unit trucks, buses, motor coaches, low-boy trailers, car carriers, and recreational vehicles.

'''Guidance. '''Auxiliary plaques such as AHEAD, NEXT CROSSING, or USE NEXT CROSSING (with appropriate arrows), or a supplemental distance plaque should be placed below the W10-5 sign at the nearest intersecting highway where a vehicle can detour or at a point on the highway wide enough to permit a U-turn.

If engineering judgment of roadway geometric and operating conditions confirms that motor vehicle speeds across the tracks should be below the posted speed limit, a W13-1P advisory speed plaque should be posted.

A signed detour should be installed to guide potential hang-up vehicles to alternate nearby crossings to avoid the potential hang-up condition.

'''Support. '''Information on ground clearance requirements at grade crossings is available in the 2019 edition of the “American Railway Engineering and Maintenance-of-Way Association’s Engineering Manual,” or in “A Policy on Geometric Design of Highways and Streets,” 2018 Edition, AASHTO.

An inventory of crossings with low ground clearance concerns, including a list of potential vehicle types that could hang up on the crossing, can be useful in tracking locations of low ground clearance crossings. Specific geometric conditions, known incidents, or anecdotal evidence of vehicle hang-ups can also be used to identify crossings with low ground clearance concerns.

=={{SpanID|913.2.15}}913.2.15 NO TRAIN HORN Sign or Plaque (W10-9P) (MUTCD Section 8B.20)==

<div style="text-align: center;"><div style="display:inline-block;vertical-align: bottom;">[[File:W10-9P.png|thumb|none|alt=|150px|'''W10-9P''']]</div>
</div>

'''Standard. '''A NO TRAIN HORN (W10-9P) plaque shall be installed in each direction at each highway-rail grade crossing where a Quiet Zone has been established in compliance with 49 CFR Part 222. Where it is used, a W10-9P plaque shall supplement and be mounted directly below the Grade Crossing Advance Warning (W10-1 through W10-4) sign.

=={{SpanID|913.2.16}}913.2.16 Emergency Notification System Sign (I13-1) (MUTCD Section 8B.27)==

[[File:I13-1.png|center|thumb|alt=I13-1 is shown as a horizontal rectangular blue sign with a white border. It shows the message “REPORT PROBLEM OR EMERGENCY 1-800-XXX-XXXX” in white on the first three lines. “X-ING” in white to the left of “836 597 H” in black on a vertical horizontal white panel on the fourth line. “XYZ RAILROAD” in small white letters on the fifth line. |180px| {{SpanID|fig913.2.15}}'''I13-1 ''']]

'''Support. '''Emergency Notification Signs (I-13) are installed by the Railroad that operates through the crossing.

'''Standard. '''The Emergency Notification System (I13-1) sign shall be installed on each approach at all highway-rail grade crossings, and at all highway-LRT grade crossings with automatic gates or flashing light-signals, to provide information to road users so that they can notify the railroad company or transit agency about emergencies or malfunctioning traffic control devices.

At a highway-rail grade crossing, the Emergency Notification System sign shall, at a minimum, include the USDOT grade crossing inventory number and the emergency contact telephone number.

Where Emergency Notification System signs are used at a highway-LRT grade crossing, they shall, at a minimum, include a unique crossing identifier and the emergency contact telephone number.

The minimum width of the Emergency Notification System sign shall be 12 inches and the minimum height shall be 9 inches. The lettering on Emergency Notification System signs for the telephone number, the grade crossing inventory number, and the explanation of the purpose of the sign shall be composed of numerals and upper-case letters that are at least 1 inch in height.

Emergency Notification System signs shall be retroreflective.

Except as provided in the Option paragraph below, Emergency Notification System signs shall have a white legend and border on a blue background.

'''Option. '''The seven-character grade crossing inventory number may be shown on the sign as a black legend on a white rectangular background.

'''Guidance. '''Except as provided in the first Option paragraph below, Emergency Notification System signs should be attached to the Crossbuck Assemblies or grade crossing signal masts on the right-hand side of each roadway approach to the grade crossing rather than on the railroad or LRT signal control equipment housings. Emergency Notification System signs should be oriented so the face of the sign is approximately parallel or approximately perpendicular to the edge of the roadway or pathway and is visible to road users or pathway users. The visibility of the Emergency Notification System sign should not be obstructed by automatic gates in either the vertical or horizontal position.

The Emergency Notification System signs should be positioned so as to not obstruct any traffic control devices or limit the view of rail traffic approaching the grade crossing.

Emergency Notification System signs mounted on Crossbuck Assemblies or signal masts should only be large enough to provide the necessary contact information. Use of larger signs on Crossbuck Assemblies or signal masts that might obstruct the view of rail traffic or other motor vehicles should be avoided.

At station crossings, Emergency Notification System signs or information should be posted in a conspicuous location.

'''Option. '''Emergency Notification System signs may be located on a separate post. Where located on a separate post, the size of the Emergency Notification System sign may be increased for improved visibility.

Where the improvement of the conspicuity of an Emergency Notification System sign is desired, a solid yellow rectangular header panel with a legend of “NOTICE” in black letters may be used (see [[903.1 General (MUTCD Chapter 2A) #903.1.11|EPG 903.1.11]]).

Additional Emergency Notification System signs may be installed at a grade crossing.

File:Figure 913.2.4.2 Crossbuck Assembly with a YIELD or STOP Sign on a Separate Sign Support (Sheet 2 of 2).jpg

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File:Figure 913.2.4.1. Crossbuck Assembly with a YIELD or STOP Sign on a Separate Sign Support (Sheet 1 of 2).jpg

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