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<p>TaracksA: </p> <hr /> <div>[[Category:620 Pavement Marking (MUTCD Part 3)|620.02]]<br /> =={{SpanID|620.2.1}}620.2.1 Yellow Center Line Pavement Markings (MUTCD Section 3B.01)==<br /> <br /> '''Standard. '''Center line pavement markings, when used, shall be the pavement markings used to delineate the separation of traffic lanes that have opposite directions of travel on a roadway and shall be yellow.<br /> <br /> The center line markings on two-lane, two-way roadways shall be one of the following as shown in [[#fig3b1|Figure 620.2.1.1]]:<br /> :A. Two-direction passing zone markings consisting of a normal width broken (intermittent) yellow line where crossing the center line markings for passing with care is permitted for traffic traveling in either direction;<br /> :B. One-direction no-passing zone markings consisting of a double yellow line, one of which is a normal width broken (intermittent) yellow line and the other is a normal width solid yellow line, where crossing the center line markings for passing with care is permitted for the traffic traveling adjacent to the broken (intermittent) line, but is prohibited for traffic traveling adjacent to the solid line; or<br /> :C. Two-direction no-passing zone markings consisting of two normal width solid yellow lines where crossing the center line markings for passing is prohibited for traffic traveling in either direction.<br /> <br /> A single solid yellow line shall not be used as a center line marking on a two-way roadway.<br /> <br /> Except where a two-way left-turn lane (see [[#620.2.6| EPG 620.2.6]]) is present, the center line markings on undivided two-way roadways with four or more lanes for moving motor vehicle traffic always available shall be the two-direction no-passing zone markings consisting of normal width double solid yellow lines separated by 4 in. as shown in [[#fig3b2|Figure 620.2.1.2]].<br /> <br /> &amp;nbsp;<br /> {{SpanID|fig3b1}}<br /> [[File:Figure 620.2.1.1 Yellow Center Lines for Two-Lane, Two-Way Applications.png|thumb|center|900px|alt=&quot;A. A two-lane roadway is shown with a centerline marking of a broken yellow line. A solid white line is marked on the outside edge of each lane.<br /> B. Segments of a two-lane roadway are shown with centerline markings of a single broken yellow line marked for “Two-direction passing zone;” a solid yellow line adjacent to one lane and a broken yellow line adjacent to the other lane marked for “One-direction no passing zone;” and a double solid yellow line marked for “Two-direction no passing zone.” A solid white line is marked on the outside edge of each lane.&quot;<br /> |'''Figure 620.2.1.1''' Yellow Center Lines for Two-Lane, Two-Way Applications]]<br /> <br /> &amp;nbsp;<br /> <br /> {{SpanID|fig3b2}}<br /> [[File:Figure 620.2.1.2 Yellow Center Lines for Four-or-More Lane, Two-Way Applications.png|thumb|center|850px|alt=&quot;A. A vertical, four-lane roadway with two lanes of travel in each direction is shown. The roadway has a centerline marking of a solid double yellow line. A broken white line separates lanes traveling in the same direction.<br /> B. A vertical, five-lane roadway is shown composed of two through lanes in each direction of travel and a fifth, center lane used for left turns only. The roadway has markings of a solid double yellow line and alternating left-turn channels marked with a solid white line to separate the turn lane from through traffic lanes traveling in the same direction. An “optional dotted extension” to the solid white line is shown where the left-turn channels begin. An island is shown formed by the solid double yellow lines at the base of the left-turn channel. This island is shown with “optional yellow diagonal markings.” The turn lanes have solid white left-turn arrows marked on the pavement.<br /> C. A vertical, four-lane roadway with two lanes of travel in each direction is shown. The roadway has a median greater than three feet with marking of a solid double yellow line. A broken white line separates lanes traveling in the same direction.&quot;<br /> |'''Figure 620.2.1.2''' Yellow Center Lines for Four-or-More Lane, Two-Way Applications&lt;!--br/&gt;&lt;br/&gt;'''Note:'''&lt;br/&gt;&lt;ol style=&quot;padding-inline-start:0; margin-left: 1.2em;&quot;&gt;&lt;li&gt;See [[--|Sections 3B.20]] and [[--|3B.23]] for provisions on lane-use arrows.&lt;/li&gt;&lt;li&gt;Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Section 3B.11]].&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> '''Support. '''MoDOT previously marked center lines using a 2-line or 3-line system. The 3-line system is no longer used by MoDOT.<br /> <br /> '''Standard. '''Highways that are currently marked using a 3-line center line marking system shall be maintained using the 3-line system until the center line markings are obliterated.<br /> <br /> After a 3-line center line is obliterated from the entire route or a significant portion of the highway, the center line shall be replaced using the 2-line system.<br /> <br /> [[#620.2.13|EPG 620.2.13]] contains information for application of pavement markings through intersections or interchanges. <br /> <br /> '''Guidance. '''On two-way roadways with an additional climbing/truck lane in the upgrade direction, the opposing directions of traffic should be separated by using one-direction or two-direction no-passing zone markings. <br /> <br /> '''Standard. '''On two-way roadways with alternating passing lanes, the opposing directions of traffic shall be separated by using two-direction no-passing zone markings (See [https://www.modot.org/media/16896#page=2 Standard Plan 620]).<br /> <br /> '''Support.''' Examples of markings for alternating passing lanes are shown in [https://www.modot.org/media/16896#page=2 Standard Plan 620].<br /> <br /> =={{SpanID|620.2.2}}620.2.2 Warrants for Yellow Center Lines (MUTCD Section 3B.02)==<br /> <br /> '''Standard. '''Center line markings shall be placed on all paved undivided two-way streets or highways that have a traveled way of 18 feet or more in width. Center line markings shall also be placed on all paved undivided two-way streets or highways that have three or more lanes for moving motor vehicle traffic.<br /> <br /> '''Guidance. '''Engineering judgment should be used in determining whether to place center line markings on traveled ways that are less than 18 feet wide because of the potential for traffic encroaching on the pavement edges, traffic being affected by parked vehicles, and traffic encroaching into the opposing traffic lane. Engineering judgment should also be used to determine if the pavement can support center line markings.<br /> <br /> <br /> {{SpanID|fig3b7}}<br /> [[File:Figure 620.2.2 Example of Two-Way, Left-Turn Marking Applications.png|thumb|center|800px|alt=Two examples of vertical, five-lane roadways are shown, with two southbound lanes on the left, two northbound lanes on the right, and a fifth center lane for left turns. At the top and bottom of the first example, the center lane is separated from the innermost through lanes by a solid white line on one side and a solid double yellow line on the other side. A left-turn arrow is shown between these lines in advance of intersecting cross streets. In the middle of this example, between the intersecting cross streets, in the center lane, an island is shown formed by solid double yellow lines on the outside and “optional yellow diagonal markings” on the inside. Below the island, the solid double yellow lines change to a solid yellow line on the outside and a broken yellow line on the inside. Two sets of opposing left-turn arrows are shown inside this pattern of broken and solid yellow lines. Continuing below the opposing left-turn arrow, this pattern changes to a double solid yellow on one side and a left-turn channel marked with an “optional dotted extension” followed by a solid white line on the other side. A single, left-turn arrow is shown between these pavement markings. The second example shows the center lane separated from the innermost through lanes with a pattern of broken yellow lines on the inside of solid yellow lines with two set of opposing left-turn arrows inside this pattern. Driveways are shown intersecting the vertical roadway at the locations of the opposing arrows. At the bottom of this example, south of the intersecting driveways, in the center lane, the pattern of broken and solid yellow lines changes to solid double yellow lines. A left-turn channel marked with an “optional dotted extension” followed by a solid white line is shown to separate the left-turn lane from the through traffic lanes just above another intersecting driveway. Two left-turn arrows are shown in between these pavement markings. South of this intersection, the center lane is shown separated by a solid white line and a solid double yellow line with a left-turn arrow in between.<br /> <br /> |'''Figure 620.2.2''' Example of Two-Way, Left-Turn Marking Applications&lt;!--br&gt;&lt;br&gt;'''Note:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Section 3B.11]].&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> =={{SpanID|620.2.3}}620.2.3 No-Passing Zone Pavement Markings (MUTCD Section 3B.03)==<br /> <br /> '''Standard.''' No-passing zones shall be marked by either the one-direction no-passing zone pavement markings or the two-direction no-passing zone pavement markings described in [[#620.2.1|EPG 620.2.1]] and shown in [[#fig3b1|Figure 620.2.1.1]].<br /> <br /> No-passing zone markings shall be used on:<br /> :A. Two-way roadways at lane-reduction transitions (see [[#620.2.14|EPG 620.2.14]]),<br /> :B. Approaches to obstructions that must be passed on the right (see [[#620.2.15| EPG 620.2.15]]),<br /> :C. Approaches to grade crossings (see [[913.3 Markings (MUTCD Chapter 8C)#913.3.2|EPG 913.3.2]]), and<br /> :D. Approaches to crosswalks.<br /> :E. Approaches to added uphill truck or passing lanes,<br /> :F. Approaches to controlled intersections, and<br /> :G. Approaches to lane transitions.<br /> <br /> No-passing zone marking shall be installed a minimum of 500 feet in advance of conditions as described in the previous paragraph.<br /> <br /> <br /> {{SpanID|fig620.2.3.1}}<br /> [[File:Figure 620.2.3.1 Marking Uphill Truck Lane.png|thumb|center|850px|alt=A horizontal roadway is shown with one lane in the eastbound direction and one lane in the westbound direction. An uphill truck lane is introduced in the eastbound direction. The pavement markings allow passing in the westbound direction and do not allow passing in the eastbound direction. In the right side of the figure, the uphill truck lane is terminated and the eastbound direction converts back to a single travel lane.<br /> |'''Figure 620.2.3.1''' Marking Uphill Truck Lane&lt;!--br&gt;&lt;br&gt;'''Notes:'''&lt;br&gt;&lt;ol style=&quot;margin-left: 1.2em;&quot;&gt;&lt;li&gt;X = Minimum length of 500' or 1/2L, whichever is greater.&lt;/li&gt;&lt;li&gt;See [[--|Section 3B.12]] for Lane-Reduction Transitions.&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> <br /> '''Option. '''The length of passing zone markings may be increased for sight distance limitations or based on engineering judgement.<br /> <br /> '''Standard. '''On two-way, two-lane or non-continuous three-lane roadways, such as uphill truck or passing lanes, where center line markings are installed, no-passing zones shall be established at vertical and horizontal curves and other locations where an engineering study indicates that passing must be prohibited because of inadequate sight distances or other special conditions. <br /> <br /> On roadways with center line markings, no-passing zone markings shall be used at horizontal or vertical curves where the passing sight distance is less than the minimum shown in [[#tab620.2.3|Table 620.2.3]] for the posted speed limit or the 85th-percentile speed.<br /> <br /> {{SpanID|tab620.2.3}}{{SpanID|tab3b1}}<br /> &lt;center&gt;<br /> {| class=&quot;wikitable&quot; style=&quot;text-align: center;&quot;<br /> |+ '''Table 620.2.3''' Minimum Passing Sight<br /> Distances for No-Passing Zone Markings<br /> |-<br /> ! 85th-Percentile or Speed Limit !! Minimum Passing Sight Distance<br /> |-<br /> | 25 mph || 500 feet<br /> |-<br /> | 30 mph || 500 feet<br /> |-<br /> | 35 mph || 550 feet<br /> |-<br /> | 40 mph || 600 feet<br /> |-<br /> | 45 mph || 700 feet<br /> |-<br /> | 50 mph || 800 feet<br /> |-<br /> | 55 mph || 900 feet<br /> |-<br /> | 60 mph || 1,000 feet<br /> |-<br /> | 65 mph || 1,100 feet<br /> |-<br /> | 70 mph || 1,200 feet<br /> |-<br /> |}<br /> &lt;/center&gt;<br /> <br /> <br /> <br /> {{SpanID|fig3b4}}<br /> [[File:Figure 620.2.3.2 Method of Locating and Determining the Limit of No-Passing Zones at Curves.png|thumb|center|900px|alt=&quot;A. A horizontal cross-section of a vertically curving roadway is shown, with the left and right halves labeled “Pavement profile.” At the far left, a vertical broken black line is labeled “a.” Farther right, just in advance of the crest of the curve, another vertical broken black line is labeled “b’.” To the right of the crest of the curve, a vertical broken black line is labeled “b,” and at the far right, another is labeled “a’.” On the left, a leader arrow points to line “a” and another to line “b” from the label “No-passing zone, a to b (in direction indicated).” On the right, a leader arrow points to line “a’” and another to line “b’” from the label “No-passing zone, a’ to b’ (in direction indicated).”At points on each of the four vertical black lines, a point above the surface of the pavement is labeled “3.5 ft.” A broken black line connecting these points on lines “a” and “b’” is labeled “Line of sight,” and another connecting these points on lines “b” and “a’” is also labeled “Line of sight.”On the left, a leader arrow points to line “a” and another to line “b’” from the label “Minimum passing sight distance for 85th-percentile speed or the speed limit.” On the right, a leader arrow points to line “b” and another to line “a’” from the label “Minimum passing sight distance for 85th-percentile speed or the speed limit.”<br /> B. A horizontal two-lane roadway is shown with a curve in the middle portion. Symbols for a house and trees are shown south of (on the inside of) the curve. The lanes are separated by a broken yellow line. <br /> At the left end of the roadway, a broken black line is shown across the width of the roadway and is labeled “a.” To the right, another broken black line is shown across the roadway and is labeled “b.” The dimension from “a” to “b” is labeled “No-passing zone, a to b (in direction indicated).” Between these two points, a solid yellow line is shown to the right of the broken yellow line between the lanes.<br /> At the right end of the roadway, a broken black line is shown across the width of the roadway and is labeled “b’.” Farther to the right, another broken black line is shown across the roadway and is labeled “a’.” The dimension from “a’ to b’” is labeled “No-passing zone, a’ to b’ (in direction indicated).” Between these points, a solid yellow line is shown to the right of the broken yellow line between the lanes.<br /> Two broken black lines denote distances labeled “Lines of sight.” One connects the point where the broken black line labeled “a” intersects the center of the roadway to the point where the line labeled “b’” intersects the center of the roadway, and the other connects the point where the line labeled “b” intersects the center of the roadway to the point where the line labeled “a’” intersects the center of the roadway.<br /> &quot;|'''Figure 620.2.3.2''' Method of Locating and Determining the Limits of No-Passing Zones at Curves]]<br /> <br /> <br /> '''Support.''' The values of the minimum passing sight distance that are shown in [[#tab620.2.3|Table 620.2.3]] are for operational use in marking no-passing zones and are less than the values that are suggested for geometric design in the “AASHTO Green Book – A Policy On Geometric Design Of Highways And Streets”.<br /> <br /> The passing sight distance on a vertical curve is the distance at which an object 3.5 feet above the pavement surface can be seen from a point 3.5 feet above the pavement (see [[#fig3b4|Figure 620.2.3.2]]). Similarly, the passing sight distance on a horizontal curve is the distance measured along the center line (or right-hand lane line of a three-lane roadway) between two points 3.5 feet above the pavement on a line tangent to the embankment or other obstruction that cuts off the view on the inside of the curve (see [[#fig3b4|Figure 620.2.3.2]]).<br /> <br /> The upstream end of a no-passing zone at point “a” in [[#fig3b4|Figure 620.2.3.2]] is that point where the sight distance first becomes less than that specified in [[#tab620.2.3|Table 620.2.3]]. The downstream end of the no-passing zone at point “b” in [[#fig3b4|Figure 620.2.3.2]] is that point at which the sight distance again becomes greater than the minimum specified.<br /> <br /> '''Standard. '''Where the distance between successive no-passing zones is less than 500 feet, no-passing zone markings shall connect the zones. If the calculated no passing zone is less than 500 feet, an additional length of marking shall be added to the leading end of the zone to lengthen it to the full 500 feet.<br /> <br /> '''Guidance. '''No-Passing Zone signs (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.43|EPG 903.3.43]]) should not be installed without prior approval from the State Highway Safety and Traffic Engineer.<br /> <br /> {{SpanID|fig3b5}}<br /> [[File:Figure 620.2.3.3 Application of Three-Lane, Two-Way Markings for Changing the Direction of the Center Lane.png|thumb|center|850px|alt=&quot;Segments of a vertical three-lane roadway are shown. A solid double yellow line is shown separating each lane from the others with the notation “Two directional no passing marking.” At the top and bottom of the figure where one segment (two total) of a broken white line shown to separate the two southbound lanes and the two northbound lanes, respectively. From the top and bottom of the figure, two lanes are shown transitioning to one lane. Before the taper begins, a solid white arrow is shown marked on the pavement pointing diagonally to the outer edge of the outside travel lane. A solid double yellow line is shown adjacent to each outside lane in this taper. The length of this taper is shown and labeled “Buffer zone.” Each taper and buffer zone between the solid double yellow lines is shown with “optional yellow diagonal markings.” |'''Figure 620.2.3.3''' Application of Three-Lane, Two-Way Markings for Changing the Direction of the Center Lane]]<br /> <br /> <br /> '''Standard. '''On three-lane roadways where the direction of travel in the center lane transitions from one direction to the other, a no-passing buffer zone, consisting of a flush median island (see [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#620.9.3| EPG 620.9.3]]) at least 50 feet in length, shall be provided in the center lane as shown in [[#fig3b5|Figure 620.2.3.3]]. A lane-reduction transition (see [[#620.2.14|EPG 620.2.14]]) shall be provided approaching each end of the buffer zone.<br /> <br /> On multi-lane, undivided roadways with two or more lanes in each direction, a minimum of one double yellow center line shall be used to separate the opposing directions of travel. If pavement width is available, the preferred center line marking would provide a painted median formed by two double yellow center lines separated by a minimum of 12 inches to provide greater separation between opposing lanes of travel. <br /> <br /> On continuous three-lane (passing lane) sections of roadway, the center line markings shall consist of two double yellow center lines separated by a minimum of 12 inches to separate the opposing directions of travel. See [[903.15 Typical Signing Applications#Figure_903.15.24_Typical_Signing_for_Passing_Lanes|Figure 903.15.24]] and [[232.2 Passing Lanes|EPG 232.2]] for additional guidance on passing lanes.<br /> <br /> On added uphill truck lanes, a no-passing zone marking shall be provided for the entire length of the ascending direction of travel. <br /> <br /> For the descending direction of travel, no-passing zone markings shall be provided for a minimum length of 500 feet or ½ the taper length (L), whichever is greater, in advance of and beyond the location where the uphill truck lane becomes full width (see [[#fig3b5|Figure 620.2.3.3]]). The length of any no-passing zone related to an uphill truck lane segment shall be increased to address sight distance limitations or based on engineering judgement.<br /> <br /> '''Option.''' A passing zone may be provided in the descending direction of travel within the uphill truck lane full-width segment being based on available sight distance and engineering judgement. <br /> <br /> <br /> {{SpanID|fig620.2.2.0.2}}{{SpanID|fig620.2.3.4}}<br /> [[File:Figure 620.2.3.4 Marking for Median Islands for Left Turn Bays.png|thumb|center|800px|alt=Two examples of horizontal, four-lane roadways are shown, with two westbound lanes on the top, two eastbound lanes on the bottom, and an eastbound left turn lane. A left-turn arrow marking is shown in the turn lanes. Before the turn lanes, an island is shown formed by solid double yellow lines on the outside and on the inside. The first example shows the island in the median with a shifting taper with dimension label &quot;L&quot; towards the east before the beginning of the left-turn lane and also shows a closing taper one hundred feet from the beginning of the turn lane to the middle of the turn lane. The second example shows the island in the median similar to the first example except excluding the closing taper. A left-turn channel marked with an “optional dotted extension” followed by a solid white line is shown to separate the left-turn lane from the through traffic lanes. <br /> |'''Figure 620.2.3.4''' Marking for Median Islands for Left Turn Bays&lt;!--br&gt;&lt;br&gt;'''Note:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Section 3B.11]].&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> <br /> '''Standard. '''Median bubbles shall be marked using double yellow center lines to form both sides of the bubble at the beginning of a left turn bay where the bubble separates travel in opposite directions. Each installation of these markings will require individual treatment; therefore, no set dimensions have been established for their placement. Additional markings, such as diagonal lines inside the bubble, if used, shall also be yellow in color (See [[#fig620.2.3.4|Figure 620.2.3.4]]).<br /> <br /> '''Guidance. '''The taper length of transition zones should not be less than the taper length calculated using the equations L = WS or L = WS&lt;sup&gt;2&lt;/sup&gt;/60 as defined in [[#620.2.14|EPG 620.2.14]]. Installation of these markings should conform to the established general patterns.<br /> <br /> =={{SpanID|620.2.4}}620.2.4 Establishing and Recording No Passing Zones==<br /> <br /> '''Standard. '''The establishment of no passing zones shall be accomplished using two vehicles maintaining a predetermined distance. This distance will mark the beginning and end of the no passing zone section where a target 3.5 ft. above the road surface on the lead vehicle is just out of sight of the driver of the trailing vehicle, whose eye level is 3.5 ft. above the road surface. The use of a highly visible target, such as a flashing amber light, is recommended.<br /> <br /> The line of sight used by the trailing vehicle observer shall remain within the limits of the pavement and/or shoulder. Due to current mowing practices, sight distance viewed across any other right of way can be obscured at various times of the year due to seasonal vegetation and right of way which has not been mowed (see [[#fig3b4|Figure 620.2.3.2]]).<br /> <br /> '''Guidance. '''The distance between the vehicles should be maintained constant and equal to the minimum passing sight distance value being used. A printed log of the no passing zone should be kept by the district office and copies given to the regional maintenance superintendents so no passing zones can be relocated after maintenance operations.<br /> <br /> '''Support. '''The most effective way to maintain spacing between vehicles is to space the two vehicles apart the required sight distance and zero out the distance measuring equipment (DME). As the two vehicles move forward, the lead vehicle broadcasts the distance displayed on their DME to the trailing vehicle who works to match the distance on their DME device. <br /> <br /> This method of determining no passing zones can be challenging and requires two vehicles, multiple people, and slower travel speeds to be accomplished safely. For longer road segments, on-call contractor-based measurement and reporting systems could be used.<br /> <br /> =={{SpanID|620.2.5}}620.2.5 Center Line Markings on Bridges==<br /> <br /> '''Standard. '''The center line markings on bridges, having a clear roadway width of 16 ft. or greater, shall be the same as that marked on the adjoining roadway.<br /> <br /> Center line markings shall not be placed on one lane bridges. When dealing with this type of bridge, the center line markings shall stop a distance of 500 ft. from each edge of the bridge deck. Therefore, the length of surface not receiving center line marking shall be 1,000 ft. plus the length of the bridge deck. These bridges will, however, receive the appropriate one-lane bridge markings (see [[#620.2.12|EPG 620.2.12]]).<br /> <br /> =={{SpanID|620.2.6}}620.2.6 Pavement Markings for Two-Way Left-Turn Lanes (MUTCD Section 3B.05)==<br /> <br /> '''Support.''' Two-way left turn lanes may be established by the district if the roadway meets all of the guidelines listed in [[232.3 Two - Way Left - Turn Lanes|EPG 232.3]].<br /> <br /> '''Standard. '''If a two-way left-turn lane is used, the lane line pavement markings on each side of the two-way left-turn lane shall consist of a normal width broken (intermittent) yellow line and a normal width solid yellow line to delineate the edges of a lane that can be used by traffic in either direction as part of a left-turn maneuver. These markings shall be placed with the broken (intermittent) line toward the two-way left-turn lane and the solid line toward the adjacent traffic lane as shown in [[#fig3b7|Figure 620.2.2]].<br /> <br /> '''Standard. '''White two-way left-turn lane-use arrows shall be used at or just downstream from the beginning of a two-way left-turn lane to indicate the proper use of these lanes. The left-turn arrows shall be installed in pairs, one arrow per direction.<br /> <br /> '''Guidance. '''The pairs of arrows should be installed a maximum of 500 ft. apart, with the two arrows in the pair being 8 to 16 ft. apart (see [[#fig3b7|Figure 620.2.2]]) along a two-way left-turn lane.<br /> <br /> '''Standard. '''A single-direction lane-use arrow shall not be used in a lane bordered on both sides by yellow two-way left-turn lane longitudinal markings. <br /> <br /> '''Guidance. '''Signs should be used in conjunction with the two-way left-turn markings (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.29|EPG 903.2.29]]).<br /> <br /> Two-way left-turn lane markings should not extend to intersections (see definition in [[:Category:911 General (MUTCD Part 1) #911.3.2|EPG 911 (MUTCD Section 1C.02)]]).<br /> <br /> '''Option.''' Two-way left-turn lanes may be transitioned to mandatory left-turn lanes as shown in [[#fig3b7|Figure 620.2.2]] or painted median islands where they approach an intersection.<br /> <br /> '''Support.''' [[913.1 General (MUTCD Chapter 8A) #913.1.6|EPG 913.1.6]] contains guidance information for discontinuing a two-way left-turn lane in the immediate vicinity of a highway-rail or highway-LRT grade crossing.<br /> <br /> =={{SpanID|620.2.7}}620.2.7 White Lane Line Pavement Markings (MUTCD Section 3B.06)==<br /> <br /> '''Standard. '''When used, lane line pavement markings delineating the separation of traffic lanes that have the same direction of travel shall be white.<br /> <br /> Lane line markings shall be used on all freeways and Interstate highways. Lane line markings shall be used on all roadways that are intended to operate with two or more adjacent traffic lanes in the same direction of travel. <br /> <br /> '''Guidance. '''Lane lines should be offset approximately 2 in. from the longitudinal pavement joint. The 2 in. offset should be the space between the longitudinal joint and the edge of the lane line. See [https://www.modot.org/media/16896 Standard Plan 620]<br /> <br /> Lane line markings should be used at congested locations where the roadway will accommodate more traffic lanes with lane line markings than without the markings.<br /> <br /> The lane width delineated by lane line pavement markings should not be less than 10 feet.<br /> <br /> '''Support. '''Examples of lane line markings are shown in [[#fig3b2|Figure 620.2.1.2]], and [[#fig3b7|620.2.2]] through [[#fig620.2.7.2|620.2.7.2]].<br /> <br /> '''Standard.''' Except as provided in the first paragraph of [[#620.2.8| EPG 620.2.8]], where crossing the lane line markings with care is not discouraged or prohibited, the lane line markings shall consist of a normal width broken (intermittent) white line.<br /> <br /> Broken (intermittent) white lane line pavement markings and dotted lane line markings on new concrete pavements shall be enhanced by the use of contrast markings (see [[620.1_General_(MUTCD_Chapter_3A)#620.1.3|EPG 620.1.3]]).<br /> <br /> Where crossing the lane line markings is discouraged, the lane line markings shall consist of a normal width solid white line.<br /> <br /> '''Guidance. '''A solid white lane line marking should be used on approaches to:<br /> :A. Intersections to separate a through lane from a mandatory turn lane.<br /> :B. Intersections to separate contiguous mandatory turn lanes from each other.<br /> :C. Channelized movements or obstructions.<br /> <br /> '''Option.''' Solid white lane line markings may be used:<br /> :A. On approaches to intersections to separate contiguous through lanes.<br /> :B. To separate through traffic lanes from auxiliary lanes, such as an added uphill truck lane.<br /> :C. On approaches to crosswalks across multi-lane roadways.<br /> <br /> Wide solid lane line markings may be used for greater emphasis.<br /> <br /> A curved transition may be used where an edge line, channelizing line, or dotted extension line changes direction.<br /> <br /> '''Support. '''Examples of locations where a curved transition can have value include freeway exit and entrance ramps, and turn lanes.<br /> <br /> '''Standard. '''Where crossing the lane line markings is prohibited, the lane line markings shall consist of a solid double white line (DWL).<br /> <br /> The State Highway Safety and Traffic Engineer must approve the use of a solid DWL.<br /> <br /> '''Guidance. '''A solid DWL should be used to address an identifiable need.<br /> <br /> Use signs in advance of the area delineated by a solid DWL to provide motorists an opportunity to adjust to the condition.<br /> <br /> =={{SpanID|620.2.8}}620.2.8 White Lane Line Markings for Non-Continuing Lanes (Section 3B.07)==<br /> <br /> '''Standard. '''A normal width dotted white line marking shall be used as the lane line to separate a through lane that continues beyond the interchange or intersection from an adjacent deceleration or acceleration lane. <br /> <br /> For exit ramps with a parallel deceleration lane, a normal width dotted white lane line shall be installed from the upstream end of the taper to the theoretical gore or to the upstream end of a solid white lane line, if used, that extends upstream from the theoretical gore as shown in Drawings A and C in [[#fig3b9s1|Figure 620.2.8.1]] and [[#fig3b9s2|620.2.8.2]].<br /> <br /> For an exit ramp with a tapered deceleration lane, a normal width dotted white line extension shall be installed from the theoretical gore through the taper area such that it meets the edge line at the upstream end of the taper as shown in Drawing B in [[#fig3b9s1|Figure 620.2.8.1]].<br /> <br /> For entrance ramps with a parallel acceleration lane, a normal width dotted white lane line shall be installed from the downstream end of a solid white lane line, if used, that extends downstream from the theoretical gore, to the upstream end of the acceleration taper, as shown in Drawing A in [[#fig3b10|Figure 620.2.8.3]].<br /> <br /> {{SpanID|fig3b9s1}}{{SpanID|fig620.2.8.1}}<br /> [[File:Figure 620.2.8.1 Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings (Sheet 1 of 2).png|thumb|center|900px|alt=&quot;A. This first example shows two northbound lanes of a vertical, divided highway. Near the bottom of this example, a deceleration lane is added to the right of the two through lanes, leading to a right exit ramp. The deceleration lane runs parallel to the through lanes and is separated from them by a dotted white line. The dotted white line changes to a solid white line in advance of the “theoretical gore.” At the theoretical gore, the dotted white line becomes solid “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” The exit ramp curves away to the right.<br /> B. A second example shows two northbound lanes of a vertical, divided highway. Near the bottom of this example, a deceleration lane is added to the right of the two through lanes, leading to a right exit ramp. The tapered deceleration lane immediately angles away from the through lanes and is separated from them by a dotted white line. At the “theoretical gore,” the dotted white line becomes solid “wide white channelizing lines” and another solid wide white line angles off along the left edge of the exit ramp, forming an elongated white triangle or neutral area in front of the “physical gore.” The exit ramp angles off to the right.&quot; |'''Figure 620.2.8.1''' Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings ''(Sheet 1 of 2)'']]<br /> <br /> {{SpanID|fig3b9s2}}{{SpanID|fig620.2.8.2}}<br /> [[File:Figure 620.2.8.2 Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings (Sheet 2 of 2).png|thumb|center|900px|alt=C. This example shows four northbound lanes of a vertical, divided highway. Near the bottom of this example, a deceleration lane is added to the right of the four northbound through lanes, leading to a right exit ramp. The deceleration lane runs parallel to the northbound through lanes and is separated from them by a dotted white line. The dotted white line changes to a &quot;wide solid white lane line” in advance of the “theoretical gore.” At the theoretical gore, the “normal width or wide solid white lane line” continues along the exit ramp to the “physical gore” and a “normal width dotted white lane line” continues north toward a white triangle or neutral area. The exit lane is wide enough that the solid wide line is shown separating the left and right exit lanes. On the left side of the left exit lane, white channelizing lines form a white triangle or neutral area in front of the physical gore.|'''Figure 620.2.8.2''' Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings ''(Sheet 2 of 2)'']]<br /> <br /> {{SpanID|fig3b10}}{{SpanID|fig620.2.8.3}}<br /> [[File:Figure 620.2.8.3 Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings.png|thumb|center|900px|alt=&quot;Two examples of two northbound lanes of a vertical, divided highway are shown.A. Near the bottom of this first example, a curving entrance ramp is added to the right of the through lanes, creating a parallel acceleration lane. Where the ramp joins the highway at the “physical gore,” the solid white line on the right edge of the right lane and the solid yellow line on the left edge of the entrance ramp become “wide white channelizing lines.” These lines form a triangle or “neutral area” in between them in front of the “physical gore.” The solid white line extending from the triangle or neutral area is labeled the “theoretical gore” and noted as a “wide or normal width solid white lane line (variable length) or normal width dotted white lane line.” The acceleration lane runs parallel to the rightmost through lane and is separated from it by a dotted white line. B. Near the bottom of this second example, an entrance ramp is added to the right of the right through lanes at an angle, creating a tapered acceleration lane. Where the ramp joins the highway at the “physical gore,” the solid white line on the right edge of the right through lane and the solid yellow line on the left edge of the entrance ramp become “wide white channelizing lines.” These lines then become a white triangle or neutral area north of the “physical gore.” The point of the triangle formed by the “wide white channelizing lines” is the “theoretical gore.” At this point, both the right through lane and the entrance lane are “full lane width.”&quot; |'''Figure 620.2.8.3''' Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings]]<br /> <br /> {{SpanID|fig3b11}}{{SpanID|fig3b11s1}}{{SpanID|fig620.2.8.4}}<br /> [[File:Figure 620.2.8.4 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 1 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with five northbound lanes. Four of the northbound lanes extend past an “exit ramp,” while the rightmost lane angles off to the right to become the exit ramp. In the middle of this example, the far-right lane is shown becoming the deceleration lane, leading to a right exit ramp. The deceleration lane is shown separated from the rightmost northbound through lane by a “wide dotted white lane line.” It is shown changing to an optional “wide solid white lane line” in advance of the “theoretical gore.” At the theoretical gore, the lane line joins the edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” This triangle is shown with “white chevron markings in the neutral area.” The exit ramp angles away to the right. |'''Figure 620.2.8.4''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 1 of 6)'']]<br /> <br /> {{SpanID|fig3b11s2}}{{SpanID|fig620.2.8.5}}<br /> [[File:Figure 620.2.8.5 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 2 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with five northbound lanes. Four of the northbound lanes extend past an exit ramp, and the rightmost lane angles off to the right to become the exit ramp. In the middle of the example, the far-right lane becomes the deceleration lane, leading to a right exit ramp. The deceleration lane is shown separated from the rightmost northbound through lane by a “wide dotted white lane line.” It is shown changing to a “wide solid white lane line” in advance of the “theoretical gore.” At the theoretical gore, the lane line continues along the exit ramp to the “physical gore”. The exit lane is wide enough that the solid white line is shown separating the left and right exit lanes. On the left side of the left exit lane, the lane line joins the edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the physical gore. |'''Figure 620.2.8.5''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 2 of 6)'']]<br /> <br /> {{SpanID|fig3b11s3}}{{SpanID|fig620.2.8.6}}<br /> [[File:Figure 620.2.8.6 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 3 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with four northbound lanes. Two of the northbound lanes extend past an exit ramp, and the two rightmost lanes angle off to the right to become an exit ramp. Near the bottom of the example, the two rightmost lanes are shown becoming the deceleration lanes, leading to a right exit ramp. The deceleration lanes are shown separated from the rightmost of the two remaining northbound through lanes by a “wide dotted white lane line.” It is shown changing to a “wide solid white lane line” in advance of the “theoretical gore.” The right exit ramp is wide enough that the broken white line is shown separating the left and right exit lanes. On the left side of the left exit lane, the lane line joins the edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” |'''Figure 620.2.8.6''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 3 of 6)'']]<br /> <br /> {{SpanID|fig3b11s4}}{{SpanID|fig620.2.8.7}}<br /> [[File:Figure 620.2.8.7 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 4 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with four northbound lanes. Two of the northbound lanes split to the left and two split to the right. Near the bottom of this example, the two leftmost northbound lanes are shown separated from the two rightmost lanes by a “wide dotted white lane line.” The dotted lane line changes to a “wide solid white lane line” in advance of a “theoretical gore.” The lane line splits into two “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore” between the left and right lanes. Beyond the physical gore, two through lanes curve to the left and two curve right. |'''Figure 620.2.8.7''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 4 of 6)'']]<br /> <br /> {{SpanID|fig3b11s5}}{{SpanID|fig620.2.8.8}}<br /> [[File:Figure 620.2.8.8 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 5 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with three northbound lanes, where the left northbound lane splits to the left, the middle lane has the option of splitting to the left or right, and the right lane splits to the right. Near the bottom of this example, the right lane is shown separated from the middle lane by a “wide dotted white lane line.” The dotted lane line is shown changing to a “wide solid white lane line” as it curves to the right. The middle lane splits to the right with the right lane. The middle lane splits to the left and continues north with the left lane. Beyond the neutral area and physical gore, two through lanes continue north to the left and two lanes curve to the right. |'''Figure 620.2.8.8''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 5 of 6)'']]<br /> <br /> {{SpanID|fig3b11s6}}{{SpanID|fig620.2.8.9}}<br /> [[File:Figure 620.2.8.9 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 6 of 6).png||thumb|center|850px|alt=This example shows two northbound lanes of a divided vertical highway with an auxiliary lane in between an entrance ramp at the bottom of this example and an exit ramp at the top of this example. Near the bottom of this example, a curving entrance ramp is added to the right of the through lanes. Where the ramp joins the highway, the solid white line on the right edge of the right lane and the solid yellow line on the left edge of the entrance ramp become wide solid white lines that then become a white triangle or neutral area in front of the “physical gore.” These solid lines then become “white channelizing lines” that join at the “theoretical gore” and continue as a “wide solid white lane line.” This auxiliary lane runs parallel to the rightmost through lane and is separated from it by a dotted white line. Further north, the dotted white line changes to a “wide solid white lane line” in advance of the “theoretical gore” at an exit ramp to the right. The auxiliary lane angles to the right to become the exit ramp. On the left side of the exit ramp, the white lane line joins the white edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” |'''Figure 620.2.8.9''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 6 of 6)'']]<br /> <br /> <br /> {{SpanID|fig3b12}}{{SpanID|fig3b12s1}}{{SpanID|fig620.2.8.10}}<br /> [[File:Figure 620.2.8.10 Example of Applications of Conventional Road Lane-Drop Markings (Sheet 1 of 2).png|thumb|center|850px|alt=Segments of the northbound lanes of a vertical highway are shown. At the bottom of the example, three northbound through lanes are shown. A left-turn lane is shown in addition to the through lanes in advance of the intersection, and a white stop line is shown across all four lanes of the vertical highway at the intersection. At the top of the figure, a horizontal roadway is shown intersecting the vertical highway, which continues north of the intersection as only two through lanes. On the vertical roadway, near the bottom of the figure, the broken white line separating the right lane from the middle lane changes to a wide dotted white lane line, which changes to a wide solid white lane line further north. Where the “wide solid white lane line” begins, between the right-turn lane and right through lane traveling northbound, the word “ONLY” in white is shown on the pavement, followed by a solid white right-turn arrow, the word “ONLY” again, and another right-turn arrow at the stop line at the intersection. This right-turn lane is not shown continuing on the north side of the intersection. Where the “wide solid white lane line” begins between the right-turn lane and right through lane, a left-turn lane is shown to the left of the left through lane. A white left-turn arrow is shown on the pavement in this lane, followed by a second left-turn arrow near the intersection. Closer to the intersection, the white dotted line is shown as a solid white lane line, continuing to the stop line at the intersection. This left-turn lane is not shown continuing on the north side of the intersection. Size, location, and spacing distances between pavement markings are shown. The broken white line between the through lanes changes to a solid white lane line closer to the intersection. These two lanes are shown continuing on the north side of the intersection.<br /> |'''Figure 620.2.8.10''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 1 of 2)'']]<br /> <br /> {{SpanID|fig3b12s2}}{{SpanID|fig620.2.8.11}}<br /> [[File:Figure 620.2.8.11 Example of Applications of Conventional Road Lane-Drop Markings (Sheet 2 of 2).png|thumb|center|850px|alt=&quot;North of the first intersection, broken white lines separate the two through lanes from each other. A left-turn lane is shown in addition to the through lanes and right-turn lane in advance of the second intersection, and a white stop line is shown across all four lanes of the vertical highway at the intersection with the second horizontal roadway. The vertical highway is shown continuing north of the second intersection as only two through lanes. The right-turn lane is separated from the right through lane by a “wide dotted white lane line” that changes to a “wide solid white lane line” further north. Where the “wide solid white lane line” begins between the right-turn lane and right through lane, the word “ONLY” in white is shown on the pavement in this lane, followed by a solid white right-turn arrow, the word “ONLY” again, and another right-turn arrow at the stop line at the intersection. This right-turn lane is not shown continuing on the north side of the intersection. Where the “wide solid white lane line” begins between the right-turn lane and right through lane, a left-turn lane is shown added to the left of the left through lane. A solid white left-turn arrow is shown on the pavement in this lane, followed by a second left-turn arrow near the second intersection. Closer to the intersection, the white dotted line is shown as a solid white lane line, continuing to the stop line at the second intersection. This left-turn lane is not shown continuing on the north side of the second intersection. Size of and location and spacing distances between pavement markings are shown.<br /> The broken white line between the two through lanes changes to a solid white lane line closer to the intersection. These two lanes are shown continuing on the north side of the second intersection. The second example shows all of the same markings as the first example except that, north of the first intersection, the right-turn lane is separated from the right through lane by a “normal width broken white lane line” that changes to a “wide dotted white lane line” before changing again to a “wide solid white lane line.”<br /> &quot;<br /> |'''Figure 620.2.8.11''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 2 of 2)'']]<br /> <br /> '''Option. '''For entrance ramps with a parallel acceleration lane, a normal width dotted white line extension may be installed from the upstream end of the acceleration taper to the downstream end of the acceleration taper, as shown in Drawing A in [[#fig3b10|Figure 620.2.8.3]].<br /> <br /> For entrance ramps with a tapered acceleration lane, a normal width dotted white line extension may be installed from the downstream end of the channelizing line adjacent to the through lane to the downstream end of the acceleration taper, as shown in Drawing B in [[#fig3b10|Figure 620.2.8.3]].<br /> <br /> '''Standard.''' A wide dotted white lane line shall be used:<br /> : A. As a lane drop marking in advance of lane drops at exit ramps to distinguish a lane drop from a normal exit ramp (see Drawings A, B, and C in [[#fig3b11s1|Figures 620.2.8.4]] through [[#fig3b11s3|620.2.8.6]]),<br /> : B. In advance of freeway route splits with dedicated lanes (see Drawing D in [[#fig3b11s4|Figure 620.2.8.7]]),<br /> : C. In advance of freeway route splits with an option lane (see Drawing E in [[#fig3b11s5|Figure 620.2.8.8]]),<br /> : D. To separate a through lane that continues beyond an interchange from an adjacent continuous auxiliary lane between an entrance ramp and an exit ramp (see Drawing F in [[#fig3b11s6|Figure 620.2.8.9]]),<br /> : E. As a lane drop marking in advance of lane drops at intersections to distinguish a lane drop from an intersection through lane (see Drawing A in [[#fig3b12s1|Figure 620.2.8.10]]), and<br /> : F. To separate a through lane that continues beyond an intersection from an adjacent auxiliary lane between two intersections (see Drawing B in [[#fig3b12s2|Figure 620.2.8.11]]).<br /> <br /> The dotted white lane lines that are used for lane drop markings and that are used as a lane line separating through lanes from auxiliary lanes shall consist of line segments that are 3 feet in length separated by 9-foot gaps.<br /> <br /> '''Guidance. '''Lane drop markings used in advance of lane drops at freeway and expressway exit ramps should begin at least ½ mile in advance of the theoretical gore. <br /> <br /> '''Option. '''On the approach to a multi-lane exit ramp having an optional exit lane that also carries through traffic, lane line markings may be used as illustrated in Drawing B in [[#fig3b11s2|Figure 620.2.8.5]].<br /> <br /> '''Guidance. '''Lane drop markings used in advance of lane drops at intersections should begin a distance in advance of the intersection that is determined by engineering judgment as suitable to enable drivers who do not desire to make the mandatory turn to move out of the lane being dropped prior to reaching the queue of vehicles that are waiting to make the turn. The lane drop markings should begin no closer to the intersection than the most upstream regulatory or warning sign associated with the lane drop.<br /> <br /> '''Support.''' [[#620.2.21|EPG 620.2.20]] and [[#620.2.22|620.2.22]] contain information regarding other markings that are associated with lane drops, such as ONLY word pavement markings and lane-use arrows.<br /> <br /> [[#620.2.14|EPG 620.2.14]] contains information about the lane line markings that are to be used for transition areas where the number of through lanes is reduced at a location that is not at an interchange or intersection. <br /> <br /> '''Option. '''In the case of a lane drop at an exit ramp or intersection, a solid white line may replace a portion, but not all of the length, of the wide dotted white lane line (See [[#fig3b11s1|Figures 620.2.8.4]] through [[#fig3b11s6|620.2.8.9]]).<br /> <br /> =={{SpanID|620.2.9}}620.2.9 Channelizing Lines (MUTCD Section 3B.08)==<br /> <br /> '''Support.''' Channelizing lines are used to form neutral areas where traffic traveling in the same general direction is permitted on both sides including entrance and exit ramps, access and egress points to and from managed lanes, and left-turn lanes separated from through lanes. Channelizing lines are also sometimes used to alter travel paths for speed management or other purposes.<br /> <br /> [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)|EPG 620.9]] contains information for the application of channelizing lines used in conjunction with islands.<br /> <br /> '''Standard.''' Except as provided in the third Option paragraph of [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#620.9.5| EPG 620.9.5]], a channelizing line shall be a solid wide white line.<br /> <br /> Channelizing lines used to mark gores shall be wide solid white lines.<br /> <br /> '''Support.''' Examples of channelizing line applications are shown in [[#fig3b9s2|Figures 620.2.8.2]], [[#fig3b10|620.2.8.3]], [[#fig3b11s1|620.2.8.4]], Drawing C in [[#fig3b-15s2|Figure 620.2.15.2]], [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#fig3j1|Figures 620.9.2]] through [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#fig3j5|620.9.4.4]], and [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#fig3j6|Figure 620.9.7]].<br /> <br /> '''Standard.''' For all exit ramps and for entrance ramps with parallel acceleration lanes, channelizing lines shall be placed on both sides of the neutral area (see [[#fig3b9s1|Figure 620.2.8.1]], [[#fig3b9s2|Figure 620.2.8.2]], Drawing A in [[#fig3b10|Figure 620.2.8.3]], and [[#fig3b11s1|Figures 620.2.8.4]] through [[#fig3b11s6|620.2.8.9]]).<br /> <br /> For entrance ramps with tapered acceleration lanes, the channelizing lines shall extend to the theoretical gore as shown in Drawing B in [[#fig3b10|Figure 620.2.8.3]].<br /> <br /> Other pavement markings in the neutral area shall be white.<br /> <br /> '''Support.''' Pavement markings within the neutral area include chevron markings (see [[#620.2.24|EPG 620.2.24]]).<br /> <br /> =={{SpanID|620.2.10}}620.2.10 Edge Line Pavement Markings (MUTCD Section 3B.09)==<br /> <br /> '''Standard. '''If used, edge line pavement markings shall delineate the right or left edges of a roadway.<br /> <br /> Except as provided in [[620.5 Preferential Lane Markings for Motor Vehicles (MUTCD Chapter 3E)#620.5.4|EPG 620.5.4]], right edge line pavement markings, if used, shall consist of a normal width solid white line to delineate the right-hand edge of the roadway. <br /> <br /> If used on the roadways of divided highways or one-way streets, or on any ramp in the direction of travel, left edge line pavement markings shall consist of a normal width solid yellow line to delineate the left-hand edge of a roadway or to indicate driving or passing restrictions left of these markings, except as provided in [[620.5 Preferential Lane Markings for Motor Vehicles (MUTCD Chapter 3E)#620.5.4|EPG 620.5.4]].<br /> <br /> '''Guidance.''' When solid wide lines are used at entrance or exit ramps, the additional width of the wide line should encroach on the through lane of the highway (see [[#fig620.2.10|Figure 620.2.10]]).<br /> <br /> '''Support. '''Edge line markings provide visual references to guide road users during adverse weather and visibility conditions. <br /> <br /> '''Guidance. '''Edge line markings should not be continued through intersections, except for the following situations:<br /> :A. Dotted edge line extensions (see [[#620.2.13|EPG 620.2.13]]), or<br /> :B. Through that part of an intersection with no intersection approach (such as the far side of a T-intersection).<br /> <br /> '''Support.''' [[#620.2.13|EPG 620.2.13]] contains information on the use and application of edge lines through intersections, interchanges, and driveways.<br /> <br /> {{SpanID|fig620.2.10}}<br /> [[File:Figure 620.2.10 Example of Channelizing Line Markings at Ramp Gores.jpg|thumb|center|900px|alt=|'''Figure 620.2.10''' Example of Channelizing Line Markings at Ramp Gores]]<br /> <br /> =={{SpanID|620.2.11}}620.2.11 Warrants for Use of Edge Lines (MUTCD Section 3B.10)==<br /> <br /> '''Standard.''' Edge line markings shall be placed on paved streets or highways with the following characteristics:<br /> : A. Freeways,<br /> : B. Expressways, and<br /> : C. Routes with a traveled way of 20 feet or more in width and an ADT of 400 vehicles per day or greater.<br /> <br /> '''Option.''' Edge line markings may be excluded, based on engineering judgment, for reasons such as if the traveled way edges are delineated by curbs, parking, or other markings.<br /> <br /> If a bicycle lane is marked on the outside portion of the traveled way, the edge line that would mark the outside edge of the bicycle lane may be omitted.<br /> <br /> Edge line markings may be used where edge delineation is desirable to minimize unnecessary driving on paved shoulders or on refuge areas that have lesser structural pavement strength than the adjacent roadway.<br /> <br /> =={{SpanID|620.2.12}}620.2.12 Bridge Edge Lines==<br /> <br /> '''Standard. '''Bridges that are located on routes authorized for edge lines shall be striped in accordance with the following classifications (see [[#fig620.2.12.1|Figure 620.2.12.1]] and [[#fig620.2.12.2|Figure 620.2.12.2]]):<br /> :A. Non-shoulder width bridges that have been constructed with a deck less than 2 ft. wider than the adjacent roadway on each side of the pavement shall not have the edge line placed on the bridge deck. The edge line shall end on the adjacent roadway 50 ft. from the bridge deck.<br /> :B. Bridges wider than the roadway pavement by more than 2 ft. on each side shall receive edge line that will be continuous with that of the adjoining roadway.<br /> :C. Three lane bridges designed and constructed with an additional lane for future use shall be marked as a two lane bridge. The edge line in these cases shall not be offset to provide for the usage of the third lane and the edge line will be continuous across the bridge.<br /> :D. One lane, weight restricted bridges have a reduced driving surface due to an inability to carry the weight of two lanes of traffic. These bridges shall be marked using a wide white edge line that forms a 12 ft. travel lane on the bridge deck. These edge lines shall then taper from the edge of the bridge deck 200 ft. to the edge of the roadway pavement. The center line marking, if applicable, shall end 500 ft. from the end of the bridge deck.<br /> :E. One lane bridges with width restrictions, having a clear traveling surface 16 ft. or less shall be marked using a wide white edge line that forms a 12 ft. travel lane on the bridge deck. These edge lines shall then taper from the edge of the bridge deck 200 ft. to the edge of the roadway pavement. The center line marking, if applicable, shall end 500 ft. from the end of the bridge deck.<br /> <br /> '''Guidance. '''Special attention should be given to all bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway.<br /> <br /> '''Standard. '''If bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway are on routes authorized for center line marking, but not edge line marking, a segment of edge line shall be marked to delineate the travel way of the bridge. The edge line marking for these bridges shall begin 500 ft. ahead of, and end 500 ft. beyond, the bridge deck. These markings are intended to guide vehicles from the wider bridge deck to the narrower adjacent roadway (see [[#fig620.2.12.1|Figure 620.2.12.1]] and [[#fig620.2.12.2|Figure 620.2.12.2]].)<br /> <br /> {{SpanID|fig620.2.12.1}}<br /> [[File:Figure 620.2.12.1 Edge Line Striping for Two-Lane, Two-Way Bridges.png|thumb|center|561px|alt=&quot;The figure shows four examples of bridge edge line striping.<br /> For non-shoulder width bridges, when the bridge deck is less than 2 feet wider than the roadway, edge lines extend 50 feet from the edge of the bridge deck but do not continue across the bridge.<br /> For bridges wider than pavement, when the bridge deck is 2 feet or greater in width beyond the roadway, edge lines are shown continuous across the bridge.<br /> For bridges on routes without edge lines, if a route is authorized for no-passing zone markings but not edge lines, the bridge still receives edge lines marked across its deck.<br /> For three-lane bridges, when the bridge deck is 3 lanes wide but the roadway is only 2 lanes, edge lines continue across the bridge in alignment with the roadway’s edge lines.&quot;<br /> |&lt;center&gt;'''Figure 620.2.12.1''' Edge Line Striping for Two-Lane, Two-Way Bridges''&lt;/center&gt;]]<br /> <br /> {{SpanID|fig620.2.12.2}}<br /> [[File:Figure 620.2.12.2 Edge Line Striping for Single Lane Bridges.png|thumb|center|561px|alt=&quot;The figure shows pavement marking layouts for one-lane bridges on two-way, two-lane roadways.<br /> On both examples, the roadway narrows to a single lane across the bridge, indicated by tapering edge lines that converge before the bridge and continue straight across its deck. A centerline is shown approaching the bridge, with edge lines drawn to mark the narrowing section. Arrows indicate two-way traffic sharing the single-lane bridge.<br /> The left example and right example are nearly identical, one used when weight restrictions apply and the other for when width restrictions apply.&quot;<br /> |&lt;center&gt;'''Figure 620.2.12.2''' Edge Line Striping for Single Lane Bridges''&lt;/center&gt;]]<br /> <br /> =={{SpanID|620.2.13}}620.2.13 Application of Pavement Markings Through Intersections or Interchanges (MUTCD Section 3B.11)==<br /> <br /> '''Standard. '''Pavement markings extended into or continued through an intersection or interchange area shall be the same color as the line markings they extend (see [[#fig620.2.13.1|Figure 620.2.13.1]] and [[#fig620.2.13.2|Figure 620.2.13.2]]).<br /> <br /> Intersections that provide more than one turn lane per movement shall have dotted extension lines for traffic to follow through the intersection, except as provided in the following Option paragraph. These lines shall be marked with dotted extension lines (2-foot line segments separated by 4-foot gaps), and shall follow the appropriate turning radius of the intersection. This line shall begin at the solid white lane line of the left turn bay and end at the lane line delineating the lanes the traffic is being channelized to. Dotted extension lines shall not be marked within crosswalks.<br /> <br /> '''Option. '''Exceptions will be allowed when the dotted extension lines for opposing dual left-turn movements overlap in a manner that may cause driver confusion.<br /> <br /> '''Guidance. '''Pavement markings extended into or continued through an intersection or interchange area should be at least the same width as the line markings they extend.<br /> <br /> Where highway design or reduced visibility conditions make it desirable to provide control or to guide vehicles through an intersection or interchange, such as at offset, skewed, complex, or multi-leg intersections, on curved roadways, where multiple turn lanes are used, or where offset left-turn lanes might cause driver confusion''', '''dotted lane line extension markings consisting of 2-foot line segments and 4-foot gaps should be used to extend longitudinal line markings through an intersection or interchange area.<br /> <br /> In areas of limited sight distance due to vertical and/or horizontal curves, an edge line extension may be used to delineate acceleration and deceleration lanes.<br /> <br /> '''Standard. '''Extensions of center lines through intersections shall be dotted lines. <br /> <br /> '''Guidance. '''Where a double line is extended through an intersection, a single line of equal width to one of the lines of the double line should be used.<br /> <br /> '''Standard. '''Solid lines shall not be used to extend edge lines into or through intersections except through that part of an intersection with no intersecting approach (such as at the far side of a T-intersection). <br /> <br /> '''Guidance. '''Edge line markings should be discontinued across intersecting approaches at intersections or interchanges.<br /> <br /> Driveways that do not meet the definition of an intersection (see [[:Category:911 General (MUTCD Part 1) #911.3.2|EPG 911 (MUTCD Section 1C.02)]]) should have edge line markings maintained across the intersecting approach of the driveway.<br /> <br /> '''Option. '''Dotted edge line extensions may be placed through intersections.<br /> <br /> Edge line extension lines may be used at the district's discretion.<br /> <br /> '''Guidance. '''Durable pavement markings should be used for edge line extensions. An attempt should be made to keep the painted portion of this line out of the wheel tracks to promote longer life.<br /> <br /> For a divided highway, the edge line at an intersection should begin and end at the taper points when the intersection has no deceleration lanes. Where deceleration lanes are present, the edge line should continue along the outside of the deceleration lane to the beginning of the turn radius (see [[#fig620.2.13.3|Figure 620.2.13.3]]).<br /> <br /> {{SpanID|fig620.2.13.1}}<br /> [[File:Figure 620.2.13.1 Examples of Line Extensions through Intersections (Sheet 1 of 2).png|thumb|center|800px|alt=&quot;A: The intersection of a two-lane, two-way horizontal roadway with a vertical roadway with four southbound lanes is shown. The two-lane roadway has a double solid yellow line dividing the two lanes and solid white stop lines across the approach lane on each side of the intersection. The four lanes on the south side of the intersection are offset to the right of the four lanes on the north side of the intersection. Broken white lines separate the four lanes on each side of the intersection. Through the intersection, the lanes are separated by dotted white lines. On the east and west side of the horizontal roadway, there are two parallel solid white lines denoting crosswalks. On the north and south side of the vertical roadway, a series of closely spaced solid white lines are shown placed at the intersection parallel to the direction of travel denoting crosswalks.<br /> B: The intersection of an eastbound three-lane horizontal roadway with a northbound three-lane vertical roadway is shown.<br /> The left side of the horizontal roadway is composed of two eastbound through lanes (the right and middle lanes), a combination straight or left-turn lane, and an added fourth (left-turn only) lane. The two turn lanes are separated by a solid white line, with an “optional dotted extension” in white in advance of the solid white line. The through lanes are separated by broken white lines. Solid white turn arrows are marked in the turn lanes. As the lanes approach the intersection, the broken white lines become solid white lines. A solid white stop line is marked across all eastbound and northbound approach lanes at the intersection. The solid white line separating the far left-turn lane from the combination through left-turn lane is extended through the intersection, starting beyond the west crosswalk and curving 90 degrees to the left, and is omitted inside the north side crosswalk to join the lane line that separates the left and center lanes of the northbound roadway on the north side of the intersection. On the east side of the intersection, there are three through lanes separated by broken white lines. The part of the northbound roadway on the south side of the intersection is composed of two through lanes (the left and middle lanes), a combination through or right-turn lane, and an added fourth right-turn lane. The two turn lanes are separated from each other by a solid white line, with an “optional dotted extension” in white in advance of the solid white line. The through lanes are separated from each other by broken white lines. Solid white turn arrows are marked in the turn lanes. As the lanes approach the intersection, the broken white lines become solid white lines. A solid white stop line is marked across all northbound and eastbound approach lanes at the intersection. The dotted white line separating the far right-turn lane from the combination through right-turn lane is extended through the intersection, starting beyond the south crosswalk and curving 90 degrees to the right, and is omitted inside the east side crosswalk to join the lane line that separates the right and center lanes of the eastbound roadway on the east side of the intersection. On the north side of the intersection, there are three through lanes separated by broken white lines. On each side of the intersection on each roadway are two parallel solid white lines denoting crosswalks.&quot;<br /> |'''Figure 620.2.13.1''' Examples of Line Extensions through Intersections ''(Sheet 1 of 2)''&lt;!--br&gt;&lt;br&gt;'''Note:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Sections 3B.11]].&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> {{SpanID|fig620.2.13.2}}<br /> [[File:Figure 620.2.13.2 Example of Line Extensions through Intersections (Sheet 2 of 2).png|thumb|center|800px|alt=&quot;C: The intersection of a five-lane horizontal roadway with a three-lane vertical roadway is shown.<br /> The horizontal roadway is composed of two lanes eastbound and two lanes westbound with a center left-turn lane, and the vertical roadway is composed of one lane northbound and one lane southbound with a center left-turn lane. Two parallel solid white lines denoting crosswalks are on each side of the intersection on each roadway. Beginning at the crosswalk on the north side of the vertical highway, a dotted white line extends from the solid white line separating the right lane from the left-turn lane through the intersection, curving 90 degrees to the east, and is omitted inside the east side crosswalk to join the lane line that separates the two eastbound lanes of the eastbound roadway on the east side of the intersection. Beginning at the crosswalk on the south side of the vertical highway, another dotted white line extends from the solid white line separating the right lane from the left-turn lane through the intersection, curving 90 degrees to the west, and is omitted inside the west side crosswalk to join the lane line that separates the two westbound lanes on the westbound roadway on the west side of the intersection.<br /> D: A five-lane horizontal roadway intersecting a three-lane vertical roadway is shown. The horizontal roadway is composed of two lanes eastbound and two lanes westbound with a center left-turn lane, and the vertical roadway is composed of one lane northbound and one lane southbound with a center left-turn lane. Two parallel solid white lines denoting crosswalks are on each side of the intersection on each roadway. A separate westbound right-turn lane is shown as the rightmost lane on the east side of the intersection. A gore at the intersection is shown as the turn lane begins to curve to the north. At the point where the right-turn lane curves past the northeast corner of the intersection, a series of closely spaced solid white lines denoting a crosswalk are shown across the turn lane. A white triangular island is shown to the left of the crosswalk with the point of the island extending to the far edge of the vertical and horizontal crosswalks in the intersection. The right-turn lane continues curving and merges with the northbound lane of the vertical roadway on the north side of the intersection. Beginning at the crosswalk on the south side of the vertical highway, a single dotted yellow line extends from the solid double yellow line separating the left-turn lane from the opposing through lane through the intersection, curving 90 degrees to the west and is omitted inside the west side crosswalk, to join the solid double yellow line that separates the left-turn lane from the two westbound lanes on the west side of the intersection. Also beginning at the crosswalk, a single dotted white line extends from the solid white line separating the two left-turn lanes through the intersection, curving 90 degrees to the west and is omitted inside the west side crosswalk, to join the broken white line that separates the two westbound through lanes on the west side of the intersection.<br /> &quot;<br /> |'''Figure 620.2.13.2''' Examples of Line Extensions through Intersections ''(Sheet 2 of 2)''&lt;!--br&gt;&lt;br&gt;'''Note:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Sections 3B.11]].&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> <br /> {{SpanID|fig620.2.13.3}}<br /> [[File:Figure 620.2.13.3 Edge Line Striping for At Grade Intersections.png|thumb|center|800px|alt=&quot;The figure shows examples of pavement markings at intersections on both divided and undivided highways.<br /> For divided highways with deceleration lanes, south of the first intersection, the two through lanes are separated by a broken white line. A right- and left-turn lane is added, separated from the through lanes by a wide solid white lane line. Optional white painted or raised islands are shown between the lanes in the intersection, and optional edge line extensions are marked through the intersection. On the north side of the intersection, the left inside line is yellow and the right outside lane is white.<br /> For divided highways without deceleration lanes, the figure shows a single right-turn lane into a driveway, separated from the right through lane by a wide solid white lane line. Optional dotted extension lines through the intersection are shown at the district’s discretion.<br /> For undivided highways, the figure shows a major street intersecting with a minor street and private driveway. The roadway includes a center line, edge lines, and optional dotted extension lines through the intersection. &quot;<br /> |'''Figure 620.2.13.3''' Edge Line Striping for At Grade Intersections]]<br /> <br /> '''Support. '''[[#620.2.30|EPG 620.2.30]] contains information about edge lines through diverging diamond interchanges with a transposed alignment crossroad.<br /> <br /> [[620.4 Circular Intersection Markings (MUTCD Chapter 3D)#620.4.3|EPG 620.4.3]] provides information for edge lines through roundabouts.<br /> <br /> [[:Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)|EPG 912]] (MUTCD Section 5B.02) contains information on edge line extensions for driving automation system considerations.<br /> <br /> [[913.3 Markings (MUTCD Chapter 8C)#913.3.5|EPG 913.3.5]] contains information about the extension of edge lines through grade crossing areas.<br /> <br /> [[914.5 Markings (MUTCD Chapter 9E)#914.5.3|EPG 914.5.3]] contains information for the extensions of bicycle lanes through intersections.<br /> <br /> =={{SpanID|620.2.14}}620.2.14 Lane-Reduction Transitions (MUTCD Section 3B.12)==<br /> <br /> {{SpanID|fig3b14}}<br /> [[File:Figure 620.2.14 Examples of Applications of Lane-Reduction Transition Markings.png|thumb|center|850px|alt=&quot;Two examples are shown side-by-side. The first example shows a roadway that reduces from three lanes to two lanes. This example shows a roadway with one lane traveling south and two lanes (reducing to one lane) traveling north. Two northbound lanes are shown beginning at the bottom of the example, separated from each other by a broken white line. Before the broken line, a sign assembly composed of an optional W9-1R sign mounted above an optional W16-2P plaque is shown next to the right side of the roadway. Past the broken line, a W4-2R sign is shown next to the right side of the roadway. Continuing north, a diagonal solid white arrow pointing up and to the left is shown on the pavement between the sign assembly and the end of the broken white line. Farther north, another arrow is shown on the pavement in advance of the taper. Beyond this point, the two northbound lanes begin reducing to one lane. Delineators are shown next to the right side of the roadway in the northbound direction along the lane reduction taper. Distances between locations of signs, tapers, pavement markings, and delineators are shown. The second example shows a vertical roadway that reduces from four lanes to two lanes. This example shows a roadway with one lane (increasing to two lanes) in the southbound direction and two lanes (reducing to one lane) in the northbound direction. One southbound lane is shown beginning at the top of the figure and increasing to two. A solid double yellow line is shown changing from straight to slightly diagonal to the east to accommodate the second southbound lane. Two northbound lanes are shown beginning at the bottom of the figure and then reducing to one lane farther north. They are separated by a broken white line before it stops in advance of the lane reduction. At the bottom of the figure, a sign assembly composed of an optional W9-1R sign mounted above an optional W16-2P plaque is shown next to the right side of the roadway. Continuing north, a diagonal solid white arrow pointing up and to the left is shown on the pavement between a W4-2R sign assembly and the end of the broken white line. Farther north, another arrow is shown on the pavement in advance of the taper. Delineators are shown next to the right side of the roadway in the northbound direction along the lane reduction taper. Distances between locations of signs, tapers, pavement markings, and delineators are shown.<br /> &quot;<br /> |'''Figure 620.2.14''' Examples of Applications of Lane-Reduction Transition Markings]]<br /> <br /> '''Support.''' A lane-reduction is where the number of through lanes is reduced at a location that is not at an interchange, ramp, or intersection because of narrowing of the roadway or because of a section of on-street parking in what would otherwise be a through lane.<br /> <br /> [[#620.2.8|EPG 620.2.8]] contains information on pavement markings for lane drops and splits.<br /> <br /> [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.39|EPG 903.3.39]] contains information for warning signing used for lane reductions.<br /> <br /> '''Standard.''' Lane-reduction transitions (see [[#fig3b14|Figure 620.2.14]]) shall include the following elements:<br /> <br /> :A. A no-passing zone (see [[#620.2.3|EPG 620.2.3]]) to prohibit passing in the direction of the convergence and through the transition area except where not applicable such as one-way streets, expressways, and freeways; and<br /> :B. An edge line (see [[#620.2.10|EPG 620.2.10]]) in the direction of the convergence and through the transition area, except as provided in the first Option paragraph below.<br /> <br /> '''Guidance.''' Except as provided in the following Option paragraph, the edge line marking should be installed from the location of the Lane Ends warning sign to beyond the beginning of the narrower roadway.<br /> <br /> '''Option. '''On roadways with operating speeds less than 25 mph where curbs clearly define the roadway edge in the lane-reduction transition, or where a through lane becomes a parking lane, the edge line may be omitted as determined by engineering judgment.<br /> <br /> '''Guidance. '''Lane-reduction transitions should include the following elements:<br /> <br /> :A. Delineators installed adjacent to the lane or lanes reduced for the full length of the transition and should be so placed and spaced (see [[620.6 Delineators (MUTCD Chapter 3G)#620.6.4|EPG 620.6.4]]) to show the reduction except as provided in the third Option paragraph below and except as provided in the second paragraph of [[620.6 Delineators (MUTCD Chapter 3G)#620.6.3|EPG 620.6.3]] for freeways and expressways,<br /> :B. Lane-reduction arrow markings (see Drawing H in [[#fig3b21|Figure 620.2.22.1]]) on the roadway with a speed limit of 45 mph or more, and<br /> :C. A termination of the broken (intermittent) white lane line at a point that is ¼ of the advance placement distance (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.4|EPG 903.3.4]]) between the Lane Ends sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.39|EPG 903.3.39]]) and the point where the transition taper begins.<br /> <br /> For roadways having a speed limit of 45 mph or greater, the transition taper length for a lane-reduction transition should be computed by the formula L = WS, where L equals the taper length in feet, W equals the width of the offset distance in feet, and S equals the 85th-percentile speed or the speed limit in mph, whichever is higher. For roadways where the speed limit is less than 45 mph, the formula L = WS&lt;sup&gt;2&lt;/sup&gt;/60 should be used to compute the taper length.<br /> <br /> The minimum lane reduction transition taper length should be 100 feet in urban areas and 200 feet in rural areas.<br /> <br /> Where observed speeds exceed speed limits, longer tapers should be used.<br /> <br /> '''Option.''' The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.<br /> <br /> On new construction, where no speed limit has been established, the design speed may be used in the transition taper length formula.<br /> <br /> On low-speed urban roadways where curbs clearly define the roadway edge in the lane-reduction transition, or where a through lane becomes a parking lane, delineators may be omitted as determined by engineering judgment.<br /> <br /> Where a lane-reduction transition occurs on a roadway with a speed limit of less than 45 mph, lane-reduction arrow markings may be used. <br /> <br /> Lane-reduction arrow markings may be used in long acceleration lanes based on engineering judgment.<br /> <br /> =={{SpanID|620.2.15}}620.2.15 Approach Markings for Obstructions (MUTCD Section 3B.13)==<br /> <br /> '''Standard. '''Pavement markings shall be used to guide traffic away from fixed obstructions within a paved roadway. Approach markings for bridge supports, refuge islands, median islands, and raised channelization islands shall consist of a tapered line or lines extending from the center line or the lane line to a point 1 to 2 feet to the right-hand side, or to both sides, of the approach end of the obstruction (see [[#fig3b-15s1|Figure 620.2.15.1]] and [[#fig3b-15s2|Figure 620.2.15.2]]).<br /> <br /> <br /> {{SpanID|fig3b-15}}{{SpanID|fig3b-15s1}}<br /> &lt;div id=&quot;fig620.2.10.1&quot;&gt;&lt;/div&gt;<br /> [[File:Figure 620.2.15.1 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt=&quot;Two examples of markings for obstructions in a roadway are shown.<br /> <br /> The first example shows a two-lane, two-way vertical highway with a black “x” inscribed in a white square, denoting an obstruction, in the middle of a parallelogram-shaped island. The island is marked with 24-inch yellow diagonal markings at a 45-degree angle, spaced 50 feet apart, with a minimum of three diagonal lines on each side of the obstruction. The diagonals are contained within tapered solid yellow lines on the outside of each side of the obstruction.<br /> <br /> Starting from the bottom of this example, a solid double yellow line separates the opposing lanes and then continues north as it approaches the obstruction. The line then separates into two tapering solid double yellow lines, one on each side of the obstruction. Beyond the obstruction, the two solid double yellow lines taper back to merge into one solid double yellow line at the center of the roadway. The solid double yellow line continues along the center of the road toward the top of the example. Several dimensions of distances between pavement markings are shown.<br /> <br /> The second example shows the same pavement markings as the first example except on a four-lane vertical highway, with two lanes of travel in each direction separated by a broken white line.&quot;<br /> |&lt;center&gt;'''Figure 620.2.15.1''' Examples of Applications of Markings for Obstructions in the Roadway &lt;br&gt;''(Sheet 1 of 2)''&lt;/center&gt;]]<br /> <br /> <br /> {{SpanID|fig3b-15s2}}<br /> &lt;div id=&quot;fig620.2.10.2&quot;&gt;&lt;/div&gt;<br /> [[File:Figure 620.2.15.2 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt=&quot;A four-lane vertical highway is shown with two northbound lanes and two southbound lanes. An obstruction is shown in an island in the center of the northbound lanes and another obstruction is shown in an island in the center of the southbound lanes. The islands are marked with 24-inch white diagonal markings placed at a 45-degree angle with 50-foot spacing, with a minimum of three diagonal lines required on each side of the object.<br /> <br /> Both northbound and southbound lanes are separated by broken white lines at the bottom and top of the example. The broken white lines change to “wide solid white lines or normal width solid double white lane lines” as they approach the obstruction. The lines separate and go around each side of the obstruction, and then taper back to merge together beyond the obstruction. Several dimensions of and distances between pavement markings are shown.&quot;<br /> |&lt;center&gt;'''Figure 620.2.15.2''' Examples of Applications of Markings for Obstructions in the Roadway &lt;br&gt;''(Sheet 2 of 2)''&lt;/center&gt;]]<br /> <br /> <br /> '''Guidance. '''For roadways having a speed limit of 45 mph or greater, the taper length of the tapered line markings should be computed by the formula L = WS, where L equals the taper length in feet, W equals the width of the offset distance in feet, and S equals the 85th-percentile speed or the speed limit, whichever is higher. For roadways where the speed limit is less than 45 mph, the formula L = WS&lt;sup&gt;2&lt;/sup&gt;/60 should be used to compute the taper length.<br /> <br /> The minimum taper length should be 100 feet in urban areas and 200 feet in rural areas.<br /> <br /> '''Option. '''The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.<br /> <br /> Observed speeds may be used to determine the taper length when the observed speed exceeds the posted or statutory speed limits.<br /> <br /> Unique situations may require special markings or warning devices.<br /> <br /> '''Standard. '''If traffic is required to pass only to the right of the obstruction, the markings shall consist of a two-direction no-passing zone marking at least twice the length of the diagonal portion as determined by the appropriate taper formula (see Drawing A in [[#fig3b-15s1|Figure 620.2.15.1]]).<br /> <br /> '''Option. '''If traffic is required to pass only to the right of the obstruction, yellow diagonal markings (see [[#620.2.24|EPG 620.2.24]]) may be placed in the flush median islands (see [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#620.9.3|EPG 620.9.3]]) between the no-passing zone markings as shown in Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]].<br /> <br /> '''Standard. '''If traffic can pass either to the right or left of the obstruction, the markings shall consist of two channelizing lines diverging from the lane line, one to each side of the obstruction. In advance of the point of divergence, a wide solid white line shall be extended in place of the broken (intermittent) lane line for a distance equal to the length of the diverging lines (see Drawing C in [[#fig3b-15s2|Figure 620.2.15.2]]).<br /> <br /> '''Option.''' If traffic can pass either to the right or left of the obstruction, additional white chevron markings (see [[#620.2.24|EPG 620.2.24]]) may be placed in the flush neutral area between the channelizing lines as shown in Drawing C in [[#fig3b-15s2|Figure 620.2.15.2]]. Other markings, such as white delineators, white channelizing devices, and white crosswalk markings may also be placed in the flush neutral area.<br /> <br /> The obstruction and marking may, if possible, be illuminated by overhead lighting that will adequately light the object without directing glare toward road users approaching from either direction.<br /> <br /> '''Support.''' [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.71|EPG 903.3.71]] contains information regarding object markers for obstructions within the roadway.<br /> <br /> =={{SpanID|620.2.16}}620.2.16 Inlaid Pavement Markers – General (MUTCD Section 3B.14)==<br /> [[File:620.2_additionalImagery_1.png|thumb|right|489px|An example of ambient light obscuring pavement markings, but also an example of ILPMs also not working due to the flat grade of the highway not allowing the grooves the ILPMs are installed in to drain, resulting in the markers becoming submerged and rendered ineffective.]]<br /> '''Support. '''MoDOT has utilized a series of various pavement marking systems to enhance wet night visibility over the decades, including snow plowable raised pavement markers, rumble stripe edge lines, grooved in durable markings with wet reflective elements, grooved in waterborne markings with wet elements and the current marking system using an enhanced ASTM Type III glass bead (MoDOT Type L) on all pavement markings on major roads. The MoDOT Type L / high build waterborne pavement marking and edge line rumble stripes are the predominate wet nighttime marking system, with inlaid pavement markers being an optional supplement to this system. <br /> <br /> Inlaid pavement markers (ILPMs) offer benefits over traditional pavement markings in heavy rain conditions, and in conditions where ambient light creates a sheen on the wet pavement at night making it more difficult to see traditional pavement markings. However, ILPMs are only a supplement to traditional pavement markings, which must be maintained at the highest standards possible. ILPMs only serve as a supplement as they provide no guidance during daylight hours, and pavement markers provide no guidance to the machine vision systems that are being deployed in today’s vehicle fleet. <br /> <br /> ILPMs can provide a safety benefit during wet-night conditions where they are warranted. However, research indicates ILPMs can have a negative safety impact if applied in areas where they are not warranted, providing too much guidance resulting in drivers overdriving the wet-night conditions. The research found the markers to offer the greatest safety impact in urban areas on divided highways with three or more lanes in one direction and areas where ambient light creates a sheen on the pavement obscuring normal pavement markings. With MoDOT’s direction to use rumble stripes for all its major roadways, roads with only two lanes in each direction offer the enhanced edge line guidance to all lanes of traffic compared to a three-lane section where the middle lane has no edge line rumble stripe to reference. <br /> <br /> Installations are being limited to the cradle system of ILPMs at this time as they have proven to provide the longest service life compared to other systems which have been evaluated. The reflectors are installed in pairs to provide redundancy and increase the service life of the installation.<br /> <br /> ILPMs are not without limitations, these devices are recessed below the pavement surface to protect the reflectors from snowplow damage. On roadway segments with a grade or super elevation in a curve, the grooves the markers are installed in will typically drain keeping the reflectors visible. However, on roadway segments which have a flat grade these grooves can fill up with water covering the reflectors rendering them ineffective in heavier rain events.<br /> <br /> <br /> '''MoDOT's Implementation of ILPMs''' <br /> <br /> '''Standard.''' If used, ILPMs shall be installed according to the following conditions:<br /> :A. ILPMs are limited to freeways with three or more through lanes in one direction.<br /> :B. The cradle system of ILPMs shall be the marker style used. ILPMs shall comply with the current approved vendor list.<br /> :C. ILPMs shall be installed in pairs, placed in every other gap between the skips of broken (intermittent) lane line markings&amp;nbsp;only when:<br /> :# Installed in accordance with manufactures’ installation guidance.<br /> :# Special attention needs to be given to installations on concrete as ILPM installations in concrete have historically had high failure rates. The selected manufacturer must demonstrate they have corrected this issue with an appropriate installation procedure. <br /> <br /> :D. The ILPMs shall contain a white reflector visible to oncoming traffic and a red reflector on the reverse side of the marker, providing a wrong way deterrent. The color of the ILPMs shall conform to the color of the marking they supplement, under both daylight and nighttime conditions. When used, ILPMs shall require approval from the State Highway Safety and Traffic Engineer.<br /> <br /> &lt;center&gt;<br /> {| <br /> |-<br /> | colspan=&quot;2&quot; | [[File:620.2_additionalImagery_2.png|thumb|center|600px|ILPM installation in pavement groove]]<br /> |-<br /> | colspan=&quot;2&quot; | [[File:620.2_additionalImagery_3.png|thumb|center|600px|Paired ILPM installation and spacing]]<br /> |-<br /> | [[File:620.2_additionalImagery_4.png|thumb|center|Newly installed cradle ILPM, cradle tabs still in place which hold the marker at the proper elevation until the epoxy cures]]<br /> | style=&quot;vertical-align: top;&quot;| [[File:620.2_additionalImagery_5.png|thumb|center|Paired ILPM installation and spacing]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''ILPMs do have a limited life expectancy, when installed in accordance with the guidance above, the service life is approximately 4 to 5 years or roughly half the life of a typical asphalt overlay. Failure modes can include damage / missing reflector lenses from the cradle, or the loss of the entire reflector installation from the pavement. Loss of the entire marker installation results in a cavity in the pavement which could accelerate pavement deterioration. <br /> <br /> '''Guidance. '''Maintenance and impacts to pavement should be taken into account when considering the installation of ILPMs. A maintenance program should be implemented to maintain the marker’s performance. This maintenance should take place approximately halfway through the asphalt’s overlay cycle, assuming an 8 to 10 year cycle. <br /> <br /> '''Support. '''Concrete installation maintenance requirements can be significantly different due to the service life of a concrete surface. Based on maintenance cycles from other states, this would typically result in maintenance beginning 4 years after the initial installation, a second maintenance cycle 2-3 years later and then annually from that point forward. This cycle accounts for the varying ages of markers that results from the lack of an overlay replacement. The actual maintenance cycle may vary based on inspections. The use of MoDOT’s mobile retroreflectivity contract could also be used to measure ILPM performance to determine the maintenance needs.<br /> <br /> '''Option.''' Maintenance of ILPMs in asphalt may be accomplished in two typical fashions:<br /> :A. Install new ILPMs in the gaps between lane lines which did not receive markers initially, allowing the original markers to fade out of service. This is the more efficient and cost effective method, however, milling new markers into a midlife asphalt could accelerating the asphalt joint failure depending on pavement condition.<br /> :B. Inspection and replace ILMPs individually in their original locations. This method is more labor intensive and costly; however, it could reduce the risk of accelerated pavement failure by eliminating new milling operations. Reinstalling markers in the cavities left by old, dislodged markers could also help seal and preserve the pavement.<br /> <br /> '''Guidance.''' When districts consider the use of ILPMs, they should answer the following questions:<br /> :A. Does the route in question have a documented wet-night crash history that is tied to visibility and not surface condition to warrant the installation?<br /> :B. Will the installations be planned to be maintained or will the initial installation be allowed to fade out of service?<br /> :C. If the installation will be allowed to fade out of service, what ramifications would a district expect in terms of failing to meet customer expectations for the presence of the markers and/or increases in wet-night crashes as markers fade away?<br /> :D. Will the benefits of installing ILPMs offset the impacts to the pavement and its long term maintenance?<br /> <br /> &lt;center&gt;<br /> {| <br /> |-<br /> | style=&quot;vertical-align: top;&quot;| [[File:620.2_additionalImagery_6.png|thumb|right|Missing reflector from cradle, new reflector can be reinstalled to maintain]]<br /> | style=&quot;vertical-align: top;&quot;| [[File:620.2_additionalImagery_7.png|thumb|right|Complete loss of marker installation, these sites need to be patched with asphalt or new markers installed in the same location]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> =={{SpanID|620.2.17}}620.2.17 Curb Markings for Delineation (MUTCD Section 3B.18)==<br /> <br /> '''Option. '''Barrier curbs on the outside shoulder with a minimum height of 6 inches may be marked for the purpose of delineation. <br /> <br /> '''Guidance. '''Barrier curbs which are located in the line of traffic flow where the curb serves to channel traffic should be marked, even in cases in which they otherwise would not be marked as indicated in the following paragraph.<br /> <br /> Curbs should not be marked in the following cases:<br /> :A. Where the posted speed limit is 40 mph or less.<br /> :B. Curbs that diverge from the normal traffic flow for commercial and private entrances.<br /> :C. Curbs that are mountable (see [https://www.modot.org/media/16880 Standard Plan 609]).<br /> <br /> '''Option. '''The first 200 ft. of a barrier curb may also be painted in the above cases to mark the beginning of these barriers (See [[#fig620.2.17|Figure 620.2.17]]).<br /> <br /> {{SpanID|fig620.2.17}}<br /> [[File:Figure 620.2.16 Painted Curb Marking for Barrier Curbs.jpg|thumb|center|850px|alt= |'''Figure 620.2.17''' Painted Curb Marking for Barrier Curbs]]<br /> <br /> <br /> '''Guidance.''' Since yellow and white curb markings are used for curb delineation and visibility, parking regulations should be established through the installation of standard signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.43|EPG 903.2.43]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.44|EPG 903.2.44]]).<br /> <br /> =={{SpanID|620.2.18}}620.2.18 Stop and Yield Lines (MUTCD Section 3B.19)==<br /> <br /> '''Option. '''Stop lines may be used to indicate the point behind which vehicles are required to stop in compliance with a STOP (R1-1) sign or some other traffic control device that requires vehicles to stop, except YIELD signs that are not associated with passive grade crossings.<br /> <br /> '''Standard. '''Stop lines shall consist of solid white lines extending across approach lanes to indicate the point at which the stop is intended or required to be made. <br /> <br /> Except as provided in [[913.3 Markings (MUTCD Chapter 8C)#913.3.3|EPG 913.3.3]], stop lines shall not be used at locations where drivers are required to yield in compliance with a YIELD (R1-2) sign, a Yield Here to Pedestrians (R1-5) sign, a Yield Here to School Crossings (R1-5a) sign, a Yield Here to Trail Crossings (R1-5d) sign, or at locations on uncontrolled approaches where drivers or bicyclists are required by State law to yield to pedestrians.<br /> <br /> '''Guidance. '''Stop lines should be used to indicate the point behind which vehicles are required to stop in compliance with a traffic control signal (see [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D)#902.4.8_Longitudinal_Positioning_of_Signal_Faces_(MUTCD_Section_4D.08)|EPG 902.4.8]]).<br /> <br /> '''Standard. '''Stop lines shall be 24 inches wide.<br /> <br /> '''Option. '''Stop lines may be omitted at ramp control signals.<br /> <br /> '''Support. '''[[902.10 Pedestrian Hybrid Beacons (MUTCD Chapter 4J) #902.10.2|EPG 902.10.2]] contains information regarding the use and application of stop lines in conjunction with a pedestrian hybrid beacon.<br /> <br /> <br /> {{SpanID|fig3b16}}<br /> [[File:Figure 620.2.18 Examples of Yield Line Application.png|thumb|center|850px|alt=&quot;A: The first example shows a two-lane, two-way vertical roadway intersecting a two-lane, two-way horizontal roadway from the south. On the vertical roadway, in the northbound lane at the intersection, a right-turn slip lane is shown with an “optional” yield line of solid white isosceles triangles across the lane. Just beyond this yield line, an R1-2 sign is shown on the right side of the lane. Beyond that, a crosswalk is shown with longitudinal white bars and curb ramps at each end, crossing the slip lane before it merges into the eastbound lane of the horizontal roadway. The crosswalk connects to a white, right-angled triangular pedestrian traffic island. A second crosswalk, denoted by longitudinal white bars with ramps at each end, is shown connected to this island at the intersection. The crosswalk crosses both travel lanes of the vertical roadway. A solid white stop line is marked across the northbound lane prior to the second crosswalk.<br /> <br /> B: The second example shows a roadway with three eastbound lanes. On the right side of this example, a crosswalk denoted by longitudinal white bars with curb ramps at each end is shown crossing all approaching lanes. Just beyond these ramps, two sign assemblies, one composed of a W11-2 sign mounted above a W16-7PR plaque and the other a W11-2 sign mounted above a W16-7PL plaque, are shown adjacent to the left and right side of the roadway, respectively. In advance of the crosswalk, an “optional” yield line of solid white isosceles triangles is shown across all approaching lanes, where two R1-5 signs are placed adjacent to the left and right side of the roadway.<br /> <br /> C: The third example shows a vertical highway with five northbound lanes of a divided highway, three northbound lanes of which continue through past an exit ramp. The two rightmost lanes angle off to the right becoming deceleration lanes leading to a right exit ramp. A sidewalk is shown running parallel to the rightmost deceleration lane. From the bottom of this example and extending to the right exit ramp, solid white lines are shown on both sides of the deceleration lanes. Prior to the exit ramp, an “optional” yield line of solid white isosceles triangles is shown crossing both deceleration lanes, where an R1-5 sign is placed to the right of the sidewalk next to the rightmost deceleration lane. Continuing north, a “theoretical gore” is shown at the beginning of the exit ramp. On the exit ramp, a crosswalk denoted by longitudinal white bars with curb ramps at each end is shown. Just beyond the crosswalk, two sign assemblies, one composed of a W11-2 sign mounted above a W16-7PL plaque and the other a W11-2 sign mounted above a W16-7PR plaque, are shown adjacent to the left (at the physical gore) and right side of the ramp, respectively.&quot;<br /> |'''Figure 620.2.18''' Examples of Yield Line Applications]]<br /> <br /> '''Standard.''' If used, a yield line pavement marking shall not be installed without a Yield (R1-2) sign, a Yield Here to Pedestrians (R1-5) sign, a Yield Here to School Crossings (R1-5a) sign, a Yield Here to Trail Crossings (R1-5d) sign, or some other traffic control device that requires vehicles to yield (see [[#fig3b16|Figure 620.2.18]]).<br /> <br /> Yield lines shall not be used at locations where drivers are required to stop in compliance with a STOP (R1-1) sign, a traffic control signal, or some other traffic control device.<br /> <br /> Yield lines shall consist of a row of solid white isosceles triangles pointing toward approaching vehicles extending across approach lanes to indicate the point at which the yield is intended or required to be made. <br /> <br /> The individual triangles comprising the yield line shall have a base of 24 inches wide and a height of 36 inches. The space between the triangles shall be 8 to 12 inches. The spacing of triangles in a yield line shall be consistent for that marking. See [https://www.modot.org/media/16896 Standard Plan 620].<br /> <br /> '''Option.''' Yield lines may be considered for those locations where a channelized right turn lane is developed but there is not an acceleration lane on the intersecting road. <br /> <br /> Yield lines may also be used where engineering judgment indicates a need.<br /> <br /> '''Guidance. '''If used, stop and yield lines should be placed a minimum of 4 feet in advance of the nearest crosswalk line at controlled intersections, except for yield lines at roundabouts as provided for in [[620.4 Circular Intersection Markings (MUTCD Chapter 3D) #620.4.4|EPG 620.4.4]] and at midblock crosswalks. Stop lines can be adjusted using engineering judgement to accommodate pedestrian facilities or improve safety, but the stop line in the lane closest to the right-hand edge of the roadway should be placed a maximum of 10 feet in advance of the nearest crosswalk. In the absence of a marked crosswalk, the stop line or yield line should be placed at the desired stopping or yielding point, but should not be placed more than 30 feet or less than 4 feet from the nearest edge of the intersecting traveled way.<br /> <br /> Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.<br /> <br /> When a stop line is used in conjunction with the STOP sign it should be placed adjacent to, or in line with, the STOP sign.<br /> <br /> When a yield line is used in conjunction with the YIELD sign it should be placed adjacent to, or in line with, the YIELD sign.<br /> <br /> '''Standard. '''If yield lines are used at a crosswalk that crosses an uncontrolled multi-lane approach, Yield Here to Pedestrians (R1-5 series) signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.18|EPG 903.2.18]]) shall be used.<br /> <br /> '''Guidance. '''If yield lines are used at a crosswalk that crosses an uncontrolled multi-lane approach, the yield line should be placed 20 to 50 feet in advance of the nearest crosswalk line (see Drawing B in [[#fig3b16|Figure 620.2.18]]).<br /> <br /> If yield lines are used in advance of a crosswalk that crosses an uncontrolled multi-lane approach, parking should be prohibited in the area between the yield line and the crosswalk. <br /> <br /> '''Guidance. '''Yield lines and Yield Here to Pedestrians signs should not be used in advance of crosswalks that cross an approach to or departure from a circular intersection.<br /> <br /> '''Support. '''[[913.3 Markings (MUTCD Chapter 8C)#913.3.3_Stop_and_Yield_Lines_(MUTCD_Section_8C.03)|EPG 913.3.3]] contains information regarding the use of stop lines and yield lines at grade crossings.<br /> <br /> '''Option.''' Stop and yield lines may be staggered longitudinally on a lane-by-lane basis (see Drawing D in [[#fig620.2.13.2|Figure 620.2.13.2]]).<br /> <br /> '''Support.''' Staggered stop lines and staggered yield lines can improve the driver’s view of pedestrians, provide better sight distance for turning vehicles, and increase the turning radius for left-turning vehicles.<br /> <br /> =={{SpanID|620.2.19}}620.2.19 Word, Symbol, and Arrow Pavement Markings – General (MUTCD Section 3B.20)==<br /> <br /> '''Support. '''Word, symbol, and arrow markings on the pavement are used for the purpose of regulating, warning, or guiding traffic. These pavement markings can be helpful to road users in some locations by supplementing signs and providing additional emphasis for important regulatory, warning, or guidance messages, because the markings do not require diversion of the road user’s attention from the roadway surface. Symbol messages are preferable to word messages. Examples of standard word and arrow pavement markings are shown in [[#fig3b17|Figure 620.2.20]] and [[#fig3b21|Figure 620.2.22.1]], respectively. See [https://www.modot.org/media/16896 Standard Plan 620].<br /> <br /> '''Option.''' Word, symbol, and arrow pavement markings may be used as determined by engineering judgment to supplement signs and/or to provide additional emphasis for regulatory, warning, or guidance messages provided by other devices.<br /> <br /> '''Support.''' [[913.3 Markings (MUTCD Chapter 8C)#913.3.4|EPG 913.3.4]] contains information for arrow pavement markings in the vicinity of grade crossings.<br /> <br /> '''Standard.''' Word, symbol, and arrow markings shall be white and retroreflective, except as otherwise provided in [[#620.2.19|EPG 620.2.19]].<br /> <br /> '''Option. '''Black contrast markings may be used in combination with white pavement markings on light-colored pavements, such as concrete, to enhance visibility.<br /> <br /> '''Standard.''' Pavement marking letters, numerals, symbols, and arrows shall be installed in accordance with the design details in the Pavement Markings chapter of the FHWA’s “Standard Highway Signs” publication (see [[:Category:911 General (MUTCD Part 1) #911.1.5|EPG 911 (MUTCD Section 1A.05)]]).<br /> <br /> '''Guidance. '''Word, symbol, and/or arrow markings that are grouped together to formulate one interrelated message should not exceed three lines of information.<br /> <br /> Except for the two opposing white arrows of a two-way left-turn lane marking (see [[#fig3b7|Figure 620.2.2]]), the longitudinal space between word, symbol, and/or arrow markings that are used together to formulate one interrelated message should be four times the height of the characters.<br /> <br /> When conveying mandatory messages, these markings should only be used as supplementary devices to the standard signs.<br /> <br /> Pavement word, symbol, and arrow markings should be no more than one lane in width.<br /> <br /> Pavement word, symbol, and arrow markings should be proportionally scaled to fit within the width of the facility upon which they are applied.<br /> <br /> '''Option.''' On narrow, low-speed shared-use paths, the pavement words, symbols, and arrows may be smaller than suggested, but to the relative scale.<br /> <br /> =={{SpanID|620.2.20}}620.2.20 Word Pavement Markings (MUTCD Section 3B.21)==<br /> <br /> '''Guidance. '''Letters and numerals should be 6 feet or more in height, except as provided in [[914.5 Markings (MUTCD Chapter 9E)#914.5.1|EPG 914.5.1]] for the BIKE LANE word pavement marking.<br /> <br /> The spacing between pavement word and symbol markings is approximate and should be adjusted as field conditions warrant.<br /> <br /> If a pavement marking word message consists of more than one line of information, it should read in the direction of travel. The first word of the message should be nearest to the road user.<br /> <br /> '''Standard. '''The word STOP shall not be placed on the pavement in advance of a stop line, unless every vehicle is required to stop at all times.<br /> <br /> <br /> {{SpanID|fig3b17}}<br /> [[File:Figure 620.2.20 Example ONLY word pavement marking.png|thumb|center|400px|alt=The image shows an example of elongated letters for the word “ONLY” as a pavement marking. The image includes dimensions of the elongated word message.<br /> |'''Figure 620.2.20''' Example ONLY word pavement marking]]<br /> <br /> '''Guidance. '''Where through lanes approaching an intersection become mandatory turn lanes, ONLY word pavement markings (see [[#fig3b17|Figure 620.2.20]]) should be used in addition to signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.26|903.2.26]]) and the required lane-use arrow markings (see [[#620.2.22|EPG 620.2.22]]).<br /> <br /> '''Option. '''The ONLY word marking may be used to supplement the lane-use arrow markings in lanes that are designated for the exclusive use of a single movement such as turn bays. <br /> <br /> The ONLY word marking may be used to supplement a preferential lane word or symbol marking (see [[620.5 Preferential Lane Markings for Motor Vehicles (MUTCD Chapter 3E) #620.5.3| EPG 620.5.3]]).<br /> <br /> '''Standard. '''The ONLY word marking shall not be used in a lane that is shared by more than one movement.<br /> <br /> =={{SpanID|620.2.21}}620.2.21 Symbol Pavement Markings (MUTCD Section 3B.22)==<br /> <br /> '''Support.''' [[914.5 Markings (MUTCD Chapter 9E)#914.5|EPG 914.5]] contains information on symbol markings that can be used for bicycle lanes.<br /> <br /> '''Option. '''Pavement markings simulating Interstate, U.S., State, and other official highway route signs with appropriate route numbers, but elongated for proper proportioning when viewed as a marking, may be used to guide road users to their destinations (see [[#fig3b18|Figure 620.2.21.1]]).<br /> <br /> <br /> {{SpanID|fig3b18}}<br /> [[File:Figure 620.2.21.1 Elongated Route Shields.png|thumb|center|650px|alt=&quot;A: An elongated red and blue Interstate Route Shield is shown with a white numeral “70” on the shield.<br /> B: A solid white elongated shape of a U.S. Route Shield is shown, with a black numeral “40” on the shield, against a dark gray background.<br /> C: An elongated white U.S. Route Shield is shown, with a black numeral “136” on the shield on a black square.<br /> D: A solid white elongated shape of the state of Missouri is shown, with a black numeral “23” inside the shape, against a dark gray background.<br /> E: A solid white elongated shape of the state of Missouri is shown, with a black numeral “23” inside the shape, placed on a black square, against a light gray background.&quot;<br /> |'''Figure 620.2.21.1''' Elongated Route Shields &lt;!--br&gt;&lt;br&gt;'''Notes:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;See the &quot;Standard Highway Signs and Markings&quot; book for other sizes and details&lt;/li&gt;&lt;li&gt;Colors and elongated shapes simulating State route shield signs may be used for route shield pavement markings where appropriate&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> {{SpanID|fig3b19}}<br /> [[File:Figure 620.2.21.2 International Symbol of Accessibility Parking Space Marker.png|thumb|center|300px|alt=A blue square is shown with rounded corners and with a white border, also with rounded corners. The blue background and white border are optional. Centered within the blue square is a white symbol of a person sitting in a wheelchair.<br /> |'''Figure 620.2.21.2''' International Symbol of Accessibility Parking Space Marker]]<br /> <br /> {{SpanID|fig3b20}}<br /> [[File:Figure 620.2.21.3 Yield Ahead Triangle Symbols.png|thumb|center|800px|alt=&quot;A: A solid white outline of an isosceles triangle on a vertical rectangular light gray legend is shown. The base of this triangle is a line 6 ft wide and 36 inches long. The diagonal sides are 8 inches wide. The distance from the base of the triangle to the top is 20 ft.<br /> B: A solid white outline of an isosceles triangle on a square light gray legend is shown. The base of this triangle is a line 6 ft wide and 30 inches long. The diagonal sides are 8 inches wide. The distance from the base of the triangle to the top is 13 ft.&quot;<br /> |'''Figure 620.2.21.3''' Yield Ahead Triangle Symbols]]<br /> <br /> <br /> &lt;div id=&quot;fig620.2.21.4&quot;&gt;&lt;/div&gt;<br /> [[File:Figure 620.2.21.4 Disabled Symbol Detail.jpg|thumb|center|780px|alt=The image shows a black International Symbol of Accessibility (ISA) with a person in a wheelchair, displayed on a rectangular grid composed of 1-foot by 1-foot squares. A reference square at the top left indicates the 1-foot scale.<br /> |&lt;center&gt;'''Figure 620.2.21.4''' Disabled Symbol Detail'''&lt;/center&gt;]]<br /> <br /> <br /> &lt;div id=&quot;fig620.2.21.5&quot;&gt;&lt;/div&gt;<br /> [[File:Figure 620.2.21.5 Disabled Parking Area.jpg|thumb|center|780px|alt=The image shows pavement markings for an accessible parking space with an adjacent access aisle. A white International Symbol of Accessibility (ISA) is painted within the parking stall. The access aisle is marked with 6-inch wide diagonal hash marks at a 45-degree angle, spaced 6 inches apart, with a minimum of three hash bars. Stall boundary lines are shown with 6-inch markings. The access aisle connects to a curb ramp that is yellow, with a minimum width of 60 inches, leading to a sidewalk. A blue-painted curb section indicates the placement of a disabled parking sign. White 4-inch markings are shown at the top of the space for boundary definition.<br /> |&lt;center&gt;'''Figure 620.2.21.5''' Disabled Parking Area'''&lt;/center&gt;]]<br /> <br /> <br /> &lt;div id=&quot;fig620.2.21.6&quot;&gt;&lt;/div&gt;<br /> [[File:Figure 620.2.21.6 Disabled Parking Area Multiple.jpg|thumb|center|780px|alt=The image shows pavement markings for a row of accessible parking spaces with a shared access aisle. Four parking stalls are marked with the International Symbol of Accessibility (ISA), painted in white within each stall. The access aisle runs diagonally between the stalls and is marked with 6-inch wide diagonal hash marks at a 45-degree angle, spaced 6 inches apart, with a minimum of three hash bars. The access aisle has a minimum width of 60 inches. The accessible stalls each have a minimum width of 132 inches. Disabled parking signs are indicated along both sides of the row. At the bottom right, a detail shows 4-inch wide boundary markings.<br /> |&lt;center&gt;'''Figure 620.2.21.6''' Disabled Parking Area Multiple'''&lt;/center&gt;]]<br /> <br /> '''Guidance. '''If route sign markings are provided to guide road users, those route sign markings should be provided in option lanes if markings are provided in any lanes.<br /> <br /> If two route sign markings are provided in an option lane, they should be placed in sequence and not divided around an optional lane arrow.<br /> <br /> '''Support.''' [[620.1_General_(MUTCD_Chapter_3A)#620.1.3|EPG 620.1.3]] provides information on route sign colors.<br /> <br /> '''Guidance.''' The International Symbol of Accessibility parking space marking (see [[#fig3b19|Figure 620.2.21.2]]) should be placed in each parking space designated for use by persons with disabilities.<br /> <br /> '''Option. '''A blue background with white border may supplement the wheelchair symbol as shown in [[#fig3b19|Figure 620.2.21.2]].<br /> <br /> A yield-ahead triangle symbol or YIELD AHEAD word pavement marking may be used on approaches to intersections where the approaching traffic will encounter a YIELD sign at the intersection.<br /> <br /> '''Standard. '''The yield-ahead triangle symbol or YIELD AHEAD word pavement marking shall not be used unless a YIELD sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.5|EPG 903.2.5]]) is in place at the intersection. The yield-ahead triangle symbol marking shall be as shown in [[#fig3b20|Figure 620.2.21.3]].<br /> <br /> '''Option. '''A pedestrian symbol pavement marking may be used on portions of facilities that are reserved exclusively for pedestrian use, such as where a shared-use path transitions to become separate facilities for different types of users.<br /> <br /> =={{SpanID|620.2.22}}620.2.22 Lane-Use Arrows (MUTCD Section 3B.23)==<br /> <br /> {{SpanID|fig3b21}}<br /> [[File:Figure 620.2.22.1 Examples of Arrows for Pavement Marking.png|thumb|center|700px|alt=&quot;A: A black arrow is shown composed of a horizontal straight shaft that ends in an arrowhead, pointing to the right. <br /> B: A black arrow is shown composed of a horizontal left-curving shaft that ends in an upward-pointing arrowhead.<br /> C: A black arrow is shown composed of a horizontal shaft that branches. One branch becomes a left-curving shaft that ends in an upward-pointing arrowhead, and the other branch continues as a straight shaft that ends in an arrowhead, pointing to the right.<br /> D: A black arrow is shown composed of a horizontal left-curving shaft that ends in a semicircle arrowhead, pointing to the left.<br /> E: A black arrow is shown composed of a horizontal shaft that branches. One branch becomes a horizontal left-curving shaft that ends in a semicircle arrowhead, pointing to the left. The other branch becomes a left-curving shaft that ends in an upward-point arrowhead.<br /> F: One solid black and two black outlines of arrows composed of a horizontal shaft that branches are shown. The solid black arrow curves slightly down and then to the left ending in an upward-pointing arrowhead. The two black arrow outlines with “match arrow(s) with desired lane use configuration” branch off the shaft of the solid black arrow. The outlines are shown as broken black lines in the shape of an arrow. One arrow outline branches down and the other branches to the right.<br /> G: A black arrow is shown composed of a horizontal straight shaft that is a thin rather than a thick line. A right-pointing arrowhead is also composed of a thin rather than thick line. It is at the right end of the shaft but is not connected to it.<br /> H: A black arrow is shown composed of a straight shaft with a diagonally shaped base that ends in an upward-pointing arrowhead. The arrow is shown in a vertical orientation but at a 20-degree left angle from the right edge of the pavement.&quot;<br /> |'''Figure 620.2.22.1''' Examples of Arrows for Pavement Markings&lt;!--br&gt;&lt;br&gt;'''Note:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;See the [[--|Standard Plan 620]] for sizes details&lt;/li&gt;&lt;li&gt;Refer to [[--|Section 3B.20]] for guidance and options for proportionally scaling the arrows&lt;/li&gt;&lt;li&gt;If used on approaches to roundabouts, an oval or circle shall only be used for the left-most lane to symbolize the central island.&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> <br /> {{SpanID|fig3b22}}<br /> [[File:Figure 620.2.22.2 Examples of lane-Use Control Word and Arrow Pavement Markingsv2.png|thumb|center|600px|alt=&quot;A vertical five-lane roadway is shown with two lanes of through traffic in each direction and a center lane used for left turns in opposing directions.<br /> A horizontal roadway is shown, which intersects the vertical one, with two lanes in each direction on the left side of the intersection and only one lane in each direction on the right side of the intersection. A solid double yellow line is shown separating lanes in opposing directions. Crosswalks are shown by parallel white lines across all four corners of both roadways. Wide solid white stop lines are shown in advance of the crosswalks. On the vertical roadway, the center left-turn lane is shown separated from the adjacent through lane in the same direction by a solid white line. The beginning of the left-turn lane is shown by a solid double yellow line that angles from the broken white line between lanes to the solid double yellow line that separates the turn lane from the oncoming lanes. The area formed by these yellow lines is shown with yellow diagonal crosshatch markings. On the south side of the intersection on the vertical roadway, the double yellow line to the left of the left-turn lane and the solid white line on the right of the left-turn lane are shown extending into the intersection (starting beyond the crosswalk on the south side of the intersection) as an optional, single broken yellow and broken white lines, respectively. They are shown curving to the left to prescribe a path leading into the leftmost westbound through lane of the horizontal roadway (ending at the crosswalk on the west side of the intersection). On the south side of the vertical roadway, solid white left-turn arrows are shown in the left-turn lane, combined left-turn and through arrows are shown in the middle lane, and combined right-turn and through arrows are shown in the right lane. Combined right-turn and through arrows on the north side of the intersection on the vertical roadway are denoted as “optional.” The center left-turn lane is shown separated from the adjacent through lane in the same direction by a solid white line, with a dotted white line extension in advance of the solid white line. The beginning of the left-turn lane is shown by a solid double yellow line that angles from the broken white line between lanes to the solid double yellow line that separates the turn lane from the oncoming lanes. The area formed by these yellow lines is shown with yellow diagonal crosshatch markings. On the horizontal roadway, on the west side of the intersection, two lanes in the eastbound direction are shown separated with a solid white line. The left lane is shown with combined left-turn and through arrows marked as “optional.” The right lane is shown with a dotted white lane line in advance of the solid white line and two solid white right-turn arrows. Before each of the two right-turn arrows, the word “ONLY” in large white letters is shown.<br /> &quot;<br /> |'''Figure 620.2.22.2''' Examples of Lane-Use Control Word and Arrow Pavement Markings]]<br /> <br /> '''Support.''' Lane-use arrow markings (see [[#fig3b21|Figure 620.2.22.1]]) are used to indicate the mandatory or permissible movements in certain lanes (see [[#fig3b22|Figure 620.2.22.2]]) and in two-way left-turn lanes (see [[#fig3b7|Figure 620.2.20]]).<br /> <br /> [[913.3 Markings (MUTCD Chapter 8C)#913.3.4|EPG 913.3.4]] contains information about the placement of lane-use arrow markings in the vicinity of grade crossings.<br /> <br /> '''Guidance. '''Lane-use arrow markings should be used in lanes and turn bays designated for the exclusive use of a turning movement, except where engineering judgment determines that physical conditions or other markings (such as a dotted extension of the lane line through the taper into the turn bay) clearly discourage unintentional use of a turn bay by through vehicles. Lane-use arrow markings should also be used in lanes from which movements are allowed that are contrary to the normal rules of the road (see Drawing B in [[#fig620.2.13.1|Figure 620.2.13.1]]).<br /> <br /> The placement of arrows in channelizing lanes should be determined by the length of the lane and the following criteria (see [[#fig620.2.22.3|Figure 620.2.22.3]]):<br /> :A. The first arrow should be placed 75 ft. in advance of the stop line.<br /> :B. The second arrow should be placed 200 ft. in advance of the stop line.<br /> :C. Any additional arrows should be placed in 200 ft. increments.<br /> <br /> The distances between arrows may be adjusted if there are special circumstances that warrant the change.<br /> <br /> <br /> {{SpanID|fig620.2.22.3}}<br /> [[File:Figure 620.2.22.3 Spacing of Arrow in Left-Turn and Right-Turn Lanes.png|thumb|center|850px|alt=&quot;The image shows a vertical roadway with two lanes on the left traveling south, separated by a broken white lane line. Double yellow lines separate these lanes from three lanes on the right traveling north. The three northbound lanes are separated by solid white lines, all of which end at a solid white stop bar near the top of the figure. The three northbound lanes consist of a left-turn lane on the far left and two through lanes to its right.<br /> <br /> In the left-turn lane, a left-turn arrow with the word “ONLY” appears 75 feet before the stop bar, repeated again at 200 feet and at 400 feet from the stop bar.<br /> <br /> A note alongside the figure states: “The word ONLY shall only be used if the left turn lane is an entrapment lane, a left turn lane which is not channelized by a bubble.&quot;<br /> |'''Figure 620.2.22.3''' Spacing of Arrow in Left-Turn and Right-Turn Lanes]]<br /> <br /> <br /> '''Support.''' An arrow at the downstream end of a turn lane can help to prevent wrong-way movements.<br /> <br /> '''Standard.''' Where through lanes approaching an intersection become mandatory turn lanes, turn lane-use arrow markings (see Drawing A in [[#fig3b12|Figure 620.2.8.10]] and [[#fig3b21|Figure 620.2.22.1]]) shall be used and shall be accompanied by standard signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.33|EPG 903.2.33]]) and the required ONLY word pavement markings (see [[#620.2.20|EPG 620.2.20]]).<br /> <br /> If used, the ONLY word pavement marking shall be placed in advance of each lane-use arrow for mandatory turn lanes or in advance of a preferential lane word or symbol marking.<br /> <br /> '''Guidance.''' Where through lanes approaching an intersection become mandatory turn lanes, the required ONLY word markings (see [[#fig3b17|Figure 620.2.20]]), signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.26|903.2.26]]), and turn lane-use arrow markings should be placed well in advance of the turn and should be repeated as necessary to provide the through motorist advance notification to vacate the lane prior to reaching a point where roadway geometrics or a queue of waiting vehicles forces the motorist to make an unintended turn.<br /> <br /> Spacing between the arrow and the ONLY should be four times the height of the ONLY. The use of ONLY should not apply to exit ramps.<br /> <br /> '''Option.''' On freeways or expressways where a through lane becomes a mandatory exit lane, lane-use arrow markings may be used on the approach to the exit in the dropped lane and in an adjacent optional through-or-exit lane if one exists.<br /> <br /> '''Guidance.''' The use of straight arrows should be reserved for special cases, such as, locations where crashes have occurred as a result of vehicles making turns from the through lanes.<br /> <br /> =={{SpanID|620.2.23}}620.2.23 Wrong-Way Arrows (MUTCD Section 3B.24)==<br /> <br /> '''Guidance. '''Where crossroad channelization or ramp geometrics do not make wrong-way movements difficult, the appropriate lane-use arrow should be placed in each lane of an exit ramp near the crossroad terminal where it will be clearly visible to a potential wrong-way road user (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)#fig903.2.39.1|Figure 903.2.39.1]]).<br /> <br /> '''Option.''' The wrong-way arrow markings shown in Drawing G in [[#fig3b21|Figure 620.2.22.1]] may be placed near the downstream terminus of a ramp as shown in [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)#fig903.2.39.1|Figure 903.2.39.1]], or at other locations where lane-use arrows are not appropriate, to indicate the correct direction of traffic flow and to discourage drivers from traveling in the wrong direction.<br /> <br /> Directional pavement arrows may be used as a substitute for the wrong-way arrows when wrong-way arrows are required.<br /> <br /> A maximum of two wrong-way arrows may be provided on a ramp, the placement of the second arrow is dependent upon the design and length of the ramp. Exit ramps that do not contain islands at the intersection of the exit ramp and the crossroad may receive one wrong-way pavement arrow at the top of the ramp. Ramps constructed with islands at the intersection of the exit ramp and the crossroad may receive two wrong-way arrows at the top of the ramp, one arrow on each side of the island.<br /> <br /> Wrong-way pavement arrows may be placed on one way outer roads to further indicate the proper direction to travel.<br /> <br /> '''Standard.''' In the case of two lane ramps where wrong-way pavement arrows are used, one arrow shall be provided for each lane.<br /> <br /> '''Guidance. '''If used, the point of the wrong-way arrow should be located a distance of 25 ft. from the end of the ramp and the intersecting crossroad. When wrong-way arrows are used on one-way outer roads, the arrows should be installed 25 ft. in advance of the point where the edge of the crossroad and the outer road meet. Where a stop line has been provided, the arrow should be placed 25 ft. in advance of this marking.<br /> <br /> On ramps where directional pavement arrows have been provided to aid the motorist in proper lane usage, the wrong-way pavement arrows should not be used.<br /> <br /> =={{SpanID|620.2.24}}620.2.24 Chevron and Diagonal Markings (MUTCD Section 3B.25)==<br /> {{SpanID|fig620.2.24}}<br /> [[File:Figure 620.2.24 Typical Chevron and Diagonal Markings.png|thumb|alt=|center|800px|'''Figure 620.2.24''' Typical Chevron and Diagonal Markings]]<br /> <br /> <br /> '''Support. '''Chevron or diagonal markings are used to discourage travel on certain paved areas, such as shoulders, neutral areas, and flush median islands.<br /> <br /> '''Guidance.''' Chevrons should be installed in the neutral area of gores when the following conditions are present:<br /> :A. A gore length of 250 ft or greater; and<br /> :B. Exit lanes depart from through lanes at a low angle leaving a long distance between the theoretical and physical gore (See Drawing B in [[#fig3b9s1|Figure 620.2.8.1]]).<br /> <br /> Chevrons installed in the neutral area of gores should include a minimum of 3 chevron lines with 50 ft spacing consistent with the note on sheet 1 of [https://www.modot.org/media/16896#page=1 Standard Plan 620]. <br /> <br /> Chevrons should not be used when there is less than 6 feet of distance between channelizing lines to avoid markings that are not identifiable as a chevron.<br /> <br /> '''Option.''' Chevron and diagonal markings may be used:<br /> :A. On approaches to obstructions in the roadway (see [[#fig3b-15s2|Figure 620.2.15.2]]),<br /> :B. For channelized travel paths on approaches to intersections,<br /> :C. In buffer spaces between preferential lanes and general-purpose lanes (see Drawing A in [[620.5 Preferential Lane Markings for Motor Vehicle (MUTCD Chapter 3E)#fig3e2|Figure 620.5.2.2]]), and<br /> :D. In the neutral areas of islands.<br /> <br /> '''Support.''' [[:Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)| EPG 912]] (MUTCD Section 5B.02) contains information on chevron markings for driving automation system considerations.<br /> <br /> '''Standard.''' Chevron markings shall be white, with the point of each chevron facing toward approaching traffic, as shown in [[#fig3b9s1|Figures 620.2.8.1]] through [[#fig3b10|620.2.8.3]], [[#fig3b11s1|Figures 620.2.8.4]] through [[#fig3b11s6|6202.8.3.6]], and Drawing C in [[#fig3b-15s2|Figure 620.2.15.2]].<br /> <br /> '''Option.''' Diagonal markings for opposing directions of traffic may be used:<br /> :A. On approaches to obstructions in the roadway (see Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]]),<br /> :B. In flush median islands between double solid yellow center line markings (see [[#fig3b5|Figure 620.2.3.3]]), and<br /> :C. In buffer spaces between preferential lanes and general-purpose lanes (see Drawing D in [[620.5 Preferential Lane Markings for Motor Vehicle (MUTCD Chapter 3E)#fig3e4|Figure 620.5.2.5]]).<br /> <br /> Diagonal markings may be used on paved shoulders or in no-parking zones, or other locations for special emphasis.<br /> <br /> '''Standard.''' When diagonal markings are used between opposing directions of traffic or on the left shoulder of a one-way or divided roadway, they shall be yellow and slant away from traffic in the adjacent travel lanes, as shown in [[#fig3b2|Figure 620.2.1.2]] and [[#fig3b5|Figure 620.2.3.3]], and Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]].<br /> <br /> When diagonal markings are used on the right shoulder or in no-parking zones (see [[#fig3b23|Figure 620.2.26]]), they shall be white and slant away from traffic in the adjacent travel lane.<br /> <br /> Except as provided in the second Option paragraph below, chevrons and diagonal markings shall be 24 inches. The longitudinal spacing of the chevrons or diagonal lines shall be 50 feet, with a minimum of three chevron or diagonal markings being used per application. The chevrons and diagonal lines shall form an angle of approximately 45 degrees with the longitudinal lines that they intersect.<br /> <br /> '''Option. '''If there is insufficient space to install a minimum of three chevron or diagonal markings at 50 foot longitudinal spacing, the longitudinal spacing may be reduced.<br /> <br /> Diagonal markings used in no-parking zones or on roadways with operating speeds of less than 25 mph may be 4 inches wide (see [[#fig3b23|Figure 620.2.26]]).<br /> <br /> =={{SpanID|620.2.25}}620.2.25 Do Not Block Intersection Markings (MUTCD Section 3B.26)==<br /> &amp;nbsp;<br /> {{SpanID|fig3b24}}<br /> [[File:Figure 620.2.25 Do Not Block Intersection Markings.png|thumb|center|900px|alt=&quot;The intersection of a five-lane horizontal roadway with a three-lane vertical roadway is shown in the middle. The horizontal roadway intersects a second vertical roadway on the far right. The direction of travel is two lanes eastbound and two lanes westbound with opposing center turn lanes on the horizontal roadway, and one lane northbound and one lane southbound with opposing center turn lanes on the vertical roadway. No direction of travel is shown on the second vertical roadway. The horizontal roadway is composed of two through lanes in each direction and a center left-turn lane. The vertical roadway is composed of one through lane in each direction and a center turn lane. On both roadways, the through lanes are divided from each other by a broken white line. The left-turn lane is divided from the same direction through lanes by a solid white line, with a dotted white line extension in advance of the solid white line. The beginning of the left-turn lane is shown by a solid double yellow line that angles from the broken white line to the solid double yellow line that separates the turn lane from the oncoming lanes. Solid white turn arrows are marked in the turn lanes.<br /> &quot;<br /> |'''Figure 620.2.25''' Do Not Block Intersection Markings]]<br /> <br /> <br /> '''Option. '''Do Not Block Intersection markings may be used to mark the edges of an intersection area that is in close proximity to a signalized intersection, railroad crossing, or other nearby traffic control that might cause vehicles to stop within the intersection and impede other traffic entering the intersection. If authorized by law, Do Not Block Intersection markings with appropriate signs may also be used at other locations.<br /> <br /> '''Standard. '''If used, Do Not Block Intersection markings (see [[#fig3b24|Figure 620.2.25]]) shall consist of wide solid white lines 8 to 12 inches wide that outline the intersection area that vehicles must not block and white cross-hatching 4 in. to 6 in. wide within the intersection area.<br /> <br /> Do Not Block Intersection markings shall be accompanied by one or more DO NOT BLOCK INTERSECTION (DRIVEWAY) (CROSSING) (R10-7) signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.48|EPG 903.2.48]]), one or more Do Not Stop On Tracks (R8-8) signs (see [[913.2 Signs (MUTCD Chapter 8B) #913.2.7|EPG 913.2.7]]), or one or more similar signs.<br /> <br /> =={{SpanID|620.2.26}}620.2.26 Parking Space Markings (MUTCD Section 3B.27)==<br /> <br /> '''Standard. '''On-street parking space markings shall be white.<br /> <br /> '''Support. '''Examples of on-street parking space markings are shown in [[#fig3b23|Figure 620.2.26]].<br /> <br /> '''Support. '''Additional parking space markings for the purpose of designating spaces for use only by persons with disabilities are discussed in [[#620.2.21|EPG 620.2.21]] and illustrated in [[#fig3b19|Figure 620.2.21.2]].<br /> <br /> {{SpanID|fig3b23}}<br /> [[File:Figure 620.2.26 Example of Parking Space Markings.png|thumb|center|700px|alt=&quot;Three vertical segments of roadway are depicted, showing the right side of a roadway from the center of the roadway to the curb. Each roadway segment extends vertically for one block, from one intersection to another. Each example has a row of parking spaces marked with white lines on the right side of the roadway between the crosswalks. The example on the left shows parking spaces marked as vertical rectangles; the example in the middle is marked with short vertical and horizontal lines crossing each other designating the beginning or end of each space; the example on the right is marked with long vertical lines to mark the left side of the parking space and a short horizontal line at each end. On all examples, a “NO PARKING ZONE” is shown at the bottom from the north edge of the crosswalk to the south edge of the bottommost parking space in the row, and at the top extending from the south edge of the crosswalk to the north edge of the topmost parking space in the row. A “NO PARKING ZONE” is shown in the middle of row of parking spaces for the examples on the left and right. The dimensions of and distances between crosswalks and parking space of these zones are shown. Parking space widths and lengths and locations between “NO PARKING ZONEs” and crosswalks is shown.<br /> &quot;<br /> |'''Figure 620.2.26''' Example of Parking Space Markings]]<br /> <br /> =={{SpanID|620.2.27}}620.2.27 Speed Hump and Speed Table Markings (MUTCD Section 3B.29)==<br /> <br /> {{SpanID|fig3b26}}<br /> [[File:Figure 620.2.27.1 Pavement Markings for Speed Humps without Crosswalks.png|thumb|center|800px|alt=&quot;A,B: Both speed hump options show a two-lane segment with one lane of travel in each direction. The pavement markings are shown as white “v” shaped markings inside a second “v” shape. The “v” shaped markings are centered in each travel lane, with the point of each “v” pointing in the direction of traffic flow in the lane. Speed hump typical dimensions, travel lane widths, line thickness and the location on speed hump, as well as spacing between each “v” are shown for each option. Option A shows one speed hump marking on the pavement in each direction, with the base of the “v” shown at the near edge of the speed hump and the point of the “v” shown at the center of the speed hump. Option B shows two speed hump markings on the pavement in each direction, with the base of the first “v” shown at the near edge of the speed hump and the point of that first “v” shown at the center of the speed hump. The base of another “v” is shown beginning at the center of the speed hump with the point of that second “v” ending at the far edge of the hump.<br /> C: Option C shows a larger speed hump marking at the base of the “v” than Option A and B. One speed hump marking is shown in each direction, with the base of each “v” shown at the near edge of the speed hump and the point of the space between the inside and outside “v” lines shown at the center of the speed hump and the point of the outside “v” shown as ending at the far edge of the speed hump. A third “v” point is shown inside each inner “v.”<br /> &quot;<br /> |'''Figure 620.2.27.1''' Pavement Markings for Speed Humps without Crosswalks]]<br /> <br /> <br /> {{SpanID|fig3b27}}<br /> [[File:Figure 620.2.27.2 Pavement Markings for Speed Tables or Speed Humps with Crosswalks.png|thumb|center|800px|alt=&quot;Two speed hump options show a two-lane segment with one lane of travel in each direction. The pavement markings are shown as white “v” shaped markings inside a second “v” shape. The “v” shaped markings are centered in each travel lane, with the point of each “v” pointing in the direction of traffic flow in the lane. Speed hump typical dimensions, travel lane widths, line thickness and the location on speed hump, as well as spacing between each “v” are shown for both options. Option A shows one speed hump marking on the pavement in each direction, with the base of the “v” shown at the outside edge of the speed hump and the point of the “v” at the outside edge of the crosswalk or speed table. Option B shows two speed hump markings on the pavement in each direction. For each lane, the base of one “v” is shown at the outside edge of the speed hump and the point of the “v” at the outside edge of the crosswalk or speed table, and the base of another “v” is shown at the outside edge of the crosswalk or speed table with the point of the “v” ending at the outside edge of the hump.<br /> &quot;<br /> |'''Figure 620.2.27.2''' Pavement Markings for Speed Tables or Speed Humps with Crosswalks]]<br /> <br /> <br /> '''Guidance. '''Speed humps and speed tables are generally not used on MoDOT-maintained facilities. Districts should contact the State Highway Safety and Traffic Engineer for approval prior to installation.<br /> <br /> '''Standard. '''If speed hump markings are used, they shall be a series of white markings placed on a speed hump to identify its location. If markings are used for a speed hump that does not also function as a crosswalk or speed table, the markings shall comply with Option A, B, or C shown in [[#fig3b26|Figure 620.2.27.1]]. If markings are used for a speed hump that also functions as a crosswalk or speed table, the markings shall comply with Option A or B shown in [[#fig3b27|Figure 620.2.27.2]].<br /> <br /> '''Option. '''Where used, center line markings, lane line markings, and edge lines may be discontinued on the profile of the speed hump.<br /> <br /> '''Standard. '''Where a speed hump or a speed table specifically incorporates a crossing movement for pedestrians, bicyclists, or equestrians, and functions as a raised crosswalk, crosswalk markings (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C)|EPG 620.3]]) shall be provided.<br /> <br /> =={{SpanID|620.2.28}}620.2.28 Advance Speed Hump and Speed Table Markings (MUTCD Section 3B.30)==<br /> <br /> '''Guidance. '''Advance speed hump markings are generally not used on MoDOT-maintained facilities. Districts should contact the State Highway Safety and Traffic Engineer for approval prior to installation.<br /> <br /> '''Option. '''Advance speed hump markings may be used in advance of speed humps or other engineered vertical roadway deflections such as dips where added visibility is desired or where such deflection is not expected.<br /> <br /> Advance word pavement markings such as BUMP or HUMP may be used on the approach to a speed hump either alone or in conjunction with advance speed hump markings. Appropriate advance warning signs may be used in compliance with [[903.6 Warning Signs#903.6.22_Low_Clearance_Sign_(W12-2_and_W12-2a)_(MUTCD_Section_2C.27)|EPG 903.6.22]].<br /> <br /> '''Standard. '''If advance speed hump or speed table markings are used, they shall be a series of eight white 12-inch transverse lines that become longer and are spaced closer together as the vehicle approaches the speed hump or other deflection.<br /> <br /> '''Guidance. '''If used, advance speed hump markings should be installed in each approach lane.<br /> &lt;!--{{SpanID|fig3b28}}<br /> [[File:Fig3B-28.png|thumb|center|800px|alt=|'''Figure 620.2.28''' <br /> Advance Warning Markings for Speed Humps or Speed Tables]]--&gt;<br /> <br /> =={{SpanID|620.2.29}}620.2.29 Aircraft Speed Measurement Markings==<br /> <br /> '''Support. '''An aircraft speed measurement marking is a transverse marking placed on the roadway to assist the enforcement of speed regulations.<br /> <br /> '''Standard. '''Aircraft speed check markings shall only be installed after the District Engineer or the District Engineer's representative receives a request from the Missouri State Highway Patrol. A member of the Highway Patrol shall be present when these stations are placed to verify their location and spacing for legal purposes.<br /> <br /> <br /> {{SpanID|fig620.2.29}}<br /> [[File:Figure 620.2.29 Pavement Marking for Aircraft Speed Check Stations.jpg|thumb|center|780px|alt=This figure shows a two-lane roadway with a solid yellow centerline and dashed white lane lines. On each side, there is a yellow or white edge line depending on direction of travel. The roadway includes pairs of 24-inch by 24-inch white square pavement markings spaced across both lanes, set 660 feet apart. A third set of markings is optional at the Highway Patrol’s request. An arrow legend indicates direction of travel along the roadway.<br /> |&lt;center&gt;'''Figure 620.2.29 Pavement Marking for Aircraft Speed Check Stations'''&lt;/center&gt;]]<br /> <br /> Speed measurement markings, if used, shall be white, and shall be 24 in. x 24 in. and the distance between the blocks shall be 660 ft., measured from the leading edge of the first block to the leading edge of the second block. This distance shall be measured on the actual pavement surface and is the same for all posted speeds (See [[#fig620.2.29|Figure 620.2.29]]).<br /> <br /> The markings shall be reflective, and are to be placed on the center of each driving lane.<br /> <br /> Those markings, which have been improperly installed shall be removed by one of the methods noted in [[620.11 MoDOT Pavement Marking Materials#620.11.4|EPG 620.11.4]].<br /> <br /> '''Option. '''A third block may be installed at the special request of the Highway Patrol.<br /> <br /> If the Highway Patrol wishes to only check traffic flowing in one direction, these markings may be omitted from the opposing lanes.<br /> <br /> '''Guidance. '''Aircraft speed check markings should receive periodic inspection to ensure they are maintained in an acceptable and functional manner. Existing aircraft speed check markings that are no longer in use should be allowed to deteriorate.<br /> <br /> The application of any material should be done following the manufacturer’s recommendations for installation.<br /> <br /> '''Option.''' On concrete surfaces, black may be used to provide contrast of the speed blocks.<br /> <br /> =={{SpanID|620.2.30}}620.2.30 Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad (MUTCD Section 3B.31)==<br /> <br /> {{SpanID|fig3b29}}<br /> [[File:Figure 620.2.30 Example of Pavement Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad.jpg|thumb|center|850px|alt=A diverging diamond interchange shows where two northbound lanes and two southbound lanes cross, transposing their alignments to each other in the middle of the interchange. At the top and bottom of the interchange, the lanes are in their typical alignment relative to each other. Right-turn “ONLY” and left-turn “ONLY” entrance lanes are shown merging into the lanes and right-turn “ONLY” exit lanes are shown turning away from the lanes. At the lane crossover intersections, dotted white and yellow lines separate the travel lanes from each other. Directional pavement markings indicate travel direction. Stop bars are shown ahead of crosswalks. Sidewalks with curb ramps are shown connected to crosswalks over raised islands that separate through travel lanes from the entrance and exit lanes.|'''Figure 620.2.30''' Example of Pavement Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad]]<br /> <br /> '''Support. '''Markings used in a diverging diamond interchange with a transposed alignment crossroad can be advantageous for minimizing wrong-way movements. The potential for wrong-way movements is greatest at the crossover intersections where the alignment becomes transposed.<br /> <br /> '''Standard. '''On the transposed alignment, each direction shall be considered a one-way roadway whereas the edge line convention shall be in accordance with [[#620.2.10|EPG 620.2.10]]. Both yellow and white edge lines shall be used.<br /> <br /> A lane-use arrow (see [[#620.2.22|EPG 620.2.22]]) shall be used in each approach lane at the crossover intersection.<br /> <br /> '''Support.''' [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3.9|EPG 620.3.9]] contains information on crosswalks and pedestrian movements for diverging diamond interchanges with a transposed alignment crossroad.<br /> <br /> '''Standard.''' Flush median islands (see [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#620.9.3|EPG 620.9.3]]) shall not be used to divide the inverted flow of traffic.<br /> <br /> '''Guidance.''' Edge line and lane line extensions (see [[#620.2.13|EPG 620.2.13]]) should be provided through the crossing points.<br /> <br /> '''Support.''' [[#fig3b29|Figure 620.2.30]] illustrates an example of pavement markings for a diverging diamond interchange with a transposed alignment crossroad.</div>

TaracksA https://epgtest.modot.org/index.php?title=Category:911_General_(MUTCD_Part_1)&diff=61208 2025-12-01T14:37:00Z

<p>TaracksA: /* {{SpanID|911.2.6}}Changes to the MUTCD (MUTCD Section 1B.06) */</p> <hr /> <div>&lt;div class=&quot;toclimit-2&quot; style=&quot;position: static&quot;&gt;<br /> <br /> {|align=&quot;right&quot; style=&quot;margin-left: 15px; max-width: 690px;&quot;<br /> | __TOC__<br /> |}<br /> <br /> &lt;/div&gt;<br /> &amp;nbsp;<br /> __NOTOC__<br /> '''Support. '''The information in EPG 911 is directly from the National MUTCD with minimal modifications. See [[:Category:900 TRAFFIC CONTROL#900.1_ Incorporating_the_MUTCD_into_the_EPG|EPG 900.1]] for a description of how MUTCD content is incorporated into the EPG.<br /> <br /> Contact the Highway Safety and Traffic Division for all official interpretations, experiments, changes to the National MUTCD, or interim approvals. <br /> <br /> =={{SpanID|911.1.1}}Purpose of the MUTCD (MUTCD Section 1A.01)==<br /> <br /> '''Support. '''The purpose of the MUTCD is to establish uniform national criteria for the use of traffic control devices that meet the needs and expectancy of road users on all streets, highways, pedestrian and bicycle facilities, and site roadways open to public travel. <br /> <br /> This purpose is achieved through the following objectives:<br /> ::A. Promote safety, inclusion, and mobility for all users of the road network;<br /> ::B. Promote efficiency through creating national uniformity in the meaning and appearance of traffic control devices;<br /> <br /> ::C. Promote national consistency in the use, installation, and operation of traffic control devices; and<br /> <br /> ::D. Provide basic principles for traffic engineers to use in making decisions regarding the use, installation, operation, maintenance, and removal of traffic control devices.<br /> <br /> Uniformity of the meaning of traffic control devices is vital to their effectiveness. Uniformity means treating similar situations in a similar way. Uniformity of devices simplifies the task of the road user because it aids in recognition and understanding, thereby reducing perception/reaction time. Uniformity assists road users, law enforcement officers, and traffic courts by giving everyone the same interpretation. Uniformity assists public highway officials through efficiency in manufacture, installation, maintenance, and administration.<br /> <br /> The use of uniform traffic control devices also requires uniform and appropriate application.<br /> <br /> The applicability of the MUTCD to facilities open to public travel is independent of the type of ownership or jurisdiction (public or private) and the source of funding (Federal, State, local, or private).<br /> <br /> This Manual presumes the user of the MUTCD has sufficient working knowledge, professional training and experience, and education in the principles of traffic engineering. Other resources can be consulted to understand the basis for decisions that are made in which engineering study or judgment will be applied.<br /> <br /> =={{SpanID|911.1.2}}Traffic Control Devices – General Description (MUTCD Section 1A.02 )==<br /> <br /> '''Support. '''As defined in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]] of this Manual, traffic control devices include all signs, signals, markings, channelizing devices, or other devices that use colors, shapes, symbols, words, sounds, and/or tactile information for the primary purpose of communicating a regulatory, warning, or guidance message to road users on a street, highway, pedestrian facility, bikeway, pathway, or site roadway open to public travel. <br /> <br /> Infrastructure elements that restrict the road user’s travel paths or vehicle speeds, such as islands, curbs, speed humps, and other raised roadway surfaces, are not traffic control devices. Transverse or longitudinal rumble strips are also not traffic control devices. Operational devices associated with the application of traffic control strategies such as fencing, roadway lighting, barriers, and attenuators are shown in this Manual for context, but their design, application, and usage are not specified since they are not traffic control devices.<br /> <br /> Certain types of signs and other devices that do not have any traffic control purpose are sometimes placed within the highway right-of-way by or with the permission of the public agency or the official having jurisdiction over the street or highway. These signs and other devices are not considered to be traffic control devices and provisions regarding their design and use are not included in this Manual. Among these signs and other devices are the following:<br /> <br /> ::A. Devices whose purpose is to assist highway maintenance personnel, such as markers to guide snowplow operators, devices that identify culvert and drop inlet locations, and devices that precisely identify highway locations for maintenance or mowing purposes;<br /> <br /> ::B. Devices whose purpose is to assist fire or law enforcement personnel, such as markers that identify fire hydrant locations, signs that identify fire or water district boundaries, speed measurement pavement markings, small indicator lights to assist in enforcement of red light violations, and photo enforcement systems;<br /> <br /> ::C. Devices whose purpose is to assist utility company personnel and highway contractors, such as markers that identify underground utility locations;<br /> <br /> ::D. Signs posting local non-traffic ordinances; and<br /> <br /> ::E. Signs giving civic organization meeting information.<br /> <br /> =={{SpanID|911.1.3}}Target Road Users (MUTCD Section 1A.03)==<br /> <br /> '''Support. '''Traffic control devices can be targeted at operators of motor vehicles, including driving automation systems, and at vulnerable road users. <br /> <br /> Targeted operators of motor vehicles include motorists, public transportation operators, truck drivers, and motorcyclists. Targeted users also include vulnerable road users, who have little to no protection from crash forces. These users are defined in Title 23, U.S.C. 148(a). They include bicyclists and pedestrians, including persons with disabilities. Pedestrians with disabilities might be blind or vision-impaired, have mobility limitations, or other impairments. Protection of vulnerable users is a priority in this Manual as directed in Section 11135 of the Infrastructure Investment and Jobs Act. <br /> <br /> Operators of motor vehicles and vulnerable road users are both likely to be present on roadways where adjacent land use suggests that trips could be served by varied modes. Application of traffic control devices on these roadways requires careful consideration of measures to set and design for appropriate speeds; separation of various users in time and space; improvement of connectivity and access for pedestrians, bicyclists, and transit riders, including for people with disabilities; and implementation of safety countermeasures.<br /> <br /> =={{SpanID|911.1.4}}Use of the MUTCD (MUTCD Section 1A.04)==<br /> <br /> '''Support. '''Traffic control device principles in the MUTCD are developed for and used by individuals who are duly authorized and qualified to conduct traffic control device activities. <br /> <br /> '''Standard. '''Where the content of this Manual requires a decision for implementation, such decisions shall be made by an engineer, or an individual under the supervision of an engineer, who has the appropriate levels of experience and expertise to make the traffic control device decision. Those decisions shall be made using engineering judgment or engineering study, as required by the MUTCD provision.<br /> <br /> '''Support. '''[[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]] contains definitions of “engineering study” and “engineering judgment.”<br /> <br /> '''Guidance. '''In making traffic control device decisions, individuals should consider the impacts of the decision on the following: safety and operational efficiency (mobility) of all road users at that location, the effective use of agency resources, cost-effectiveness, and enforcement and education aspects of traffic control devices.<br /> <br /> '''Support. '''Throughout this Manual the headings Standard, Guidance, Option, and Support, the meanings of which are defined in [[:Category:911_General_(MUTCD_Part_1) #911.3.1|Section 1C.01]], are used to classify the nature of the text that follows. Figures and tables, including the notes contained therein, supplement the text and might constitute a Standard, Guidance, Option, or Support. The user needs to refer to the appropriate text to classify the nature of the figure, table, or note contained therein.<br /> <br /> '''Guidance. '''Except when a specific numeral is required or recommended by the text of a Section of this Manual, numerals displayed on the images of devices in the figures that specify quantities such as times, distances, speed limits, and weights should be regarded as examples only. When installing any of these devices, the numerals should be appropriately altered to fit the specific situation. <br /> <br /> Similarly, destination names, route numbers, and State route shields that are displayed on the images of devices in the figures should be regarded as examples only. When installing any of these devices, the destination names, route numbers, and State route shields should be appropriately altered to fit the specific situation.<br /> <br /> '''Support. '''The information contained in the following paragraphs will be useful when reference is being made to a specific portion of text in this Manual.<br /> <br /> There are nine Parts in this Manual and each Part includes one or more Chapters. Each Chapter includes one or more Sections. Parts are identified by a single-digit numerical identification, such as “Part 2 – Signs.” Chapters are identified by the Part number and a letter, such as “Chapter 2B – Regulatory Signs.” Sections are identified by the Chapter number and letter followed by a decimal point and a 2-digit number, such as “Section 2B.03 – Size of Regulatory Signs.” In some Chapters, the Sections are grouped together by subject into unnumbered sub-chapters with a heading, such as “Signing for Right-of-Way at Intersections” (for Sections 2B.06 through 2B.20). <br /> <br /> Each Section includes one or more paragraphs. The paragraphs are indented and are identified by a number. Paragraphs are counted from the beginning of each Section without regard to the intervening text headings (Standard, Guidance, Option, or Support) or any intervening text in embedded Figures or Tables. Some paragraphs have lettered or numbered items. As an example of how to cite this Manual, the phrase “[n]ot less than 40 feet beyond the stop line” that appears in Section 4D.08 of this Manual would be referenced in writing as “Section 4D.08, Par.1, A.1,” and would be verbally referenced as “Item A.1 of Paragraph 1 of Section 4D.08.”<br /> <br /> =={{SpanID|911.1.5}}Relation to Other Publications (MUTCD Section 1A.05)==<br /> <br /> '''Standard. '''To the extent that they are incorporated by specific reference, the latest editions of the following publications shall be a part of this Manual: “Standard Highway Signs” publication (FHWA), and “Color Specifications for Retroreflective Sign and Pavement Marking Materials” (appendix to Subpart F of Part 655 of Title 23 of the Code of Federal Regulations).<br /> <br /> '''Support. '''The “Standard Highway Signs” publication includes standard alphabets and symbols and arrows for signs and pavement markings. <br /> <br /> The MUTCD is not a roadway design manual, and engineers seeking guidance on design should refer to appropriate roadway design guides recognized by the Federal Highway Administration as needed for the design application.<br /> <br /> Other publications are referenced in this Manual as useful resources, but they are not regulatory in nature and are not independently legally enforceable.<br /> <br /> =={{SpanID|911.1.6}}Uniform Vehicle Code – Rules of the Road (MUTCD Section 1A.06)==<br /> <br /> '''Support. '''The “Uniform Vehicle Code” (UVC) is one of the publications referenced in the MUTCD. The UVC contains a model set of motor vehicle codes and traffic laws for use throughout the United States, the intent of which is to promote national uniformity in these laws. The Rules of the Road contained in the UVC are intended to be recommendations for States to adopt in their State statutes and are not independently legally enforceable. <br /> <br /> '''Guidance. '''The actions required of road users to obey regulatory devices should be specified by State statute, or in cases not covered by State statute, in local ordinances or resolutions. Such statutes, ordinances, and resolutions should be consistent with the “Uniform Vehicle Code.”<br /> <br /> =={{SpanID|911.2.1}}National Standard (MUTCD Section 1B.01)==<br /> <br /> '''Standard.''' The Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD) is incorporated by reference in 23 Code of Federal Regulations (CFR), Part 655, Subpart F and shall be recognized as the national standard for all traffic control devices installed on any street, highway, bikeway, or site roadway open to public travel (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]]) in accordance with 23 U.S.C. 109(d) and 402(a). <br /> <br /> In accordance with 23 CFR 655.603(a), the MUTCD shall apply to all of the following types of facilities:<br /> ::A. Any street, roadway, or bikeway open to public travel, either publicly or privately-owned.<br /> ::B. Streets and roadways on sites that are off the public right-of-way that are open to public travel without full-time access restrictions. Examples include roadways within shopping centers, office parks, airports, sports arenas, other similar business and/or recreation facilities, governmental office complexes, schools, universities, recreational parks, and other similar publicly-owned complexes and/or recreation facilities. The above-described examples of streets and roadways are referred to in this Manual as site roadways open to public travel;<br /> ::C. Publicly-owned toll roads, including those under the jurisdiction of a public agency, public authority, or public-private partnership;<br /> ::D. Privately-owned toll roads where the public is allowed to travel without access restriction. This includes gated toll roads or roadways where the general public is able to pay to access the facility; and<br /> ::E. Grade crossings of publicly-owned roadways with railroads or light rail transit. <br /> <br /> The MUTCD shall not apply to the following types of facilities:<br /> ::A. Roadways within private gated properties where access to the general public is restricted at all times;<br /> ::B. Grade crossings of privately-owned roadways with railroads; and<br /> ::C. Parking areas, including the driving aisles within those parking areas, that are either publicly or privately-owned.<br /> <br /> '''Support. '''The policies and procedures of the Federal Highway Administration (FHWA) to obtain basic uniformity of traffic control devices are as described in 23 CFR 655, Subpart F. <br /> <br /> Section 15-116 of the UVC (see [[:Category:911_General_(MUTCD_Part_1) #911.1.6|Section 1A.06]]) states, “No person shall install or maintain in any area of private property used by the public any sign, signal, marking, or other device intended to regulate, warn, or guide traffic unless it conforms with the State manual and specifications adopted under Section 15-104.” Adoption by agencies of such a provision through statute or ordinance can help maintain the integrity of official traffic control devices and provide continuity of uniformity at locations that are not subject to the provisions of this Manual.<br /> <br /> =={{SpanID|911.2.2}}State Adoption and Conformance (MUTCD Section 1B.02)==<br /> <br /> '''Support. '''All States have officially adopted the National MUTCD either in its entirety, with supplemental provisions, or as a separate published document. The National MUTCD has also been adopted by the National Park Service, the U.S. Forest Service, the U.S. Military Command, the Bureau of Indian Affairs, the Bureau of Land Management, and the U.S. Fish and Wildlife Service. <br /> <br /> '''Standard. '''States or other Federal agencies that have their own MUTCDs or Supplements shall revise these MUTCDs or Supplements to be in substantial conformance with changes to the National MUTCD within 2 years of the effective date of the Final Rule for the changes [23 CFR 655.603(b)(3)]. Substantial conformance of such State or other Federal agency MUTCDs or Supplements shall be as defined in 23 CFR 655.603(b)(1). <br /> <br /> For the purposes of the above paragraph, policies, directives, specifications, standard drawings, or similar documents that are issued by an agency and that change or modify Standard, Guidance, or Option provisions in this Manual shall be considered as supplements to the MUTCD and shall also be revised to be in substantial conformance with the National MUTCD. <br /> <br /> =={{SpanID|911.2.3}}Compliance of Devices (MUTCD Section 1B.03)==<br /> <br /> '''Standard. '''The U.S. Secretary of Transportation, under authority granted by the Highway Safety Act of 1966, decreed that traffic control devices on all streets and highways open to public travel in accordance with 23 U.S.C. 109(d) and 402(a) in each State shall be in substantial conformance with the Standards issued or endorsed by the FHWA. <br /> <br /> '''Support. '''23 CFR 655.603 also requires traffic control devices on all streets, highways, bikeways, and site roadways open to public travel in each State be in substantial conformance with standards issued or endorsed by the Federal Highway Administrator.<br /> <br /> '''Standard. '''After the effective date of a new edition of the MUTCD or a revision thereto, or after the adoption thereof by the State, whichever occurs later, new or reconstructed devices installed shall comply with the new edition or revision, as required by 23 CFR 655.603. <br /> <br /> In cases involving Federal-aid projects for new construction, reconstruction, resurfacing, restoration, or rehabilitation of a facility to which this Manual applies, the traffic control devices installed (temporary or permanent) shall comply with the most recent edition of the National MUTCD before that highway is opened or re-opened to the public for unrestricted travel [23 CFR 655.603(d)(2) and (d)(3)]. <br /> <br /> Unless a particular device is no longer serviceable (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]]), non-compliant devices on existing highways and bikeways shall be brought into compliance with the current edition of the National MUTCD as part of the systematic upgrading of substandard traffic control devices (and installation of new required traffic control devices) required pursuant to the Highway Safety Program, 23 U.S.C. §402(a). <br /> <br /> '''Support. '''The FHWA has the authority to establish other target compliance dates for implementation of particular changes to the MUTCD [23 CFR 655.603(d)(1)]. <br /> <br /> '''Standard. '''The target compliance dates established by the FHWA shall be as shown in Table 1B-1. <br /> <br /> Design, application, and placement of traffic control devices other than those adopted in this Manual shall be prohibited unless the provisions of [[:Category:911_General_(MUTCD_Part_1) #911.2.4|Section 1B.04]] through [[:Category:911_General_(MUTCD_Part_1) #911.2.8|Section 1B.08]] are followed regarding official interpretations, experiments, changes to the MUTCD, and interim approvals granted by the FHWA. <br /> <br /> '''Support. '''Many of the provisions in this Manual that are explicitly prohibitive have been included to address practices that have been shown to be ineffective, unsafe, or inconsistent with uniformity. A provision of mandatory or recommended practice represents the accepted and established practice that promotes uniformity and consistency. The absence of a provision in this Manual that explicitly prohibits a particular practice, use, design, application, operation, or other aspect of a traffic control device does not, in itself, constitute acceptability or permission to use the device in a manner not provided for in this Manual. <br /> <br /> {| class=&quot;wikitable&quot;<br /> |+Table 1B-1. Target Compliance Dates Established by the FHWA<br /> !MUTCD Section(s) !! Subject Area !! Specific Provision !! Compliance Date<br /> |-<br /> | 2B.64 || Weight Limit Signs || Paragraph 14 - requirement for additional Weight Limit sign with the advisory distance or directional legend in advance of applicable section of highway or structure || 5 years from the effective date of this edition of the MUTCD<br /> |-<br /> | 2C.25 || Low Clearance Signs (W12-2) || Paragraph 1 - Required posting of the Low Clearance Advance (W12-2) sign in advance of the structure || 5 years from the effective date of this edition of the MUTCD<br /> |-<br /> |2C.25 || Low Clearance Signs (W12-2a, W12-2b) || Paragraph 8 - Recommended posting of Low Clearance Overhead (W12-2a or 12-2b) signs on an arch or other structure under which the clearance varies greatly || 5 years from the effective date of this edition of the MUTCD<br /> |-<br /> | 3A.05 || Maintaining Minimum Retroreflectivity || Implementation and continued use of a method that is designed to maintain retroreflectivity of longitudinal pavement markings (see Paragraph 1 of Section 3A.05) || September 6, 2026<br /> |-<br /> | 8B.16 || High-Profile Grade Crossings || Paragraphs 3 and 7 - Recommended installation of Low Ground Clearance and/or Vehicle Exclusion signs and detour signs for vehicles with low ground clearances that might hang up on high-profile grade crossings at locations with a known history || 5 years from the effective date of this edition of the MUTCD<br /> |-<br /> | 8D.09 through 8D.12 || Highway Traffic Signals at or Near Grade Crossings || Assessment and determination of appropriate treatment to achieve compliance (preemption, movement prohibition, pre-signals, queue cutter signals) || 10 years from the effective date of this edition of the MUTCD<br /> |}<br /> <br /> '''Guidance. '''Agencies should contact the FHWA when considering employing a practice or application that is not explicitly addressed in this Manual to ensure continued compliance with the provisions in this Manual. <br /> <br /> '''Support. '''The FHWA reviews and interprets the provisions in this Manual for agencies on an as-needed basis, which can lead to the issuance of official interpretations (see [[:Category:911_General_(MUTCD_Part_1) #911.2.4|Section 1B.04]]), or interim approvals (see [[:Category:911_General_(MUTCD_Part_1) #911.2.7|Section 1B.07]]).<br /> <br /> '''Standard. '''A non-compliant traffic control device that is being replaced or refurbished because it is damaged, missing, or no longer serviceable (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]]) for any reason shall be replaced with a compliant device, except as provided for in the paragraph below.<br /> <br /> '''Option. '''A non-compliant traffic control device may be replaced in kind when engineering judgment indicates it is more appropriate because:<br /> <br /> ::A. One compliant device in the midst of a series of adjacent non-compliant devices would be confusing to road users, and/or<br /> <br /> ::B. The schedule for replacement of the whole series of non-compliant devices will result in achieving timely compliance with the MUTCD.<br /> <br /> =={{SpanID|911.2.4}}Interpretations (MUTCD Section 1B.04)==<br /> <br /> '''Support. '''The FHWA issues authoritative interpretations of this Manual when necessary to provide clarity in response to unique situations for device application or general requests for clarification of a provision. <br /> <br /> An interpretation includes a consideration of the application and operation of standard traffic control devices, the official meanings of standard traffic control devices, or the variations from standard device designs and design requirements.<br /> <br /> '''Guidance. '''Requests for an interpretation of this Manual should contain the following information:<br /> <br /> ::A. A concise statement of the interpretation being sought;<br /> <br /> ::B. A description of the condition that provoked the need for an interpretation;<br /> <br /> ::C. Any illustration that would be helpful to understand the request; and<br /> <br /> ::D. Any supporting research data that is pertinent to the item to be interpreted.<br /> <br /> '''Support. '''[[:Category:911_General_(MUTCD_Part_1) #911.2.8|Section 1B.08]] contains information on submitting a request for interpretation.<br /> <br /> =={{SpanID|911.2.5}}Experimentation (MUTCD Section 1B.05)==<br /> <br /> '''Support. '''Requests for experimentation (see [[:Category:911_General_(MUTCD_Part_1) #911.2.8|Section 1B.08]]) include consideration of field deployment for the purpose of testing or evaluating a new traffic control device, its application or manner of use, or a provision not specifically described in this Manual. <br /> <br /> '''Standard. '''A traffic control device or application that does not comply with the provisions of this Manual shall not be used on any street, highway, bikeway, or site roadway open to public travel (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]]) without first receiving official approval to experiment from the FHWA’s Office of Transportation Operations.<br /> <br /> '''Support. '''A request for permission to experiment (see [[:Category:911_General_(MUTCD_Part_1) #911.2.8|Section 1B.08]]) will be considered only when submitted by the public agency or toll facility authority responsible for the operation of the road or street on which the experiment is to take place. For a site roadway open to public travel, the request will be considered only if it is submitted by the private owner or official having jurisdiction.<br /> <br /> A request for experimentation with a novel device or application across multiple jurisdictions as a single experiment with a common hypothesis, evaluation plan, and evaluation team will be considered when submitted jointly by all the authorities responsible for operation of the roads or streets on which the experiment is to take place. Similarly, a request to add experimental sites to an experimentation approved for another jurisdiction will be considered when submitted jointly by the all the authorities for operation of the roads or streets on which the experiment is then to take place.<br /> <br /> Manufacturers or inventors of novel devices are encouraged to engage the services of a qualified traffic engineer or other professional who is versed in traffic control devices. Early engagement during the concept and development processes will help ensure the efficacy of the device with regard to human factors, operational, safety, and other considerations prior to an agency requesting experimentation.<br /> <br /> In some cases, an off-roadway closed-course or laboratory study might be required before a request for experimentation can be considered. The purpose of such a study is to determine whether testing the experimental device or application in an open-road setting could result in an undue safety risk.<br /> <br /> '''Guidance. '''Before requesting permission to experiment with a new device or application, an owner of a site roadway open to public travel should first check for any laws, regulations, and/or directives covering the application of the MUTCD that might apply. <br /> <br /> '''Option. '''An agency may request a preliminary assessment of the viability of a potential request for experimentation by submitting an abstract that briefly describes the experimental concept. <br /> <br /> '''Support. '''A diagram indicating the process for requesting and conducting experimentations with traffic control devices is shown in [[#fig1b1|Figure 1B-1]].<br /> <br /> {{SpanID|fig1b1}}<br /> [[File:Figure 1B-1. Process for Requesting and Conducting Experimentations for New Traffic Control Devices.jpg|thumb|center|alt=A flowchart depicting the process for requesting and conducting experimentations with traffic control devices.|700px|'''Figure 1B-1.''' Process for Requesting and Conducting Experimentations for New Traffic Control Devices]]<br /> <br /> <br /> '''Standard. '''The request for permission to experiment shall contain the following:<br /> <br /> ::A. A statement indicating the nature of the problem and a hypothesis establishing the premise of the experiment.<br /> <br /> ::B. A description of the proposed change to the traffic control device or application of the traffic control device, including the manner in which it deviates from the provisions of this Manual, and how it is expected to be an improvement over existing provisions.<br /> <br /> ::C. Illustrations that would help to explain the traffic control device or use of the traffic control device.<br /> <br /> ::D. Any supporting data explaining how the traffic control device was developed, including if it has been tested, in what ways it was found to be adequate or inadequate, and how this choice of device or application was derived.<br /> <br /> ::E. Comparison of the proposed device to other compliant devices or treatments, either individually or in combination, that address the same condition, if applicable.<br /> <br /> ::F. A legally-binding statement that the experimental device or application is in the public domain, in accordance with the following paragraphs of this Section.<br /> <br /> ::G. The time period and location(s) of the experiment.<br /> <br /> ::H. Control sites for comparison purposes or justification for not using control sites.<br /> <br /> ::I. A detailed research and evaluation plan that provides for close monitoring of the experimentation, throughout all stages of its field implementation. The evaluation plan shall include an appropriate evaluation methodology, such as before and after analysis, or other appropriate methodology as well as quantitative data describing the performance of the experimental device.<br /> <br /> ::J. An agreement to provide semi-annual progress reports for the duration of the experimentation, in accordance with the schedule provided in Paragraph 12 of this Section, and an agreement to provide a report of the final results of the experimentation to the FHWA’s Office of Transportation Operations within 3 months following completion of the experimentation (see following paragraphs). The FHWA’s Office of Transportation Operations shall have the right to terminate approval of an agency’s experiment if reports are not received in accordance with this schedule.<br /> <br /> ::K. An agreement to restore the site of the experiment to a condition that complies with the provisions of this Manual within 3 months following the end of the time period of the experiment. This agreement shall also provide that the agency sponsoring the experimentation will terminate the experimentation at any time that it determines that safety concerns are directly or indirectly attributable to the experimentation and the agency shall provide timely notification to the FHWA’s Office of Transportation Operations. The FHWA’s Office of Transportation Operations shall have the right to terminate approval of the experimentation at any time if there is an indication of safety or operational concerns, or if the terms of the approval are not being adhered to. If, as a result of the experimentation, a request is made that this Manual be changed to include the device or application being experimented with, the FHWA’s Office of Transportation Operations will determine whether the device or application can be permitted to remain in place until an official rulemaking action has occurred.<br /> <br /> Where an item in the above paragraph is determined to not be applicable to the type of experiment, device, or application, the request shall provide sufficient explanation.<br /> <br /> The required semi-annual progress reports shall be submitted throughout the course of an approved experiment in accordance with the following schedule:<br /> <br /> ::A. No later than August 1st for the preceding period of January through June; and<br /> <br /> ::B. No later than February 1st for the preceding period of July through December.<br /> <br /> The experimenting agency shall submit a semi-annual progress report for any approved experiment even if no work was performed during the previous reporting period. Failure to submit two consecutive progress reports shall result in termination of the experiment and shall constitute rescission of the FHWA’s approval to the experimenting agency, requiring restoration of the site(s) to a condition that complies with the provisions of this Manual within 3 months.<br /> <br /> The experimenting agency shall submit a final report within 3 months of the conclusion of an approved experiment. If a final report is not received by the FHWA’s Office of Transportation Operations, and the experimenting agency fails to notify the FHWA of any mitigating circumstances within 6 months of the end of the approved experimentation period, then the experiment shall be considered terminated and shall constitute rescission of the FHWA’s approval to the experimenting agency, requiring restoration of the site(s) to a condition that complies with the provisions of this Manual within 3 months. <br /> <br /> '''Support. '''Under certain circumstances the FHWA Office of Transportation Operations might allow an experimental device or device application that has been shown to be effective and without safety concerns to remain in use after the experiment has ended. This typically would occur if the device or application is actively being considered for interim approval under the provisions of [[:Category:911_General_(MUTCD_Part_1) #911.2.7|Section 1B.07]]. <br /> <br /> '''Standard. '''A request for experimentation that involves a new traffic control device or a new application of an existing traffic control device shall include from the agency conducting the experiment, the manufacturer and/or developer of the device, and the supplier of the device, a legally-binding statement certifying that the traffic control device is not protected by a patent, trademark, or copyright in accordance with [[:Category:911_General_(MUTCD_Part_1) #911.4.6|Section 1D.06]], and that the traffic control device is in the public domain and can be used freely in traffic control device design and application without infringement or claim of trade secret misappropriation. The legally-binding statement shall also state that the agency conducting the experiment, the manufacturer and/or developer of the device, and the supplier of the device are aware that if patent, trademark, or copyright protection is established in the future for the device or application, such action will result in its removal from the MUTCD, cancellation of its interim approval, or cancellation of the authorization for experimentation.<br /> <br /> '''Support. '''For the purpose of the Standard paragraph above, traffic control device refers to those aspects of a sign, signal, marking or other device which regulates, warns, or guides traffic. The limitation on patent, trademark, or copyright protection does not include the legal protection of individual elements of such devices. For example, manufacturing methods, assembly methods, or individual components of such devices can be protected, whereas the traffic control device cannot be subject to protection so long as it remains in this Manual. As a further example, an internal circuit board for an electronic traffic control device can be legally protected, but the electronic traffic control device itself or its operational function cannot be legally protected by any of the above forms of intellectual property rights.<br /> <br /> =={{SpanID|911.2.6}}Changes to the MUTCD (MUTCD Section 1B.06)==<br /> <br /> '''Support. '''Continuing advances in technology and approaches to traffic safety will produce changes in the highway, vehicle, and road-user proficiency; therefore, portions of the system of traffic control devices in this Manual will require updating. It is important to have a procedure for recognizing these developments and for introducing new ideas and modifications into the system. <br /> <br /> A change includes consideration of a new device to replace a present standard device, an additional device to be added to the list of standard devices, or a revision to a traffic control device application or placement criteria.<br /> <br /> '''Guidance. '''Requests for a change to this Manual (see [[:Category:911_General_(MUTCD_Part_1) #911.2.8|Section 1B.08]]) should contain the following information:<br /> <br /> ::A. A statement indicating what change is proposed;<br /> <br /> ::B. Any illustration that would be helpful to understand the request; and<br /> <br /> ::C. Any supporting research data that is pertinent to the item to be reviewed. <br /> <br /> '''Support. '''Requests for a change to this Manual will be evaluated to consider the potential safety and operational benefits of the requested change and be considered for inclusion in the future rulemaking to issue a new edition or revision of the Manual. A diagram indicating the process for incorporating new traffic control devices into this Manual is shown in [[#fig1b2|Figure 1B-2].<br /> <br /> {{SpanID|fig1b2}}<br /> [[File:Figure 1B-2. Process for Incorporating New Traffic Control Devices into the MUTCD.jpg|thumb|center|alt=A diagram indicating the process for incorporating new traffic control devices into the MUTCD|900px|'''Figure 1B-2.''' Process for Incorporating New Traffic Control Devices into the MUTCD]]<br /> <br /> =={{SpanID|911.2.7}}Interim Approvals (MUTCD Section 1B.07)==<br /> <br /> '''Support. '''Interim approval allows for provisional use, pending official rulemaking, of a new traffic control device, a revision to the application or manner of use of an existing traffic control device, or a provision not specifically described in this Manual. <br /> <br /> The FHWA issues an interim approval by official memorandum signed by the Associate Administrator for Operations and posts this memorandum on the MUTCD Web site. <br /> <br /> Interim approval allows for the optional use of a traffic control device or application and does not create a new mandate or recommendation for its use. Interim approval includes conditions that jurisdictions, toll facility operators, or owners of site roadways open to public travel agree to comply with in order to use the traffic control device or application until an official rulemaking action has occurred.<br /> <br /> The issuance by FHWA of an interim approval might result in the traffic control device or application being proposed for adoption in the next scheduled rulemaking process to issue a new edition or revision of this Manual. If the device or application under interim approval is not proposed in the next rulemaking for a new edition or revision, then a statement of the status of the interim approval, whether it is to be rescinded or remain in effect, will be included in the Federal Register notice for the rulemaking.<br /> <br /> Interim approval is considered based on the results of experimentation, and/or results of analytical or laboratory studies with a traffic control device or application that analytically demonstrates a device effectively communicates its intended meaning. Interim approval considerations include an assessment of relative risks, benefits, costs, impacts, and other factors.<br /> <br /> [[:Category:911_General_(MUTCD_Part_1) #911.2.8|Section 1B.08]] contains information on submitting a request for interim approval.<br /> <br /> Interim approval is ordinarily considered only after published authoritative research and experimentation sufficiently demonstrate that the device or application provides a significant safety or operational improvement. Individual experiments by various jurisdictions, without a research report on the overall findings of the experimental device or application, will not ordinarily qualify for issuance of an interim approval. <br /> <br /> Interim approval ordinarily is not considered based solely on non-U.S. experience with a new traffic control device or application. Differences in regulations, enforcement and penalties, and driver licensing requirements, among other factors, can result in dissimilar road-user behavior. Additionally, due to variations in conventions for traffic control device design, a non-U.S. traffic control device concept might need to be adapted to U.S. criteria to ensure consistency with the provisions and principles of this Manual. However, documented non-U.S. experience can be considered in the development of requests for experimentation (see [[:Category:911_General_(MUTCD_Part_1) #911.2.5|Section 1B.05]]) and within the evaluation plan for traffic control device research. <br /> <br /> '''Standard. '''A jurisdiction, toll facility operator, or owner of a site roadway open to public travel that desires to use a traffic control device or application for which FHWA has issued an interim approval shall request and receive permission from FHWA in writing prior to applying the device or application.<br /> <br /> The request to place a traffic control device or application under an existing interim approval shall be made by Highway Safety and Traffic Division and shall contain the following:<br /> <br /> ::A. A description of where the device or application will be used, such as a list of specific locations or highway segments or types of situations, or a statement of the intent to use the device or application jurisdiction-wide;<br /> <br /> ::B. An agreement to abide by the specific conditions for use of the device or application as contained in the FHWA’s interim approval memorandum;<br /> <br /> ::C. An agreement to maintain and continually update a list of locations where the device or application has been installed; and<br /> <br /> ::D. An agreement to:<br /> <br /> ::#Restore the site(s) of the interim approval to a condition that complies with the provisions in this Manual within 3 months following the issuance of a Final Rule on this traffic control device or application; and<br /> ::#Terminate use of the device or application installed under the interim approval at any time that it determines that safety concerns are directly or indirectly attributable to the device or application. The FHWA’s Office of Transportation Operations shall have the right to terminate the interim approval at any time if there is an indication of safety, operational, or other concerns.<br /> <br /> '''Option. '''A State may submit a request for permission to use a device or application under an existing interim approval for all jurisdictions in that State, as long as the request contains the information required in the above paragraph.<br /> <br /> '''Standard. '''A jurisdiction, toll facility operator, or owner of a site roadway open to public travel that elects to use a device or application under a statewide interim approval shall inform the State of its use of the device or application. <br /> <br /> Under a statewide interim approval, the respective jurisdictions, toll facility operators, and owners of site roadways open to public travel shall maintain and continually update a record of all locations on their roads where the device or application is implemented (see Item C of the paragraph above) and shall furnish this information to the State.<br /> <br /> =={{SpanID|911.2.8}}Requesting Official Interpretations, Experiments, Changes to the MUTCD, or Interim Approvals (MUTCD Section 1B.08)==<br /> <br /> '''Guidance. '''A local jurisdiction, toll facility operator, or owner of a site roadway open to public travel that is requesting permission to experiment or permission to use a device or application under an existing interim approval should first check for any State laws, regulations, and/or directives covering the application of the MUTCD provisions that might apply.<br /> <br /> '''Standard. '''Except as provided in the Option paragraph below, requests for an interpretation, permission to experiment, a change to the MUTCD, granting of an interim approval, or permission to use an existing interim approval shall be submitted electronically to the Federal Highway Administration (FHWA), Office of Transportation Operations, MUTCD team, at the following e-mail address: MUTCDofficialrequest@dot.gov.<br /> <br /> All requests shall be submitted to FHWA by the Highway Safety and Traffic Division.<br /> <br /> '''Option. '''If electronic submittal is not possible, requests for an interpretation, permission to experiment, a change to the MUTCD, granting of an interim approval, or permission to use an existing interim approval may instead be mailed to the Office of Transportation Operations, HOTO-1, Federal Highway Administration, 1200 New Jersey Avenue, SE, Washington, DC 20590.<br /> <br /> '''Support. '''Communications regarding other MUTCD matters that are not related to official requests will receive quicker attention if they are submitted electronically to the MUTCD Team Leader or to the appropriate individual MUTCD technical lead team member. Their e-mail addresses are available through the links contained on the “MUTCD Team” page on the MUTCD Web site at http://mutcd.fhwa.dot.gov/team.htm.<br /> <br /> For additional information concerning interpretations, experimentation, changes, or interim approvals, visit the MUTCD Web site at http://mutcd.fhwa.dot.gov.<br /> <br /> =={{SpanID|911.3.1}}Definitions of Headings Used in this Manual (MUTCD Section 1C.01)==<br /> '''Standard. '''When used in this Manual, the text headings of Standard, Guidance, Option, and Support shall be defined as follows:<br /> ::A. Standard—a statement of required, mandatory, or specifically prohibitive practice regarding a traffic control device. In limited, location-specific cases, the results of a documented engineering study (see [[:Category:911_General_(MUTCD_Part_1) #911.4.3|Section 1D.03]]) might indicate a deviation from one or more requirements of a Standard provision to be appropriate. All Standard statements are labeled, and the text appears in bold type. The verb “shall” is typically used. The verbs “should” and “may” are not used in Standard statements. Standard statements are sometimes modified by Option statements.<br /> ::B. Guidance—a statement of recommended practice in typical situations, with deviations allowed if engineering judgment or engineering study (see [[:Category:911_General_(MUTCD_Part_1) #911.4.3|Section 1D.03]]) indicates the deviation to be appropriate. All Guidance statements are labeled, and the text appears in unbold italic type. The verb “should” is typically used. The verbs “shall” and “may” are not used in Guidance statements. Guidance statements are sometimes modified by Option statements.<br /> ::C. Option—a statement of practice that is a permissive condition and carries no requirement or recommendation. Option statements sometimes contain allowable modifications to a Standard or Guidance statement. All Option statements are labeled, and the text appears in unbold type. The verb “may” is typically used. The verbs “shall” and “should” are not used in Option statements.<br /> ::D. Support—an informational statement that does not convey any degree of mandate, recommendation, authorization, prohibition, or enforceable condition. Support statements are labeled, and the text appears in unbold type. The verbs “shall,” “should,” and “may” are not used in Support statements.<br /> <br /> =={{SpanID|911.3.2}}Definitions of Words and Phrases Used in this Manual (MUTCD Section 1C.02)==<br /> '''Standard. '''Unless otherwise defined in this Section, or in other Parts of this Manual, words or phrases shall have the meaning(s) as defined in the “Uniform Vehicle Code,” “AASHTO Transportation Glossary (Highway Definitions),” or other appropriate publications. <br /> Where a term that is defined in this Section or elsewhere in this Manual has a different definition in another resource or in common use, the definition herein shall govern for purposes of the applicability of the provisions of this Manual.<br /> The following words and phrases, when used in this Manual, shall have the following meanings:<br /> # Accessible Pedestrian Signal—a device that communicates information about pedestrian signal timing in a non-visual format such as audible tones and/or speech messages and vibrating surfaces.<br /> # Accessible Pedestrian Signal Detector—a device designated to assist the pedestrian who has vision or physical disabilities in activating the pedestrian phase.<br /> # Active Grade Crossing—a grade crossing equipped with automatic traffic control devices, such as flashing-light signals, gates, and/or traffic control signals, that are activated upon the detection of approaching rail traffic.<br /> # Actuated—a type of traffic control signal operation in which some or all signal phases are operated on the basis of actuation.<br /> # Actuation—initiation of, a change in, or an extension of a traffic signal phase or a sign legend through the operation of any type of detector.<br /> # Advance Preemption—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 railroad or light rail transit warning devices.<br /> # Advance Preemption Time—the period of time that is the difference between the required maximum highway traffic signal preemption time and the activation of the railroad or light rail transit warning devices.<br /> # Advisory Speed—a recommended speed for all vehicles operating on a section of highway and based on the highway design, operating characteristics, and conditions.<br /> # Agency—an organization with the responsibility for providing, maintaining, and/or operating a public or private road system.<br /> # Alley—a street or highway intended to provide access to the rear or side of lots or buildings in urban areas and not intended for the purpose of through vehicular traffic.<br /> # Annual Average Daily Traffic (AADT)—the total volume of traffic passing a point or segment of a highway facility in both directions for one year divided by the number of days in the year. Normally, periodic daily traffic volumes are adjusted for hours of the day counted, days of the week, and seasons of the year to arrive at annual average daily traffic.<br /> # Application—in regard to a traffic control device, the act of deciding to use a device, generally or at a particular location for a particular condition.<br /> # Approach—all lanes of traffic moving toward an intersection or a midblock location from one direction, including any adjacent parking lane(s).<br /> # Arterial Highway (Street)—a general term denoting a highway primarily used by through traffic, usually on a continuous route or a highway designated as part of an arterial system.<br /> # Automated Vehicle—see Driving Automation System. <br /> # Automatic Lane—see Exact Change Lane within the definition of Toll Collection.<br /> # Average Daily Traffic (ADT)—the average 24 hour volume, being the total volume during a stated period divided by the number of days in that period. Normally, this would be periodic daily traffic volumes over several days, not adjusted for days of the week or seasons of the year.<br /> # Average Day—a day representing traffic volumes normally and repeatedly found at a location, typically a weekday when volumes are influenced by employment or a weekend day when volumes are influenced by entertainment or recreation.<br /> # Backplate—see Signal Backplate.<br /> # Barrier-Separated Lane—a preferential lane or other special purpose lane that is separated from the adjacent general-purpose lane(s) by a physical barrier.<br /> # Beacon—a highway traffic signal with one or more signal indications that operates in a flashing mode. Types of beacons include:&lt;ol type=&quot;a&quot;&gt;&lt;li&gt; Emergency-Vehicle Hybrid Beacon—a special type of beacon (see Hybrid Beacon).&lt;/li&gt;&lt;li&gt; Intersection Control Beacon—a beacon used only at an intersection to control two or more directions of travel.&lt;/li&gt;&lt;li&gt; Pedestrian Hybrid Beacon—a special type of beacon (see Hybrid Beacon).&lt;/li&gt;&lt;li&gt; Rectangular Rapid-Flashing Beacon (RRFB)–-a pedestrian-activated and/or bicycle-activated device comprising two horizontally arranged, rapidly flashed, rectangular-shaped yellow indications that is used to provide supplemental emphasis for a pedestrian, school, or trail crossing warning sign at a marked crosswalk across an uncontrolled approach.&lt;/li&gt;&lt;li&gt; Speed Limit Sign Beacon—a beacon used only to supplement a SPEED LIMIT sign.&lt;/li&gt;&lt;li&gt; Stop Beacon—a beacon used only to supplement a STOP sign, a DO NOT ENTER sign, or a WRONG WAY sign.&lt;/li&gt;&lt;li&gt; Warning Beacon—a beacon used only to supplement an appropriate warning or regulatory sign or marker.&lt;/li&gt;&lt;/ol&gt;<br /> # Bicycle—a pedal-powered vehicle upon which the human operator sits.<br /> # Bicycle Box—a designated area on the approach to a signalized intersection, between an advance motorist stop line and the crosswalk or intersection, intended to provide bicyclists a visible place to wait in front of stopped motorists during the red signal phase.<br /> # Bicycle Facilities—a general term denoting improvements and provisions that accommodate or encourage bicycling, including parking and storage facilities, and shared roadways not specifically defined for bicycle use.<br /> # Bicycle Lane—a portion of a roadway that has been designated for preferential or exclusive use by bicyclists. A typical bicycle lane is delineated from the adjacent general-purpose lane(s) by longitudinal pavement markings and bicycle lane symbol or word markings and, if used, signs. Other types of bicycle lanes include:&lt;ol type=&quot;a&quot;&gt;&lt;li&gt; Buffer-Separated Bicycle Lane—a bicycle lane that is separated from the adjacent general-purpose lane(s) by a pattern of standard longitudinal pavement markings that is wider than a normal or wide lane line marking.&lt;/li&gt;&lt;li&gt; Counter-Flow Bicycle Lane—a one-directional bicycle lane that provides a lawful path of travel for bicycles in the opposite direction from general traffic on a roadway that allows general traffic to travel in only one direction. Counter-flow bicycle lanes are designated by the traffic control devices used for other bicycle lanes.&lt;/li&gt;&lt;li&gt; Separated Bicycle Lane—an exclusive facility for bicyclists that is located within or directly adjacent to the roadway and that is physically separated from motor vehicle traffic with a vertical element. Separated bicycle lanes are differentiated from other bicycle lanes by a vertical element.&lt;/li&gt;&lt;/ol&gt;<br /> # Bicycle Signal Face–-a signal face that displays only bicycle symbol signal indications, that exclusively controls a bicycle movement from a designated bicycle lane or from a separate facility such as a shared-use path, and that displays signal indications that are applicable only to the bicycle movement.<br /> # Bicycle Symbol Signal Indication–-a red, yellow, or green signal indication that displays a bicycle symbol rather than a circular or arrow indication.<br /> # Bikeway—a generic term for any road, street, path, or way that in some manner is specifically designated for bicycle travel, regardless of whether such facilities are designated for the exclusive use of bicycles or are to be shared with other transportation modes.<br /> # Blank-Out Sign—a sign that displays a single predetermined message only when activated. When not activated, the sign legend is not visible.<br /> # Buffer-Separated Lane—a preferential lane or other special purpose lane that is separated from the adjacent general-purpose lane(s) by a pattern of standard longitudinal pavement markings that is wider than a normal or wide lane line marking. The buffer area might include rumble strips, textured pavement, or channelizing devices such as tubular markers or traversable curbs, but does not include a physical barrier.<br /> # Business Identification Sign Panel—a panel containing a word legend or logo used to identify a business on a Specific Service sign.<br /> # Busway—a traveled way that is used exclusively by buses. <br /> # Cantilevered Signal Structure—a structure, also referred to as a mast arm, that is rigidly attached to a vertical pole and is used to provide overhead support of highway traffic signal faces or grade crossing signal units.<br /> # Center Line Markings—the yellow pavement marking line(s) that delineates the separation of traffic lanes that have opposite directions of travel on a roadway. These markings need not be at the geometrical center of the pavement.<br /> # Changeable Message Sign—a sign that is capable of displaying more than one message (one of which might be a “blank” display), changeable manually, by remote control, or by automatic control. Electronic-display changeable message signs are referred to as Dynamic Message Signs in the National Intelligent Transportation Systems (ITS) Architecture and are referred to as Variable Message Signs in the National Electrical Manufacturers Association (NEMA) standards publication.<br /> # Channelizing Line—a solid wide or double white line marking used to form islands where traffic in the same direction of travel is permitted on both sides of the island.<br /> # Circular Intersection—an intersection that has an island, generally circular in design, located in the center of the intersection where traffic passes to the right of the island. Circular intersections include roundabouts, rotaries, and traffic circles.<br /> # Circulatory Roadway—the roadway within a circular intersection on which traffic travels in a counterclockwise direction around an island in the center of the circular intersection.<br /> # Clear Storage Distance—when used in [[:Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8) #913|EPG 913]], the distance available for vehicle storage measured between 6 feet from the rail nearest the intersection to the intersection stop line or the normal stopping point on the highway. At skewed grade crossings and intersections, the 6-foot distance shall be measured perpendicular to the nearest rail either along the center line or edge line of the highway, as appropriate, to obtain the shorter distance. Where exit gates are used, the distance available for vehicle storage is measured from the point where the rear of the vehicle would be clear of the exit gate arm. In cases where the exit gate arm is parallel to the track(s) and is not perpendicular to the highway, the distance is measured either along the center line or edge line of the highway, as appropriate, to obtain the shorter distance.<br /> # Clear Zone—the total roadside border area, starting at the edge of the traveled way, that is available for an errant driver to stop or regain control of a vehicle. This area might consist of a shoulder, a recoverable slope, and/or a non-recoverable, traversable slope with a clear run-out area at its toe.<br /> # Collector Highway—a term denoting a highway that in rural areas connects small towns and local highways to arterial highways, and in urban areas provides land access and traffic circulation within residential, commercial, and business areas and connects local highways to the arterial highways.<br /> # Conflict Monitor—a device used to detect and respond to improper or conflicting signal indications and improper operating voltages in a traffic controller assembly.<br /> # Constant Warning Time Detection—a means of detecting rail traffic that provides relatively uniform warning time for the approach of through rail traffic that is not accelerating or decelerating after being detected.<br /> # Contiguous Lane—a lane, preferential or otherwise, that is separated from the adjacent lane(s) only by a normal or wide lane line marking.<br /> # Controller Assembly—a complete electrical device mounted in a cabinet for controlling the operation of a highway traffic signal.<br /> # Controller Unit—that part of a controller assembly that is devoted to the selection and timing of the display of signal indications.<br /> # Conventional Road—a street or highway other than an expressway or freeway.<br /> # Counter-Flow Lane—a lane operating in a direction opposite to the normal flow of traffic designated for peak direction of travel during at least a portion of the day. Counter-flow lanes are usually separated from the off-peak direction lanes by tubular markers or other flexible channelizing devices, temporary lane separators, or movable or permanent barrier.<br /> # Crashworthy—the ability of a roadside safety hardware device or appurtenance to minimize risks to vehicle occupants by allowing a vehicle impacting the appurtenance to be slowed before stopping, redirected, or to continue without significant resistance. [[:Category:911_General_(MUTCD_Part_1) #911.4.11|Section 1D.11]] contains additional information about crashworthiness.<br /> # Crosswalk—(a) that part of a roadway at an intersection included within the connections of the lateral lines of the sidewalks on opposite sides of the highway measured from the curbs or in the absence of curbs, from the edges of the traversable roadway, and in the absence of a sidewalk on one side of the roadway, the part of a roadway included within the extension of the lateral lines of the sidewalk at right angles to the center line; (b) any portion of a roadway at an intersection or elsewhere distinctly indicated as a pedestrian crossing by pavement marking lines on the surface, which might be supplemented by contrasting pavement texture, style, or color.<br /> # Crosswalk Lines—white pavement marking lines that identify a crosswalk.<br /> # Cycle Length—the time required for one complete sequence of signal indications.<br /> # Dark Mode—the lack of all signal indications at a signalized location. The dark mode is most commonly associated with power failures, ramp meters, hybrid beacons, beacons, and some movable bridge signals.<br /> # Dedicated Lane—a lane on a freeway or expressway that provides access to: (a) either an exit lane or the mainline, but not both, at a freeway or expressway exit, or (b) only one roadway at a freeway or expressway split. <br /> # Delineator—a retroreflective device mounted at the side of the roadway in a series to indicate the alignment of the roadway, especially at night or in adverse weather.<br /> # Design Vehicle—the longest vehicle permitted by statute of the road authority (State or other) on that roadway. <br /> # Designated Bicycle Route—a system of bikeways designated by the jurisdiction having authority with appropriate directional and informational route signs, with or without specific bicycle route numbers.<br /> # Detectable—a continuous edge within 6 inches of the surface so that pedestrians with vision disabilities can sense its presence and receive usable guidance information.<br /> # Detector—a device used for determining the presence or passage of motor vehicles, bicycles, or pedestrians.<br /> # Detection Plate—a smooth continuous plate used on pedestrian channelizing devices to facilitate the use of low-vision canes for pedestrians with vision disabilities. The bottom edge of the detection plate shall be no more than 2 inches above the walkway and the top edge of the detection plate shall be at least 8 inches above the walkway. The detection plate shall share the same vertical plane as the hand trailing edge of the pedestrian channelizing device.<br /> # Diagnostic Team—a group of knowledgeable representatives of the parties of interest in a grade crossing or group of grade crossings (see 23 CFR Part 646.204).<br /> # Downstream—a term that refers to a location that is encountered by traffic subsequent to an upstream location as it flows in an “upstream to downstream” direction. For example, “the downstream end of a lane line separating the turn lane from a through lane on the approach to an intersection” is the end of the lane line that is closest to the intersection.<br /> # Driveway—an access from a roadway to a building, site, or abutting property. <br /> # Driving Aisle—circulation area for motor vehicles within a parking area, typically between rows of parking spaces. Driving aisles provide one-way or two-way travel. Driving aisles are exempted from compliance with MUTCD provisions.<br /> # Driving Automation System—technology that automates some or all aspects of the driving task to assist or replace the human vehicle operator. [[:Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5) #912.1.3|Section 5A.03]] contains descriptions of the automation levels.<br /> # Dropped Lane—see Lane Drop.<br /> # Dual-Arrow Signal Section—a type of signal section designed to include both a yellow arrow and a green arrow.<br /> # Dynamic Envelope—the clearance required for light rail transit traffic, or a train and its cargo overhang due to any combination of loading, lateral motion, or suspension failure.<br /> # Dynamic Exit Gate Operating Mode—a mode of operation where the exit gate operation is based on the presence of vehicles within the minimum track clearance distance.<br /> # Dynamic Message Sign—see Changeable Message Sign.<br /> # Edge Line Markings—white or yellow pavement marking lines that delineate the right or left edge(s) of a traveled way.<br /> # Electronic Toll Collection (ETC) Account Only Lane—a non-attended toll lane that is restricted to use only by vehicles with a registered toll payment account.<br /> # Emergency-Vehicle Hybrid Beacon—see Hybrid Beacon.<br /> # Emergency-Vehicle Traffic Control Signal—see Highway Traffic Signal.<br /> # Engineer—see Professional Engineer.<br /> # Engineering Judgment—the evaluation of available pertinent information including, but not limited to, the safety and operational efficiency of all road users, and the application of appropriate principles, provisions, and practices as contained in this Manual and other sources, for the purpose of deciding upon the design (see [[:Category:911_General_(MUTCD_Part_1) #911.4.3|Section 1D.03]] ), use, installation, or operation of a traffic control device. Engineering judgment shall be exercised by a professional engineer (see definition in this Section) with appropriate traffic engineering expertise, or by an individual working under the supervision of such an engineer, through the application of procedures and criteria established by the engineer. Documentation of engineering judgment is not required.<br /> # Engineering Study—the analysis and evaluation of available pertinent information including, but not limited to, the safety and operational efficiency of all road users, and the application of appropriate principles, provisions, and practices as contained in this Manual and other sources, for the purpose of deciding upon the design (see [[:Category:911_General_(MUTCD_Part_1) #911.4.3|Section 1D.03]]), use, installation, or operation of a traffic control device. An engineering study shall be performed by a professional engineer (see definition in this Section) with appropriate traffic engineering expertise, or by an individual working under the supervision of such an engineer, through the application of procedures and criteria established by the engineer. An engineering study shall be documented in writing.<br /> # Entrance Gate—an automatic gate that can be lowered across the lanes approaching a grade crossing to block road users from entering the grade crossing.<br /> # Exclusive Alignment—a light rail transit track(s) or a bus rapid transit busway that is grade-separated or protected by a fence or traffic barrier. No grade crossings exist along the track(s) or busway. Motor vehicles, bicycles, and pedestrians are prohibited within the right-of-way. Subways and elevated structures are included within this definition.<br /> # Exit Gate—an automatic gate that can be lowered across the lanes departing a grade crossing to block road users from entering the grade crossing by driving in the opposing traffic lanes.<br /> # Exit Gate Clearance Time—for Four-Quadrant Gate systems at grade crossings, the amount of time provided to delay the descent of the exit gate arm(s) after entrance gate arm(s) begin to descend.<br /> # Exit Gate Operating Mode—for Four-Quadrant Gate systems at grade crossings, the mode of control used to govern the operation of the exit gate arms.<br /> # Expressway—a divided highway with partial control of access.<br /> # Fail-Safe—when used in [[:Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8) #913|EPG 913]], a railroad signal design philosophy applied to a system or device such that the result of a hardware failure or the effect of a software error shall either prohibit the system or device from assuming or maintaining an unsafe state or shall cause the system or device to assume a state that is known to be safe.<br /> # Flagger—a person who actively controls the flow of vehicular traffic into and/or through a temporary traffic control zone using hand-signaling devices or an Automated Flagger Assistance Device (AFAD).<br /> # Flasher—a device used to turn highway traffic signal indications on and off at a repetitive rate of approximately once per second.<br /> # Flashing—an operation in which a light source, such as a traffic signal indication or LEDs in a sign, is turned on and off repetitively.<br /> # Flashing-Light Signals—a warning device consisting of two red signal indications arranged horizontally that are activated to flash alternately when rail traffic is approaching or present at a grade crossing.<br /> # Flashing Mode—a mode of operation in which at least one traffic signal indication in each vehicular signal face of a highway traffic signal is turned on and off repetitively.<br /> # Four-Quadrant Gate System—an exit gate system that includes entrance and exit gates that control and block road users on all lanes entering and exiting the grade crossing.<br /> # Freeway—a divided highway with full control of access.<br /> # Full-Actuated—a type of traffic control signal operation in which all signal phases function on the basis of actuation.<br /> # Gate—an automatically-operated or manually-operated traffic control device that is used to physically obstruct road users such that they are discouraged from proceeding past a particular point on a roadway or pathway, or such that they are discouraged from entering a particular grade crossing, ramp, lane, roadway, or facility.<br /> # General-Purpose Lane—a highway lane or set of lanes, other than a Managed Lane (see definition in this Section) or a Preferential Lane (see definition in this Section), that all or most of the traffic that is allowed on that highway is also allowed to use. Certain classes of vehicles, such as commercial vehicles or vehicles exceeding a certain weight or size, might be prohibited from using one or more of the general-purpose lanes. A general-purpose lane might also be restricted to certain uses, such as passing or turning or as an auxiliary lane. <br /> # Gore Area—see Physical Gore and Theoretical Gore.<br /> # Grade Crossing—the general area where a highway and a railroad and/or light rail transit route cross at the same level, within which are included the tracks, highway, and traffic control devices for traffic traversing that area.<br /> # Grade Crossing Warning System—the flashing-light signals, with or without automatic gates, together with the necessary control equipment used to inform road users of the approach or presence of rail traffic at a grade crossing. <br /> # Guide Sign—a sign that shows route designations, highway names, destinations, directions, distances, services, points of interest, or other geographical, recreational, or cultural information.<br /> # High-Occupancy Vehicle (HOV)—a motor vehicle carrying at least two (or more than two if the signs for a specific roadway indicate a higher minimum occupancy requirement) persons, including carpools, vanpools, and buses.<br /> # Highway—a general term for denoting a public way for purposes of travel by vehicles and vulnerable road users, including the entire area within the right-of-way.<br /> # Highway-Light Rail Transit Grade Crossing—the general area where a highway and a light rail transit route cross at the same level, within which are included the light rail transit tracks, highway, and traffic control devices for traffic traversing that area.<br /> # Highway-Rail Grade Crossing—the general area where a highway and a railroad cross at the same level, within which are included the railroad tracks, highway, and traffic control devices for highway traffic traversing that area.<br /> # Highway Traffic Signal—a power-operated traffic control device by which traffic is warned or directed to take some specific action. These devices do not include power-operated signs (except as provided in [[:Category:902 Signals (MUTCD Part 4) #902.18| EPG 902.18]] and [[:Category:902 Signals (MUTCD Part 4) #902.10|902.19]], steadily-illuminated raised pavement markers, gates, flashing-light signals (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.2| EPG 913.4.2]]), warning lights (see [[616.12 Other TTC Zone Traffic Control Devices (MUTCD Chapter 6L) #616.12.7| EPG 616.12.7]]), or steady-burning electric lamps. Highway traffic signals include:&lt;ol type=&quot;a&quot;&gt;&lt;li&gt;Flashing Beacon—see Beacon.&lt;/li&gt;&lt;li&gt;In-Roadway Warning Lights—a special type of highway traffic signal installed in the roadway surface to warn road users that they are approaching a condition on or adjacent to the roadway that might not be readily apparent and might require the road users to reduce speed and/or come to a stop.&lt;/li&gt;&lt;li&gt;Lane-Use Control Signal—a signal face or comparable display on a full-matrix Changeable Message Sign (see [[903.12 Changeable Message Signs (MUTCD Chapter 2L) #903.12| EPG 903.12]] and [[:Category:902 Signals (MUTCD Part 4) #902.19| EPG 902.19]]) displaying indications to permit or prohibit the use of specific lanes of a roadway or a shoulder where driving is sometimes permitted, or to indicate the impending prohibition of such use.&lt;/li&gt;&lt;li&gt;Traffic Control Signal (Traffic Signal)—a highway traffic signal placed at intersections, movable bridges, fire stations, midblock crosswalks, alternating one-way sections of a single lane road, private driveways, or other locations that require conflicting traffic to be directed to stop and permitted to proceed in an orderly manner. These devices do not include pedestrian hybrid beacons (see [[:Category:902 Signals (MUTCD Part 4) #902.10|EPG 902.10]]) or emergency-vehicle hybrid beacons (see [[902.14 Hybrid Beacons for Emergency-Vehicle Access (MUTCD Chapter 4N) #902.14| EPG 902.14]]). Traffic control signals include vehicular signal indications, pedestrian signal indications, and bicycle symbol signal indications. Special traffic control signals include:&lt;ol&gt;&lt;li&gt;Emergency-Vehicle Traffic Control Signal—a traffic control signal that directs all conflicting traffic to stop in order to permit the driver of an authorized emergency vehicle to proceed into the roadway or intersection.&lt;/li&gt;&lt;li&gt;Movable Bridge Traffic Control Signal—a traffic control signal installed at a movable bridge to notify traffic to stop during periods when the roadway is closed to allow the bridge to open.&lt;/li&gt;&lt;li&gt;Portable Traffic Control Signal—a temporary component of a traffic control signal on a mobile support with one or more signal faces that is designed so that it can be easily transported, deployed, or relocated as part of a temporary traffic control signal, or during construction and maintenance as a temporary part of a permanent traffic control signal installation.&lt;/li&gt;&lt;li&gt;Pre-Signal—traffic control signal faces that are located upstream from a signalized intersection and are operated in conjunction with the traffic control signal faces at the downstream signalized intersection in a manner that is designed to keep the area between the stop line for the upstream traffic control signal faces and the stop line for the downstream signalized intersection clear of queued vehicles. When used in conjunction with a grade crossing, the pre-signal is operated for the purpose of preventing vehicles from queuing within the minimum track clearance distance. Supplemental near-side traffic control signal faces for the downstream signalized intersection are not considered to be pre-signals.&lt;/li&gt;&lt;li&gt;Queue Cutter Signal—an independently-controlled traffic control signal (not operated in conjunction with the traffic control signal faces at a downstream signalized intersection) located at a grade crossing that controls traffic in one direction only on the roadway for the purpose of keeping the minimum track clearance distance clear of vehicles. The display of red signal indications is activated from a downstream queue detection system, by time of day, by approaching rail traffic, by an approaching bus on a busway, or by a combination of any of these methods.&lt;/li&gt;&lt;li&gt;Ramp Control Signal—a traffic control signal installed to control the merging flow of traffic onto a freeway at an entrance ramp or at a freeway-to-freeway ramp connection.&lt;/li&gt;&lt;li&gt;Temporary Traffic Control Signal—a traffic control signal that is installed for a limited time period using fixed or portable traffic control signal units.&lt;/ol&gt;&lt;/li&gt;&lt;/ol&gt;<br /> # HOV Lane—any preferential lane designated for exclusive use by high-occupancy vehicles for all or part of a day—including a designated lane on a freeway, other highway, street, or independent roadway on a separate right-of-way.<br /> # Hybrid Beacon—a special type of beacon that is intentionally placed in a dark mode (no indications displayed) between periods of operation and, when operated, displays both steady and flashing traffic control signal indications. Hybrid beacons include:&lt;ol type=&quot;a&quot;&gt;&lt;li&gt;Emergency-Vehicle Hybrid Beacon—used to warn and control traffic at an unsignalized location to assist authorized emergency vehicles in entering or crossing a street or highway.&lt;/li&gt;&lt;li&gt;Pedestrian Hybrid Beacon—used to warn and control traffic at an unsignalized location to assist pedestrians in crossing a street or highway at a marked crosswalk.&lt;/li&gt;&lt;/ol&gt;<br /> # Identification Marker—a shape, color, and/or pictograph that is used as a visual identifier for a destination guide signing system of a community wayfinding system or a shared-use path system for an area.<br /> # Inherently Low Emission Vehicle (ILEV)—any kind of vehicle that, because of inherent properties of the fuel system design, will not have significant evaporative emissions, even if its evaporative emission control system has failed.<br /> # In-Roadway Warning Lights—see Highway Traffic Signal.<br /> # Interchange—a system of interconnecting roadways providing for traffic movement between two or more highways that do not intersect at grade.<br /> # Interchange Lane Drop—see Lane Drop.<br /> # Preemption Interconnection—the electrical connection between the railroad or light rail transit active warning system and the highway traffic signal controller assembly for the purpose of preemption.<br /> # Intermediate Interchange—an interchange with an urban or rural route that is not a major or minor interchange as defined in this Section.<br /> # Intersection—intersection is defined as follows:&lt;ol type=&quot;a&quot;&gt;&lt;li&gt;The area embraced within the prolongation or connection of the lateral curb lines, or if none, the lateral boundary lines of the roadways of two highways that join one another at, or approximately at, right angles, or the area within which vehicles traveling on different highways that join at any other angle might come into conflict.&lt;/li&gt;&lt;li&gt;The junction of an alley, driveway, or site roadway with a public roadway or highway shall not constitute an intersection, unless the public roadway or highway at said junction is controlled by a traffic control device.&lt;/li&gt;&lt;li&gt;If a highway includes two roadways separated by a median, then every crossing of each roadway of such divided highway by an intersecting highway shall be a separate intersection if the opposing left-turn paths cross and there is sufficient interior storage for the design vehicle (see [[903.1 General (MUTCD Chapter 2A) #fig903-1-23| Figure 903.1.23]]).&lt;/li&gt;&lt;li&gt;At a location controlled by a traffic control signal, regardless of the distance between the separate intersections as defined in (c) above:&lt;ol&gt;&lt;li&gt;If a stop line, yield line, or crosswalk has not been designated on the roadway (within the median) between the separate intersections, the two intersections and the roadway (median) between them shall be considered as one intersection;&lt;li&gt;Where a stop line, yield line, or crosswalk is designated on the roadway on the intersection approach, the area within the crosswalk and/or beyond the designated stop line or yield line shall be part of the intersection; and&lt;li&gt;Where a crosswalk is designated on a roadway on the departure from the intersection, the intersection shall include the area extending to the far side of such crosswalk.&lt;/li&gt;&lt;/ol&gt;&lt;/ol&gt;<br /> # Intersection Control Beacon—see Beacon.<br /> # Interval—the part of a signal cycle during which signal indications do not change.<br /> # Island—a defined area between traffic lanes for control of vehicular movements, for toll collection, or for pedestrian or bicyclist refuge. It includes all end protection and approach treatments. Within an intersection area, a median or an outer separation is considered to be an island.<br /> # Jughandle Turn—a left-turn or U-turn that, in conjunction with special geometry, is made by initially making a right-turn or diverging to the right. With other special geometry, a right-turn or U-turn makes a jughandle turn by initially making a left-turn or diverging to the left.<br /> # Lane Drop—a through lane that becomes a mandatory turn lane on a conventional roadway, or a through lane that becomes a mandatory exit lane on a freeway or expressway. The end of an acceleration lane and reductions in the number of through lanes that do not involve a mandatory turn or exit are not considered lane drops.<br /> # Lane Line Markings—white pavement marking lines that delineate the separation of traffic lanes that have the same direction of travel on a roadway.<br /> # Lane Reduction—a gradual narrowing of the travel pavement (taper) through physical construction or pavement markings at which traffic in the lane being eliminated must merge into the adjacent through lane and continue in the same direction of travel. A lane reduction can occur outside the influence of an intersection or interchange, or within an interchange a short distance downstream of the gore of an exit ramp. Through lanes that become a mandatory turn or exit are considered lane drops rather than lane reductions.<br /> # Lane-Use Control Signal—see Highway Traffic Signal.<br /> # Legend—see Sign Legend.<br /> # Lens—see Signal Lens.<br /> # Light Rail Transit Traffic (Light Rail Transit Equipment)—every device in, upon, or by which any person or property can be transported on light rail transit tracks, including single-unit light rail transit cars (such as streetcars and trolleys) and assemblies of multiple light rail transit cars coupled together.<br /> # Loading Zone—a specially marked, signed or designated area for the loading or unloading of vehicles (passenger or freight).<br /> # Locomotive Horn—an air horn, steam whistle, or similar audible warning device (see 49 CFR Part 229.129) mounted on a locomotive or control cab car. The terms “locomotive horn,” “train whistle,” “locomotive whistle,” and “train horn” are used interchangeably in the railroad industry.<br /> # Logo—a distinctive emblem or trademark that identifies a commercial or non-commercial business, program, or organization.<br /> # Longitudinal Markings—pavement markings that are generally placed parallel and adjacent to the flow of traffic such as lane lines, center lines, edge lines, channelizing lines, and others.<br /> # Louver—see Signal Louver.<br /> # Low-Volume Rural Road—a category of paved or unpaved conventional or special-purpose roadways having an AADT of less than 400 vehicles and lying outside of built-up or urbanized areas of cities, towns, and communities. <br /> # Major Interchange—an interchange with another freeway or expressway, or an interchange with a high-volume multi-lane highway, principal urban arterial, or major rural route where the interchanging traffic is heavy or includes many road users unfamiliar with the area.<br /> # Major Street—the street normally carrying the higher volume of vehicular traffic.<br /> # Malfunction Management Unit—see Conflict Monitor.<br /> # Managed Lane—a highway lane or set of lanes, or a highway facility, for which variable operational strategies such as direction of travel, tolling, pricing, and/or vehicle type or occupancy requirements are implemented and managed in real-time in response to changing conditions. Managed lanes are typically buffer-separated or barrier-separated lanes parallel to the general-purpose lanes of a highway in which access is restricted to designated locations. There are also some highways on which all lanes are managed.<br /> # Manual Lane—see Attended Lane within the definition of Toll Collection. <br /> # Maximum Highway Traffic Signal Preemption Time—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.<br /> # Median—the portion of a highway separating opposing directions of the traveled way or the area between two roadways of a divided highway measured from edge of traveled way to edge of traveled way. The median excludes turn lanes. The median width might be different between intersections, interchanges, and at opposite approaches of the same intersection.<br /> # Minimum Track Clearance Distance—the length along a highway over the track(s) where a vehicle could be struck by rail traffic. The minimum track clearance distance is measured from a point upstream from the track(s) on the approach to the grade crossing to a point downstream from the track(s) on the departure from the grade crossing. The length along the highway between the two points is the minimum track clearance distance. <br /> # Minor Interchange—an interchange where traffic is local and very light, such as interchanges with land service access roads. Where the sum of the exit volumes is estimated to be lower than 100 vehicles per day in the design year, the interchange is classified as local.<br /> # Minor Street—the street normally carrying the lower volume of vehicular traffic.<br /> # Mixed-Use Alignment—a light rail transit track(s), a busway, or a bus only lane(s) where the light rail transit (LRT) or bus rapid transit (BRT) vehicles operate in mixed traffic with all types of road users. This includes streets, transit malls, and pedestrian malls where the right-of-way is shared. In a mixed-use alignment, the light rail transit or the bus rapid transit traffic does not have the right-of-way over other road users at grade crossings and intersections. If the LRT traffic or buses are controlled by traffic control signals or LRT signal faces at an intersection with a roadway, the alignment is considered to be mixed-use even if some of the approaches to the intersection are used exclusively by LRT traffic or buses.<br /> # Movable Bridge Resistance Gate—a type of traffic gate, which is located downstream of the movable bridge warning gate, that provides a physical deterrent to vehicle and/or pedestrian traffic when placed in the appropriate position.<br /> # Movable Bridge Signal—see Highway Traffic Signal.<br /> # Movable Bridge Warning Gate—a type of traffic gate designed to warn, but not primarily to block, vehicle and/or pedestrian traffic when placed in the appropriate position.<br /> # Multi-Lane—more than one lane moving in the same direction. A multi-lane street, highway, or roadway has a basic cross-section comprised of two or more through lanes in one or both directions. A multi-lane approach has two or more lanes moving toward the intersection, including turning lanes.<br /> # Neutral Area—the paved area between the channelizing lines separating an entrance or exit ramp or a channelized turn lane or channelized entering lane from the adjacent through lane(s).<br /> # Object Marker—a device used to mark obstructions within or adjacent to the roadway.<br /> # Occupancy Requirement—any restriction that regulates the use of a facility or one or more lanes of a facility for any period of the day based on a specified minimum number of persons in a vehicle.<br /> # Occupant—a person driving or riding in a car, truck, bus, or other vehicle.<br /> # On-Street Parking—parking within or along, and accessed directly from, a public roadway or a site roadway open to public travel. <br /> # Open-Road ETC Lane—a non-attended lane that is designed to allow toll payments to be electronically collected from vehicles traveling at normal highway speeds. Open-Road ETC lanes are typically physically separated from the toll plaza, often following the alignment of the mainline lanes, with toll plaza lanes for cash toll payments being on a different alignment after diverging from the mainline lanes or a subset thereof.<br /> # Open-Road Tolling Point—the location along an Open-Road ETC lane at which roadside or overhead detection and receiving equipment are placed and vehicles are electronically assessed a toll.<br /> # Opposing Traffic—vehicles that are traveling in the opposite direction. At an intersection, vehicles entering from an approach that is approximately straight ahead would be considered to be opposing traffic, but vehicles entering from approaches on the left or right would be considered to be conflicting traffic rather than opposing traffic.<br /> # Option Lane— a lane on a freeway, expressway, or conventional road multi-lane exit or multi-lane split that widens on the approach to allow access, without changing lanes, to: &lt;ol type=&quot;a&quot;&gt;&lt;li&gt; Both an exit lane and the mainline at a freeway or expressway exit; or &lt;/li&gt;&lt;li&gt; Both diverging roadways at a freeway, expressway, or conventional road split.&lt;/li&gt;&lt;/ol&gt;<br /> # Overhead Sign—a sign that is placed such that a portion or the entirety of the sign or its support is directly above the roadway or shoulder such that vehicles travel below it. Typical installations include signs placed on cantilever arms that extend over the roadway or shoulder, signs placed on sign support structures that span the entire width of the pavement, signs placed on mast arms or span wires either independently or that also support traffic control signals, and signs placed on highway bridges that cross over the roadway.<br /> # Parking Area—a parking lot or parking garage that is separated from a roadway. Parallel, perpendicular, or angle parking spaces along a roadway are not considered a parking area.<br /> # Parking Space—an area marked or designated for storage of a vehicle while the driver is not present.<br /> # Preemption Clearance Interval—the part of a traffic signal sequence displayed as a result of a preemption request when vehicles are provided the opportunity to clear the railroad or light rail transit tracks, or a movable bridge, prior to the arrival of the train or boat for which the traffic signal is being preempted.<br /> # Preemption Time Variability—the result that occurs when the traffic signal controller enters the Preemption Clearance Interval with less than the maximum design Right-of-Way Transfer Time or the speed of a train approaching the grade crossing varies.<br /> # Passive Grade Crossing—a grade crossing where none of the automatic traffic control devices associated with an Active Grade Crossing Warning System are present and at which the traffic control devices consist entirely of signs and/or markings.<br /> # Pathway—a general term denoting a public way for purposes of travel by authorized users outside the traveled way and physically separated from the roadway by an open space or barrier and either within the highway right-of-way or within an independent alignment. Pathways include shared-use paths, but do not include sidewalks.<br /> # Pathway Grade Crossing—the general area where a pathway and railroad and/or light rail transit tracks cross at the same level, within which are included the tracks, pathway, and traffic control devices for pathway traffic traversing that area.<br /> # Paved—having a roadway surface that has both a structural (weight bearing) and a sealing purpose for the roadway, such as a bituminous surface treatment, mixed bituminous concrete, or Portland cement concrete. <br /> # Pedestrian—a person on foot, in a wheelchair, on other devices determined by local law to be equivalent, which might include skates or a skateboard.<br /> # Pedestrian Change Interval—an interval during which the flashing UPRAISED HAND (symbolizing DONT WALK) signal indication is displayed.<br /> # Pedestrian Clearance Time—the time provided for a pedestrian crossing in a crosswalk, after leaving the curb or edge of pavement, to travel to the far side of the traveled way or to a median. <br /> # Pedestrian Facility—a general term denoting a location where improvements and provisions have been made to accommodate or encourage pedestrian activity.<br /> # Pedestrian Hybrid Beacon—see Hybrid Beacon.<br /> # Pedestrian Signal Head—a signal head, which contains the symbols WALKING PERSON (symbolizing WALK) and UPRAISED HAND (symbolizing DONT WALK), that is installed to direct pedestrians at a traffic control signal.<br /> # Permissive Mode—a mode of traffic control signal operation in which left or right turns are permitted to be made after yielding to pedestrians, if any, and/or opposing traffic, if any. When a CIRCULAR GREEN signal indication is displayed, both left and right turns are permitted unless otherwise prohibited by another traffic control device. When a flashing YELLOW ARROW or flashing RED ARROW signal indication is displayed, the turn indicated by the arrow is permitted.<br /> # Physical Gore—a longitudinal point where a physical barrier or the lack of a paved surface inhibits road users from crossing from a ramp or channelized turn lane or channelized entering lane to the adjacent through lane(s) or vice versa.<br /> # Pictograph—a pictorial representation used to identify a governmental jurisdiction, an area of jurisdiction, a governmental or other public transportation agency or provider, a military base or branch of service, a governmental-approved university or college, a governmental-approved institution, or a toll payment system.<br /> # Plaque—a traffic control device intended to communicate specific information to road users through a word, symbol, or arrow legend that is placed immediately adjacent to a sign to supplement the message on the sign. The difference between a plaque and a sign is that a plaque cannot be used alone. The designation for a plaque includes a “P” suffix.<br /> # Platoon—a group of vehicles or pedestrians traveling together as a group, either voluntarily or involuntarily, because of traffic signal controls, geometrics, or other factors.<br /> # Portable Traffic Control Signal—see Highway Traffic Signal.<br /> # Post-Exit Ramp Lane Reduction—see Lane Reduction.<br /> # Post-Mounted Sign—a sign that is placed to the side of the roadway such that no portion of the sign or its support is directly above the roadway or shoulder.<br /> # Posted Speed Limit—a speed limit determined by law or regulation and displayed on Speed Limit signs.<br /> # Preemption—the transfer of normal operation of a traffic control signal or a hybrid beacon to a special control mode of operation.<br /> # Preferential Lane—a highway lane or set of lanes, or a highway facility, reserved for the exclusive use of one or more specific types of vehicles or of vehicles with a specific minimum number of occupants.<br /> # Pre-Signal—see Highway Traffic Signal.<br /> # Pretimed Operation—a type of traffic control signal operation in which none of the signal phases function on the basis of actuation.<br /> # Primary Signal Face—one of the required or recommended minimum number of signal faces for a given approach or separate turning movement, but not including near-side signal faces required as a result of the far-side signal faces exceeding the maximum distance from the stop line.<br /> # Principal Legend—place names, street names, and route numbers displayed on guide signs.<br /> # Priority Control—a means by which the assignment of right-of-way is obtained or modified.<br /> # Private Road—see Site Roadways Open to Public Travel.<br /> # Professional Engineer (P.E.)—an individual who has fulfilled education and experience requirements and passed examinations that, under State licensure laws, permit the individual to offer engineering services within areas of expertise directly to the public.<br /> # Protected Mode—a mode of traffic control signal operation in which left or right turns are permitted to be made only when a left or right GREEN ARROW signal indication is displayed.<br /> # Public Road—any road, street, or similar facility under the jurisdiction of and maintained by a public agency and open to public travel.<br /> # Push Button—a button to activate a device or signal timing for pedestrians, bicyclists, or other road users.<br /> # Push Button Information Message—a recorded message that can be actuated by pressing a push button when the walk interval is not timing and that provides the name of the street that the crosswalk associated with that particular push button crosses and can also provide other information about the intersection signalization or geometry.<br /> # Push Button Locator Tone—a repeating sound that informs approaching pedestrians that a push button exists to actuate pedestrian timing or receive additional information and that enables pedestrians with vision disabilities to locate the push button.<br /> # Queue Clearance Time—when used in [[:Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8) #913|EPG 913]], the time required for the design vehicle of maximum length stopped just inside the minimum track clearance distance to start up and move through and clear the entire minimum track clearance distance. <br /> # Queue Cutter Signal—see Highway Traffic Signal.<br /> # Quiet Zone—a segment of a rail line, within which is situated one or a number of consecutive public highway-rail grade crossings at which locomotive horns are not routinely sounded per 49 CFR Part 222.<br /> # Rail Traffic—every device in, upon, or by which any person or property can be transported on rails or tracks and to which all other traffic must yield the right-of-way by law at grade crossings, including trains, one or more locomotives coupled (with or without cars), other railroad equipment, and light rail transit operating in exclusive or semi-exclusive alignments. Light rail transit operating in a mixed-use alignment, to which other traffic is not required to yield the right-of-way by law, is a vehicle and is not considered to be rail traffic.<br /> # Raised Pavement Marker—a device mounted on or in a road surface that has a height generally not exceeding approximately 1 inch above the road surface for a permanent marker, or not exceeding approximately 2 inches above the road surface for a temporary flexible marker, and that is intended to be used as a positioning guide and/or to supplement or substitute for pavement markings. Raised pavement markers might also be recessed into or flush with the pavement surface.<br /> # Ramp Control Signal—see Highway Traffic Signal.<br /> # Red Clearance Interval—an interval that follows a yellow change interval and precedes the next conflicting green interval.<br /> # Regulatory Sign—a sign that gives notice to road users of traffic laws or regulations.<br /> # Retroreflectivity—a property of a surface that allows a large portion of the light coming from a point source to be returned directly back to a point near its origin.<br /> # Road—see Roadway.<br /> # Road User—a vehicle operator, bicyclist, or pedestrian, including persons with disabilities, within the highway or on a site roadway open to public travel.<br /> # Roadway—that portion of a highway improved, designed, or ordinarily used for vehicular travel and parking lanes, but exclusive of the sidewalk, berm, or shoulder even though such sidewalk, berm, or shoulder is used by persons riding bicycles or other human-powered vehicles. In the event a highway includes two or more separate roadways, the term roadway as used in this Manual shall refer to any such roadway separately, but not to all such roadways collectively.<br /> # Roadway Network—a geographical arrangement of intersecting roadways.<br /> # Roundabout—a circular intersection with yield control at entry, which permits a vehicle on the circulatory roadway to proceed, and with deflection of the approaching vehicle counter-clockwise around a central island.<br /> # Rumble Strip—a series of intermittent, narrow, transverse areas of rough-textured, slightly raised, or depressed road surface that extend across the travel lane to alert vehicle operators to unusual traffic conditions or are located along the shoulder, along the roadway center line, or within islands formed by pavement markings to alert road users that they are leaving the travel lanes.<br /> # Rural Highway—a type of roadway normally characterized by lower volumes, higher speeds, fewer turning conflicts, and less conflict with pedestrians.<br /> # Scanning Graphic—a graphic designed for scanning by machine, and includes bar codes, quick-response (QR) codes or other matrix bar code formats, or similar graphics.<br /> # School—a public or private educational institution recognized by the State education authority for one or more grades K through 12 or as otherwise defined by the State.<br /> # School Zone—a designated roadway segment approaching, adjacent to, and beyond school buildings or grounds, or along which school related activities occur.<br /> # Semi-Actuated—a type of traffic control signal operation in which at least one, but not all, signal phases function on the basis of actuation.<br /> # Semi-Exclusive Alignment—a light rail transit track(s) or a bus rapid transit busway that is in a separate right-of-way or that is along a street or railroad right-of-way where motor vehicles, bicycles, and pedestrians have limited access and cross only at designated locations, such as at grade crossings where road users must yield the right-of-way to the light rail transit or the bus rapid transit traffic.<br /> # Separate Turn Signal Face—a signal face that exclusively controls a turn movement and that displays signal indications that are applicable only to the turn movement.<br /> # Separation Time—the component of maximum highway traffic signal preemption time during which the minimum track clearance distance is clear of vehicular traffic prior to the arrival of rail traffic.<br /> # Serviceable—a condition in which a traffic control device appears (day and night) and operates as intended, beyond which it requires replacement due to damage or wear. Whether a device is serviceable will depend on the type of device under consideration. In general, if the device is capable of being serviced with minimal effort or replacement parts so that it continues to appear and operate as intended, and the device is otherwise substantially intact, then it can be considered to be in serviceable condition. If the device is damaged or not operational beyond reasonable repair, then it is likely no longer serviceable.<br /> # Shared Roadway—a roadway that is officially designated and marked as a bicycle route, but which is open to motor vehicle travel and upon which no bicycle lane is designated.<br /> # Shared Turn Signal Face—a signal face, for controlling both a turn movement and the adjacent through movement, that always displays the same color of circular signal indication that the adjacent through signal face or faces display.<br /> # Shared-Use Path—a bikeway outside the traveled way and physically separated from motorized vehicular traffic by an open space or barrier and either within the highway right-of-way or within an independent alignment. Shared-use paths are also used by pedestrians (including skaters, users of manual and motorized wheelchairs, and joggers) and other authorized motorized and non-motorized users.<br /> # Shoulder—a longitudinal area contiguous with the traveled way that is used for accommodation of stopped vehicles for emergency use and for lateral support of base and surface courses, and that is graded for emergency stopping. A shoulder might be paved or unpaved. A paved shoulder might be opened to part-time travel by some or all vehicles and might also be available for use by pedestrians and/or bicycles in the absence of other pedestrian or bicycle facilities.<br /> # Sidewalk—that portion of a street between the curb line, or the lateral line of a roadway, and the adjacent property line or on easements of private property that is paved or improved and intended for use by pedestrians.<br /> # Sidewalk Extension—a pedestrian facility at an intersection or midblock crosswalk which extends the sidewalk by physically and visually narrowing the roadway.<br /> # Sidewalk Grade Crossing—the portion of a highway-rail grade crossing or of a highway-light rail transit grade crossing where a sidewalk and railroad tracks or a sidewalk and light rail transit tracks cross at the same level, within which are included the tracks, sidewalk, and traffic control devices for sidewalk users traversing that area.<br /> # Sign—with regard to controlling traffic, any traffic control device that is intended to communicate specific information to road users through a word, symbol, and/or arrow legend. Signs do not include highway traffic signals, pavement markings, delineators, or channelization devices. Signs whose purpose is unrelated to traffic control are addressed in [[:Category:911_General_(MUTCD_Part_1) #911.1.2|Section 1A.02]].<br /> # Sign Assembly—a group of signs, located on the same support(s), that supplement one another in conveying information to road users.<br /> # Sign Illumination—either internal or external lighting that shows similar color by day or night. Street or highway lighting shall not be considered as meeting this definition.<br /> # Sign Legend—all word messages, logos, pictographs, and symbol and arrow designs that are intended to convey specific meanings. The border, if any, on a sign is not considered to be a part of the legend.<br /> # Sign Panel—a separate panel or piece of material containing a word, logo, pictograph, symbol, and/or arrow legend that is affixed to the face of a sign.<br /> # Signal—see Highway Traffic Signal.<br /> # Signal Backplate—a thin strip of material that extends outward from and parallel to a signal face on all sides of a signal housing to provide a background for improved visibility of the signal indications.<br /> # Signal Coordination—the establishment of timed relationships between adjacent traffic control signals.<br /> # Signal Dimming—a reduction of the light output from a signal indication, hybrid beacon, or rectangular rapid-flashing beacon indication, typically for nighttime conditions, to a value that is below the minimum specified intensity for daytime conditions. If a variety of intensity levels are used during daytime conditions and all of the various levels (including the lowest of the intensities) are above the minimum specified intensity for daytime conditions, this would not be considered to be signal dimming.<br /> # Signal Face—an assembly of one or more signal sections that is provided for controlling one or more traffic movements on a single approach.<br /> # Signal Head—an assembly of one or more signal faces that is provided for controlling traffic movements on one or more approaches.<br /> # Signal Housing—that part of a signal section that protects the light source and other required components.<br /> # Signal Indication—the illumination of a signal lens or equivalent device.<br /> # Signal Lens—that part of the signal section that redirects the light coming directly from the light source and its reflector, if any.<br /> # Signal Louver—a device that can be mounted inside a signal visor to restrict visibility of a signal indication from the side or to limit the visibility of the signal indication to a certain lane or lanes, or to a certain distance from the stop line.<br /> # Signal Phase—the right-of-way, yellow change, and red clearance intervals in a cycle that are assigned to an independent traffic movement or combination of movements.<br /> # Signal Section—the assembly of a signal housing, signal lens, if any, and light source with necessary components to be used for displaying one signal indication.<br /> # Signal Sequence (Sequence of Indications)—the order of appearance of signal indications during successive intervals of a signal cycle. <br /> # Signal System—two or more traffic control signals operating in signal coordination.<br /> # Signal Timing—the amount of time allocated for the display of a signal indication.<br /> # Signal Visor—that part of a signal section that directs the signal indication specifically to approaching traffic and reduces the effect of direct external light entering the signal lens.<br /> # Signing—individual signs or a group of signs, not necessarily on the same support(s), that supplement one another in conveying information to road users.<br /> # Simultaneous Preemption—notification of approaching rail traffic is forwarded to the highway traffic signal controller unit or assembly and railroad or light rail transit active warning devices at the same time.<br /> # Site Roadways Open to Public Travel—roadways and bikeways on sites of shopping centers, office parks, airports, schools, universities, sports arenas, recreational parks, and other similar business, governmental, and/or recreation facilities that are publicly or privately-owned but where the public is allowed to travel without full-time access restrictions. Two types of roadways are not included in this definition: (1) roadways where access is restricted at all times by gates and/or guards to residents, employees, or other specifically-authorized persons; and (2) private highway-rail grade crossings. Site roadways open to public travel do not include parking areas (see definition in this Section), including the driving aisles (see definition in this Section) within those parking areas. <br /> # Special-Purpose Road—a low-volume, low-speed road that serves recreational areas or resource development activities.<br /> # Speed—speed is defined based on the following classifications:&lt;ol type=&quot;a&quot;&gt;&lt;li&gt; Average Speed—the summation of the instantaneous or spot-measured speeds at a specific location of vehicles divided by the number of vehicles observed.&lt;/li&gt;&lt;li&gt; Design Speed—a selected speed used to determine the various geometric design features of a roadway.&lt;/li&gt;&lt;li&gt; 85th-Percentile Speed—the speed at or below which 85 percent of the motor vehicles travel.&lt;/li&gt;&lt;li&gt; Operating Speed—a speed at which a typical vehicle or the overall traffic operates. Operating speed might be defined with speed values such as the average, pace, or 85th-percentile speeds.&lt;/li&gt;&lt;li&gt; Pace—the 10 mph speed range representing the speeds of the largest percentage of vehicles in the traffic stream.&lt;/li&gt;&lt;/ol&gt;<br /> # Speed Limit—the maximum (or minimum) speed applicable to a section of highway as established by law or regulation.<br /> # Speed Zone—a section of highway with a speed limit that is established by law or regulation, but which might be different from a legislatively-specified statutory speed limit.<br /> # Splitter Island—a median island used to separate opposing directions of traffic entering and exiting a roundabout.<br /> # Station Crossing—a pathway grade crossing that is associated with a station platform.<br /> # Statutory Speed Limit—a speed limit established by legislative action (such as Federal or State law) that typically is applicable for a particular class of highways with specified design, functional, jurisdictional, and/or location characteristics and that is not necessarily displayed on Speed Limit signs.<br /> # Steady (Steady Mode)—the continuous display of a signal indication for the duration of an interval, signal phase, or consecutive signal phases.<br /> # Stop Line—a solid white pavement marking line extending across approach lanes to indicate the point at which a stop is intended or required to be made.<br /> # Street—see Highway.<br /> # Supplemental Signal Face—a signal face that is not a primary signal face but which is provided for a given approach or separate turning movement to enhance visibility or conspicuity.<br /> # Swing Gate—a self-closing fence-type gate designated to swing open away from the track area and return to the closed position upon release.<br /> # Symbol—the approved design of a pictorial or graphical representation of a specific traffic control message for signs, pavement markings, traffic control signals, or other traffic control devices, as shown in the MUTCD.<br /> # Temporary Traffic Control Signal—see Highway Traffic Signal.<br /> # Temporary Traffic Control Zone—an area of a highway, pedestrian or bicycle facility where road user conditions are changed because of a work zone or incident by the use of temporary traffic control devices, flaggers, uniformed law enforcement officers, or other authorized personnel.<br /> # Theoretical Gore—a longitudinal point at the upstream end of a neutral area at an exit ramp or channelized turn lane where the channelizing lines that separate the ramp or channelized turn lane from the adjacent through lane(s) begin to diverge, or a longitudinal point at the downstream end of a neutral area at an entrance ramp or channelized entering lane where the channelizing lines that separate the ramp or channelized entering lane from the adjacent through lane(s) intersect each other.<br /> # Through Train—a train movement that continues without stopping or reversing direction throughout the entire length of the rail traffic detection circuit length approaching a highway-rail grade crossing.<br /> # Timed Exit Gate Operating Mode—a mode of operation where the exit gate descent at a grade crossing is based on a predetermined time interval.<br /> # Toll Booth—a shelter where a toll attendant is stationed to collect tolls or issue toll tickets. A toll booth is located adjacent to a toll lane and is typically set on a toll island. <br /> # Toll Collection—manual or electronic methods and elements used to collect a fee for use of a toll facility. Toll collection methods include:&lt;ol type=&quot;a&quot;&gt;&lt;li&gt; Electronic Toll Collection (ETC)—a cashless system for automated collection of tolls from moving or stopped vehicles through wireless technologies such as radio-frequency communication or optical scanning. ETC systems are classified as one of the following: &lt;ol&gt;&lt;li&gt; systems that require users to have registered toll accounts, with the use of equipment inside or on the exterior of vehicles, such as a transponder or barcode decal, that communicates with or is detected by roadside or overhead receiving equipment, or with the use of license plate optical scanning, to automatically deduct the toll from the registered user account, &lt;/li&gt;&lt;li&gt; systems that do not require users to have registered toll accounts because vehicle license plates are optically scanned and invoices for the toll amount are typically sent through postal mail to the address of the vehicle owner, or systems that allow electronic toll collection for both registered and non-registered toll accounts.&lt;/li&gt;&lt;/ol&gt;&lt;/li&gt;&lt;li&gt; Open-Road Tolling (ORT)—a system designed to allow electronic toll collection (ETC) from vehicles traveling at posted speeds. Open-road tolling might be used on toll roads or toll facilities in conjunction with toll plazas. Open-road tolling is also typically used on managed lanes and on toll facilities that only accept payment by ETC.&lt;/li&gt;&lt;li&gt; Manual Toll Collection—a system of toll collection from stopped vehicles through acceptance of cash, toll tickets, tokens, or credit cards, and may involve issuance of receipts. Toll collection may be by a machine or toll booth attendant. &lt;ol&gt;&lt;li&gt;Ticket from a machine or toll booth attendant upon entering the toll facility. The ticket denotes the user’s point of entry and, upon exiting the toll system, the user surrenders the ticket and is charged a toll based on the distance traveled between the points of entry and exit.&lt;/li&gt;&lt;li&gt; Attended Lane (Manual Lane)—a toll lane adjacent to a toll booth occupied by a human toll collector who makes change, issues receipts, and performs other toll-related functions. Attended lanes at toll plazas typically require vehicles to stop to pay the toll.&lt;/li&gt;&lt;li&gt; Exact Change Lane (Automatic Lane)—a non-attended toll lane that has a receptacle into which road users deposit coins totaling the exact amount of the toll. Exact Change lanes at toll plazas typically require vehicles to stop to pay the toll. &lt;/ol&gt;&lt;/li&gt;&lt;/ol&gt;&lt;/li&gt;<br /> # Toll Island—a raised island on which a toll booth or other toll collection and related equipment are located.<br /> # Toll Lane—an individual lane located within a toll plaza in which a toll payment is collected or, for toll-ticket systems, a toll ticket is issued.<br /> # Toll Plaza—the location at which tolls are collected consisting of a grouping of toll booths, toll islands, toll lanes, and, typically, a canopy. Toll plazas might be located on highway mainlines or on interchange ramps. A mainline toll plaza is sometimes referred to as a barrier toll plaza because it interrupts the traffic flow.<br /> # Toll Road (Facility)—a road or facility that is open to traffic only by payment of a user toll or fee.<br /> # Traffic—pedestrians, bicyclists, ridden or herded animals, vehicles, streetcars, and other conveyances either singularly or together while using for purposes of travel any highway or site roadway open to public travel.<br /> # Traffic Control Device—all signs, signals, markings, channelization devices, or other devices that use colors, shapes, symbols, words, sounds, and/or tactile information for the primary purpose of communicating a regulatory, warning, or guidance message to road users on a street, highway, pedestrian facility, bikeway, pathway, or site roadway open to public travel. [[:Category:911_General_(MUTCD_Part_1) #911.1.2|Section 1A.02]] contains information regarding items that are not traffic control devices. <br /> # Traffic Control Signal (Traffic Signal)—see Highway Traffic Signal. <br /> # Train—one or more locomotives coupled, with or without cars, that operates on rails or tracks and to which all other traffic must yield the right-of-way by law at highway-rail grade crossings.<br /> # Transverse Markings—pavement markings that are generally placed perpendicular and across the flow of traffic such as shoulder markings; word, symbol, and arrow markings; stop lines; crosswalk lines; parking space markings; and others.<br /> # Traveled Way—the portion of the roadway for the movement of vehicles, exclusive of the shoulders, berms, sidewalks, and parking lanes.<br /> # Turn Bay—a lane for the exclusive use of turning vehicles that is formed on the approach to the location where the turn is to be made. In most cases where turn bays are provided, drivers who desire to turn must move out of a through lane into the newly-formed turn bay in order to turn. A through lane that becomes a turn lane is considered to be a lane drop rather than a turn bay.<br /> # Two-Stage Bicycle Turn Box—a designated area at an intersection intended to provide bicyclists a place to wait for traffic to clear before proceeding in a different direction of travel.<br /> # Uncontrolled Approach—an approach on which vehicles are not controlled by a traffic control signal, hybrid beacon, STOP sign, or YIELD sign.<br /> # Upstream—a term that refers to a location that is encountered by traffic prior to a downstream location as it flows in an “upstream to downstream” direction. For example, “the upstream end of a lane line separating the turn lane from a through lane on the approach to an intersection” is the end of the line that is furthest from the intersection.<br /> # Urban Street—a type of street normally characterized by relatively low speeds, wide ranges of traffic volumes, narrower lanes, frequent intersections and driveways, significant pedestrian traffic, and more businesses and houses.<br /> # Variable Message Sign—see Changeable Message Sign.<br /> # Vehicle—every device in, upon, or by which any person or property can be transported or drawn upon a highway, except trains and light rail transit operating in exclusive or semi-exclusive alignments. Light rail transit equipment operating in a mixed-use alignment, to which other traffic is not required to yield the right-of-way by law, is a vehicle.<br /> # Vibrotactile Pedestrian Device—an accessible pedestrian signal feature that communicates, by touch, information about pedestrian timing using a vibrating surface.<br /> # Visibility-Limited Signal Face or Visibility-Limited Signal Section—a type of signal face or signal section designed (or shielded, hooded, or louvered) to restrict the visibility of a signal indication from the side, to a certain lane or lanes, or to a certain distance from the stop line.<br /> # Walk Interval—an interval during which the WALKING PERSON (symbolizing WALK) signal indication is displayed.<br /> # Warning Light—a portable, powered, yellow, lens-directed, enclosed light that is used in a temporary traffic control zone in either a steady burn or a flashing mode.<br /> # Warning Sign—a sign that gives notice to road users of a situation that might not be readily apparent.<br /> # Warrant—a warrant describes a threshold condition based upon average or normal conditions that, if found to be satisfied as part of an engineering study, shall result in analysis of other traffic conditions or factors to determine whether a traffic control device or other improvement is justified. Warrants are not a substitute for engineering judgment. The fact that a warrant for a particular traffic control device is met is not conclusive justification for the installation of the device.<br /> # Wayside Horn System—a stationary horn (or a series of horns) located at a grade crossing that is used in conjunction with train-activated or light rail transit-activated warning systems to provide audible warning of approaching rail traffic to road users on the highway or pathway approaches to a grade crossing, either as a supplement or alternative to the sounding of a locomotive horn.<br /> # Worker—a person on foot whose duties place him or her within the right-of-way of a street, highway, or pathway, such as: construction and maintenance forces; survey crews; utility crews; responders to incidents within the right-of-way; and law enforcement personnel when directing traffic, investigating crashes, and handling lane closures, obstructed roadways, and disasters within the right-of-way.<br /> # Wrong-Way Arrow—a slender, elongated, white pavement marking arrow placed upstream from the ramp terminus to indicate the correct direction of traffic flow. Wrong-way arrows are intended primarily to warn wrong-way road users that they are going in the wrong direction.<br /> # Yellow Change Interval—the first interval following the green or flashing arrow interval during which the steady yellow signal indication is displayed.<br /> # Yield Line—a row of solid white isosceles triangles pointing toward approaching vehicles extending across approach lanes to indicate the point at which the yield is intended or required to be made.<br /> <br /> =={{SpanID|911.3.3}}Meanings of Acronyms and Abbreviations Used in this Manual (MUTCD Section 1C.03)==<br /> <br /> '''Standard. '''The following acronyms and abbreviations, when used in this Manual, shall have the following meanings:<br /> <br /> # AADT—annual average daily traffic<br /> # AASHTO—American Association of State Highway and Transportation Officials<br /> # AC—alternating current<br /> # ADA—Americans with Disabilities Act<br /> # ADAS—Advanced Driver Assistance Systems<br /> # ADS—Automated Driving System<br /> # ADT—average daily traffic<br /> # AFAD—Automated Flagger Assistance Device<br /> # ANSI—American National Standards Institute<br /> # AREMA—American Railway Engineering and Maintenance-of-Way Association<br /> # AV—automated vehicle<br /> # cd/lx/m2---candelas per lux per square meter<br /> # CFR—Code of Federal Regulations<br /> # CMS—changeable message sign<br /> # dBA—A-weighted decibels<br /> # DC—direct current<br /> # DDT—Dynamic Driving Task<br /> # EPA—Environmental Protection Agency<br /> # ETC—electronic toll collection<br /> # EV—electric vehicle<br /> # FHWA—Federal Highway Administration<br /> # FRA—Federal Railroad Administration<br /> # ft—foot or feet<br /> # FTA—Federal Transit Administration<br /> # HOV—high-occupancy vehicle<br /> # IEEE—Institute of Electrical and Electronics Engineers<br /> # IES—Illuminating Engineering Society<br /> # ILEV—inherently low-emission vehicle<br /> # in—inch(es)<br /> # ISEA—International Safety Equipment Association<br /> # ITE—Institute of Transportation Engineers<br /> # ITS—intelligent transportation systems<br /> # L—taper length<br /> # LED—light-emitting diode<br /> # LP—liquified petroleum<br /> # LRT—light rail transit<br /> # mi—mile(s)<br /> # MPH or mph—miles per hour<br /> # MUTCD—Manual on Uniform Traffic Control Devices for Streets and Highways<br /> # N—length of one line segment plus one gap of a broken line<br /> # NCEES—National Council of Examiners for Engineering and Surveying<br /> # NCHRP—National Cooperative Highway Research Program<br /> # ODD—Operational Design Domain<br /> # OPM—U.S. Office of Personnel Management<br /> # ORT—open-road tolling<br /> # PCMS—portable changeable message sign<br /> # PRT—perception-response time<br /> # RRFB—rectangular rapid-flashing beacon<br /> # RV—recreational vehicle<br /> # SAE—Society of Automotive Engineers<br /> # SHV—Specialized Hauling Vehicle<br /> # SPF—safety performance function<br /> # TA—Typical Application<br /> # TDD—telecommunication device for the deaf<br /> # TRB—Transportation Research Board<br /> # TTC—temporary traffic control<br /> # U.S.—United States<br /> # U.S.C.—United States Code<br /> # USDOT—United States Department of Transportation<br /> # UVC—Uniform Vehicle Code<br /> # VPH or vph—vehicles per hour<br /> # V2I—vehicle to infrastructure<br /> <br /> =={{SpanID|911.4.1}}Purpose and Principles of Traffic Control Devices (MUTCD Section 1D.01)==<br /> <br /> '''Support. '''The purpose of traffic control devices, as well as the principles for their use, is to promote highway safety, inclusion and mobility of all road users, and efficiency by providing for the orderly movement of road users on streets, highways, bikeways, and site roadways open to public travel throughout the Nation. [[:Category:911_General_(MUTCD_Part_1) #911.1.3|Section 1A.03]] contains additional information on target road users.<br /> <br /> This Manual contains the basic principles that govern the design and use of traffic control devices for all streets, highways, bikeways, and site roadways open to public travel (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]]) regardless of type or class or the public agency, official, or owner having jurisdiction. The text of this Manual specifies the restriction on the use of a device if it is intended for limited application or for a specific system. It is important that these principles be given primary consideration in the selection and application of each device.<br /> <br /> '''Guidance. '''To be effective, a traffic control device should:<br /> ::A. Fulfill a need;<br /> ::B. Command attention;<br /> ::C. Convey a clear, simple meaning;<br /> ::D. Command respect from road users; and<br /> ::E. Give adequate time for proper response.<br /> <br /> Design, placement, operation, maintenance, and uniformity are aspects that should be carefully considered in order to maximize the ability of a traffic control device to be consistent with the five principles listed in the above paragraph. Vehicle speed and road-user types should be carefully considered as an element that governs the design, operation, placement, and location of various traffic control devices.<br /> <br /> The proper use of traffic control devices should provide the road user with the information necessary to safely, efficiently, and lawfully use the streets, highways, pedestrian facilities, and bikeways. <br /> <br /> '''Standard. '''Traffic control devices used on site roadways open to public travel shall have the same shape, color, and meaning as those required by the MUTCD for use on public highways, except as provided otherwise elsewhere in this Manual. Sign size exceptions are noted in each Part as applicable.<br /> <br /> =={{SpanID|911.4.2}}Responsibility and Authority for Traffic Control Devices (MUTCD Section 1D.02)==<br /> <br /> '''Standard. '''The responsibility for the design, placement, operation, maintenance, and uniformity of traffic control devices in compliance with the provisions of this Manual shall rest with the public agency or the official having jurisdiction, or, in the case of site roadways open to public travel, with the private owner or private official having jurisdiction. <br /> <br /> All regulatory traffic control devices shall be supported by laws, ordinances, or regulations. <br /> <br /> Traffic control devices, public announcements or notices, and other signs or messages within the highway right-of-way shall be placed only as authorized by a public authority or the official having jurisdiction, or, in the case of site roadways or private toll roads open to public travel, by the private owner or private official having jurisdiction, for the purpose of regulating, warning, or guiding traffic.<br /> <br /> When the public agency or the official having jurisdiction over a street or highway or, in the case of site roadways open to public travel, the private owner or private official having jurisdiction, has granted proper authority, others such as contractors and public utility companies shall be allowed to install temporary traffic control devices in temporary traffic control zones. Such traffic control devices shall comply with the provisions of this Manual. <br /> <br /> Signs and other devices that do not have any traffic control purpose that are placed within the highway right-of-way shall not be located where they will interfere with, or detract from, traffic control devices. <br /> <br /> '''Support. '''States are encouraged to adopt, through policy or legislation, the provisions of 23 CFR 750.108 that restrict outdoor advertising from resembling traffic control devices. See [[236.16 Outdoor Advertising #236.16| EPG 236.16]].<br /> <br /> =={{SpanID|911.4.3}}Engineering Study and Engineering Judgment (MUTCD Section 1D.03)==<br /> <br /> '''Support. '''Definitions of professional engineer, engineering study, and engineering judgment are provided in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]].<br /> <br /> The application of engineering study and engineering judgment is a fundamental principle of the use of traffic control devices. It is for this reason that, in most cases, the selection of a particular device is not required by a Standard provision, but is determined by engineering study or engineering judgment. Many Standard provisions in this Manual specifically require, by explicit language in the individual provisions or by implication, the application of engineering study or engineering judgment in applying those Standards. Site-specific conditions might result in the determination that it is impossible or impracticable to comply with a Standard at that location. In such a case, a deviation from the requirement of a particular Standard at that location might be the only possibility. In such limited, specific cases, the deviation is allowed, provided that the agency or official having jurisdiction fully documents, through an engineering study, the engineering basis for the deviation.<br /> <br /> '''Standard. '''This Manual describes the application of traffic control devices, but shall not be a legal requirement for their installation.<br /> <br /> '''Support. '''The MUTCD does not mandate, and is not intending to imply, that an engineer must make the final decision whether to implement or execute the determination or advice of an engineer by installing or constructing the traffic control device to the engineer’s specification in the field. Rather, the engineer, individual under supervision of an engineer, or other individual as duly authorized by State law to engage in the practice of engineering, develops an engineering-based solution that includes the specifications for selection and placement of traffic control devices, but the responsibility for a final decision to implement that solution rests with the agency having jurisdiction over the roadway, after consultation with and based on advice from the engineer.<br /> <br /> '''Guidance. '''The decision to use a particular device at a particular location should be made on the basis of either an engineering study or the application of engineering judgment by an engineer, someone under the direct supervision of an engineer, or other individual as duly authorized by State law to engage in the practice of engineering. Thus, while this Manual provides Standards, Guidance, and Options for design and application of traffic control devices, this Manual should not be considered a substitute for engineering judgment. Engineering judgment should be exercised in the selection and application of traffic control devices, as well as in the location and design of roads and streets that the devices complement.<br /> <br /> Early in the processes of location and design of roads and streets, engineers should coordinate such location and design with the design and placement of the traffic control devices to be used with such roads and streets.<br /> <br /> Jurisdictions, or owners of site roadways or private toll roads open to public travel, with responsibility for traffic control that do not have an engineer on their staff who is trained and/or experienced in traffic control devices should seek engineering assistance from others, such as the State transportation agency, their county, a nearby large city, or a traffic engineering consultant.<br /> <br /> '''Support. '''The provisions of this Manual are intended to be interpreted and applied by engineers or those under the supervision of an engineer. The construction of the provisions of this Manual, therefore, are informed by bases referenced in Paragraphs 9 and 10 of this Section. <br /> <br /> The National Council of Examiners for Engineering and Surveying (NCEES) has defined the practice of engineering as “any service or creative work requiring engineering education, training, and experience in the application of engineering principles and the interpretation of engineering data to engineering activities that potentially impact the health, safety, and welfare of the public.” The practice of engineering is, therefore, subject to regulation in the public interest and is regulated by the State licensing boards in order to safeguard the health, safety, and welfare of the public. The NCEES has defined an engineer as “an individual who is qualified to practice engineering by reason of engineering education, training, and experience in the application of engineering principles and the interpretation of engineering data.” <br /> <br /> The U.S. Office of Personnel Management (OPM) has defined the professional knowledge of engineering as “the comprehensive, in-depth knowledge of mathematical, physical, and engineering sciences applicable to a specialty field of engineering that characterizes a full 4-year engineering program leading to a bachelor's degree, or the equivalent.” The OPM has defined professional ability to apply engineering knowledge as “the ability to (a) apply fundamental and diversified professional engineering concepts, theories, and practices to achieve engineering objectives with versatility, judgment, and perception; (b) adapt and apply methods and techniques of related scientific disciplines; and (c) organize, analyze, interpret, and evaluate scientific data in the solution of engineering problems.”<br /> <br /> Requisite technical training in the application of the principles of the MUTCD might be available from the State’s Local Technical Assistance Program (LTAP) for needed engineering guidance and assistance.<br /> <br /> =={{SpanID|911.4.4}}Design of Traffic Control Devices (MUTCD Section 1D.04)==<br /> <br /> '''Guidance. '''Devices should be designed so that features such as size, shape, color, composition, lighting or retroreflection, and contrast are combined to draw attention to the devices; so that size, shape, color, and simplicity of message combine to produce a clear meaning; so that legibility and size combine with placement to provide adequate time for response; and so that uniformity, size, legibility, and reasonableness of the message combine to command respect.<br /> <br /> '''Option. '''Except for symbols and colors, minor modifications in the specific design elements of a device may be made based on an engineering study or engineering judgment, in accordance with the paragraph below, provided the essential appearance characteristics are preserved.<br /> <br /> '''Guidance. '''Aspects of the standard design of a traffic control device should not be modified unless there is a demonstrated need in unusual circumstances, based on an engineering study or engineering judgment.<br /> <br /> '''Support. '''An example of acceptably modifying the design of a device would be to modify the Combination Horizontal Alignment/Intersection (W1-10) sign to show intersecting side roads on both sides rather than on just one side of the major road within the curve.<br /> =={{SpanID|911.4.5}}Color Code (MUTCD Section 1D.05)==<br /> <br /> '''Support. '''The following color code establishes general meanings for 11 colors of a total of 13 colors that have been identified as being appropriate for use in conveying traffic control information.<br /> <br /> '''Standard. '''The general meaning of the 13 colors shall be as follows:<br /> ::A. Black—regulation<br /> ::B. Blue—road-user services guidance, tourist information, and evacuation route<br /> ::C. Brown—recreational and cultural interest area guidance<br /> ::D. Coral—reserved for future designation (see Paragraph 4 of this Section)<br /> ::E. Fluorescent Pink—incident management<br /> ::F. Fluorescent Yellow-Green—school bus warning and school warning<br /> ::G. Green—indicated movements or actions permitted and direction guidance<br /> ::H. Light Blue—reserved for future designation (see Paragraph 4 of this Section)<br /> ::I. Orange—temporary traffic control<br /> ::J. Purple—restricted to use only by vehicles with registered electronic toll collection (ETC) accounts<br /> ::K. Red—stop or prohibition<br /> ::L. White—regulation<br /> ::M. Yellow—warning<br /> <br /> These colors shall be used only as prescribed for the specific devices or applications throughout this Manual.<br /> <br /> '''Support. '''The two colors for which general meanings have not yet been assigned are being reserved for future applications that will be determined only by the FHWA after consultation with the States, the engineering community, and the general public. The meanings described in this Section are of a general nature. More specific assignments of colors are given in the individual Parts of this Manual relating to each class of devices. <br /> <br /> Tolerance limits for each color are contained in 23 CFR Part 655, Appendix to Subpart F and are available at the Federal Highway Administration’s MUTCD Web site at http://mutcd.fhwa.dot.gov. <br /> =={{SpanID|911.4.6}}Public Domain, Copyrights, and Patents (MUTCD Section 1D.06)==<br /> <br /> '''Standard. '''Traffic control device design or application provisions contained in this Manual shall be in the public domain. Traffic control devices contained in this Manual shall not be protected by a patent, trademark, or copyright, except for the Interstate Shield, 511 Travel Information pictograph, National Scenic Byway graphic, and any items under the stewardship of or owned by FHWA.<br /> <br /> A traffic control device design or application shall not be eligible for official experimentation (see [[:Category:911_General_(MUTCD_Part_1) #911.2.5|Section 1B.05]]) or interim approval (see [[:Category:911_General_(MUTCD_Part_1) #911.2.7|Section 1B.07]]) unless it is in the public domain. Express abandonment of any and all forms of proprietary protection, such as patents, trademarks, or copyrights, related to the design and application of the traffic control device shall satisfy the requirement for the traffic control device to be in the public domain. <br /> <br /> The requirement for the traffic control device to be in the public domain shall not apply to individual components used in the assembly or manufacture of the traffic control device.<br /> <br /> '''Support. '''The limitation on patented, trademarked, or copyrighted traffic control devices applies to the message that the device conveys to the road user. If a patent or other protection covers the device’s communication to the road user by virtue of its appearance, audible message, or other aspects of the message conveyed (such as the order in which traffic control signal indications change from green to yellow and red), then the device is considered to be protected and not in the public domain. Such a device is precluded from inclusion in this Manual. The purpose of this limitation is to ensure uniformity of the messaging of individually approved traffic control devices. This limitation does not apply to other aspects of a device (such as internal controls, circuitry, electronics, mechanics, or housing) so long as the appearance, audible message, or other aspects of the message conveyed, including the manner of conveyance, remain freely reproducible by all without infringing on any proprietary rights or interests. This Manual does not prohibit such other aspects of a traffic control device that meet the legal requirements from being protected through patent, trademark, or copyright; and does not restrict components, parts, manufacturing processes, or similar aspects of traffic control devices from being patented or otherwise protected. Examples of acceptable protected traffic control device components or parts might include: sign sheeting or retroreflectivity technology, internal electronic components of traffic signal controllers, and breakaway sign support mechanisms. <br /> <br /> Pictographs, as defined in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]], are embedded in traffic control devices, but the pictographs themselves are not considered traffic control devices for the purposes of the above paragraph.<br /> <br /> Business identification logos, as defined in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]], are embedded in traffic control devices, but the logos themselves are not considered traffic control devices for the purposes of the above Support paragraph.<br /> <br /> =={{SpanID|911.4.7}}Advertising (MUTCD Section 1D.07)==<br /> <br /> '''Standard. '''Traffic control devices or their supports shall not bear any advertising message or any other message that is not related to traffic control.<br /> <br /> '''Support. '''Acknowledgment signs (see [[903.8 General Information Signs (MUTCD Chapter 2H) #903.8.12|EPG 903.8.12]]), Specific Service signs (see [[903.10 Specific Service Signs (MUTCD Chapter 2J) #903.10|EPG 903.10]]), and Tourist-Oriented Directional signs (see [[903.11 Tourist-Oriented Directional Signs (MUTCD Chapter 2K) #903.11| EPG 903.11]]) are not considered advertising.<br /> <br /> =={{SpanID|911.4.8}}Abbreviations Used on Traffic Control Devices (MUTCD Section 1D.08)==<br /> <br /> '''Standard. '''When the word messages shown in [[#tab1d1|Table 1D-1]] need to be abbreviated in connection with traffic control devices, the abbreviations shown in [[#tab1d1|Table 1D-1]] shall be used.<br /> <br /> When the word messages shown in [[#tab1d2|Table 1D-2]] need to be abbreviated on a portable changeable message sign, the abbreviations shown in [[#tab1d2|Table 1D-2]] shall be used. Unless indicated by an asterisk, these abbreviations shall only be used on portable changeable message signs.<br /> <br /> '''Guidance. '''The abbreviations for the words listed in [[#tab1d2|Table 1D-2]] that also show a prompt word should not be used on a portable changeable message sign (or on a static sign if indicated in [[#tab1d2|Table 1D-2]] by an asterisk) unless the prompt word shown in [[#tab1d2|Table 1D-2]] either precedes or follows the abbreviation, as applicable. <br /> <br /> '''Standard. '''The abbreviations shown in [[#tab1d3|Table 1D-3]] shall not be used in connection with traffic control devices because of their potential to be misinterpreted by road users.<br /> <br /> '''Guidance. '''If [[#tab1d1|Table 1D-1]] or [[#tab1d2|Table 1D-2]] indicates that more than one abbreviation is allowed for a given word or phrase, the same abbreviation should be used throughout a single jurisdiction. <br /> <br /> Except as otherwise provided in [[#tab1d1|Table 1D-1]] or [[#tab1d2|Table 1D-2]] or unless necessary to avoid confusion, periods, commas, apostrophes, question marks, ampersands, and other punctuation marks or characters that are not letters or numerals should not be used in any abbreviation.<br /> <br /> {{SpanID|tab1d1}}<br /> {| class=&quot;wikitable&quot; style=&quot;max-width: 800px;&quot;<br /> |+ Table 1D-1. General Abbreviations<br /> !Word Message !! Standard Abbreviation<br /> |-<br /> |Afternoon || PM<br /> |-<br /> |Alternate || ALT<br /> |-<br /> |AM Radio || AM<br /> |-<br /> |Avenue || Ave, Av*<br /> |-<br /> |Bicycle(s) || BIKE, BIKES<br /> |-<br /> |Boulevard || Blvd*<br /> |-<br /> |Bridge || (See [[#tab1d2|Table 1D-2]])<br /> |-<br /> |CB Radio || CB<br /> |-<br /> |Center || Ctr**<br /> |-<br /> |Circle || Cir*<br /> |-<br /> |Civil Defense || CD<br /> |-<br /> |Compressed Natural Gas || CNG<br /> |-<br /> |Court || Ct*<br /> |-<br /> |Crossing (other than highway-rail) || X-ING<br /> |-<br /> |Drive || Dr*<br /> |-<br /> |East || E<br /> |-<br /> |Electric Vehicle || EV<br /> |-<br /> |Expressway || Expwy*<br /> |-<br /> |Feet || FT<br /> |-<br /> |FM Radio || FM<br /> |-<br /> |Freeway || Fwy*<br /> |-<br /> |Hazardous Material(s) || HAZMAT, HAZMATS<br /> |-<br /> |High Occupancy Vehicle(s) || HOV<br /> |-<br /> |Highway || Hwy*<br /> |-<br /> |Hospital || HOSP<br /> |-<br /> |Hour(s) || HR, HRS<br /> |-<br /> |Information || INFO<br /> |-<br /> |Inherently Low Emission Vehicle || ILEV<br /> |-<br /> |International || Intl<br /> |-<br /> |Interstate || (See [[#tab1d2|Table 1D-2]])<br /> |-<br /> |Junction / Intersection || JCT<br /> |-<br /> |Lane || (See Table 1D-2)<br /> |-<br /> |Liquified Petroleum Gas || LP-GAS<br /> |-<br /> |Maximum || MAX<br /> |-<br /> |Mile(s) || MI<br /> |-<br /> |Miles per Hour || MPH<br /> |-<br /> |Minimum || MIN<br /> |-<br /> |Minute(s) || MIN, MINS<br /> |-<br /> |Morning / Late Night || AM<br /> |-<br /> |Mount || Mt**<br /> |-<br /> |Mountain || Mtn**<br /> |-<br /> |National || Natl**<br /> |-<br /> |North || N<br /> |-<br /> |Northeast || NE<br /> |-<br /> |Northwest || NW<br /> |-<br /> |Parkway || Pkwy*<br /> |-<br /> |Pedestrian(s) || PED, PEDS<br /> |-<br /> |Place || Pl*<br /> |-<br /> |Pounds || LBS<br /> |-<br /> |Road || Rd*<br /> |-<br /> |Saint || St**<br /> |-<br /> |South || S<br /> |-<br /> |Southeast || SE<br /> |-<br /> |Southwest || SW<br /> |-<br /> |State, county, or other non-US or &lt;br/&gt;non-Interstate numbered route || (See [[#tab1d2|Table 1D-2]])<br /> |-<br /> |Street || St*<br /> |-<br /> |Telephone || PHONE<br /> |-<br /> |Temporary || TEMP<br /> |-<br /> |Terrace || Ter*<br /> |-<br /> |Thruway || Thwy*<br /> |-<br /> |Ton(s) || T<br /> |-<br /> |Trail || Tr*<br /> |-<br /> |Turnpike || Tpk*<br /> |-<br /> |Two-Way Intersection, &lt;br/&gt;Two-Way Traffic || 2-WAY<br /> |-<br /> |US Numbered Route || (See [[#tab1d2|Table 1D-2]])<br /> |-<br /> |West || W<br /> |-<br /> ! colspan=&quot;2&quot; | Days of the Week<br /> |-<br /> ! Day !! Standard Abbreviation<br /> |-<br /> | Sunday || SUN<br /> |-<br /> |Monday || MON<br /> |-<br /> |Tuesday || TUES***<br /> |-<br /> |Wednesday || WED<br /> |-<br /> |Thursday || THURS***<br /> |-<br /> |Friday || FRI<br /> |-<br /> |Saturday || SAT<br /> |-<br /> | style=&quot;background-color: #ffffff;&quot; colspan=&quot;2&quot; | '''Legend:''' &lt;br/&gt; * Abbreviation shall not be used for any application other than the name of a roadway. See [[903.4_Guide_Signs—Conventional_Roads_(MUTCD_Chapter_2D)#tab903.4.7.1|Table 2D-3]] for complete list of street name descriptors. Examples include: Bayshore Fwy, Cross County Hwy, Mid-County Pkwy &lt;br/&gt;** Abbreviation shall not be used for any application other than as a descriptor or title within a proper name. Examples include: Vestal Ctr, Mt Hope, Pocono Mtn, Eldorado Natl Forest, St Louis &lt;br/&gt;*** Tuesday and Thursday may be abbreviated on a Changeable Message Sign (CMS) to TUE and THU, respectively, when the number of Characters in a message to be displayed cannot be practically reduced through rewording to fit thenumber of characters supported by the CMS, such as might occur at times on a portable CMS. &lt;br/&gt;'''Note:''' Abbreviations shown in upper- and lower-case lettering may be in all upper-case lettering when displayed on a changeable message sign with lower resolution that will not accommodate lower-case letter forms. See [[903.12 Changeable Message Signs (MUTCD Chapter 2L)#903.12|Chapter 2L]] of this Manual.<br /> |}<br /> <br /> <br /> {{SpanID|tab1d2}}<br /> {| class=&quot;wikitable&quot;<br /> |+ Table 1D-2. Abbreviations that Shall be Used Only for Temporary Messages on Portable Changeable Message Signs<br /> !Word Message !! Standard Abbreviation !! Prompt Word Preceding the Abbreviation !! Prompt Word Following the Abbreviation !! Example<br /> |-<br /> |Access || ACCS || — || Road || ACCS ROAD<br /> |-<br /> |Ahead || AHD || Fog || — || FOG AHD<br /> |-<br /> |Blocked || BLKD || Lane || — || 2 LANES BLKD<br /> |-<br /> |Bridge || BR* || [Name] || — || BAY BR<br /> |-<br /> |Cannot || CANT || — || — || —<br /> |-<br /> |Center || CNTR || — || Lane || CNTR LANE, CNTR LN<br /> |-<br /> |Chemical || CHEM || — || Spill || CHEM SPILL<br /> |-<br /> |Condition || COND || Traffic || — || TRAFFIC COND<br /> |-<br /> |Congested || CONG || Traffic || — || TRAFFIC CONG AHD<br /> |-<br /> |Construction || CONST || — || Ahead || CONST AHEAD<br /> |-<br /> |Crossing || XING || — || — || PED XING<br /> |-<br /> |Do Not || DONT || — || — || —<br /> |-<br /> |Downtown || DWNTN || — || Traffic || DWNTN TRAFFIC<br /> |-<br /> |rowspan=&quot;2&quot; | Eastbound || EAST || Route Number, Road Name || — || I-4 EAST<br /> |-<br /> |E-BND || — || Lane, Traffic || E-BND LANE<br /> |-<br /> |Emergency || EMER || — || — || EMER VEHICLES<br /> |-<br /> |Entrance, Enter || ENT || — || — || ENT TO I-90<br /> |-<br /> |Exit || EX || Next || — || NEXT EX<br /> |-<br /> |Express || EXP || — || Lane || EXP LANE OPEN<br /> |-<br /> |Frontage || FRNTG || — || Road || FRNTG RD<br /> |-<br /> |Hazardous || HAZ || — || Driving || HAZ DRIVING<br /> |-<br /> |Highway-Rail Grade Crossing || RR XING || — || — || RR XING<br /> |-<br /> |Interstate || I-* || — || [Number] || I-80<br /> |-<br /> |It Is || ITS || — || — || —<br /> |-<br /> |Lane(s) (travel lanes of &lt;br/&gt;a highway) || LN, LNS || Right, Left, Center || — || LEFT LN ONLY &lt;br/&gt;2 RIGHT LNS<br /> |-<br /> |rowspan=&quot;2&quot; | Left || LFT || Keep, Next || — || NEXT LFT<br /> |-<br /> |LFT || — || Lane || LFT LANE<br /> |-<br /> |Local || LOC || — || Traffic || LOC TRAFFIC ONLY<br /> |-<br /> |Lower || LWR || — || Level || LWR LEVEL<br /> |-<br /> |Maintenance || MAINT || — || — || ROAD MAINT<br /> |-<br /> |Major || MAJ || — || Crash || MAJ CRASH<br /> |-<br /> |Minor || MNR || — || Crash || MNR CRASH<br /> |-<br /> |Normal || NORM || — || — || —<br /> |-<br /> |rowspan=&quot;2&quot; | Northbound || NORTH || Route Number, Road Name || — || US 1 NORTH<br /> |-<br /> |N-BND || — || Lane, Traffic || N-BND TRAFFIC<br /> |-<br /> |Oversized || OVRSZ || — || Load || OVRSZ LOAD<br /> |-<br /> |Parking || PKING || — || — || —<br /> |-<br /> |Pavement || PVMT || Icy || — || ICY PVMT<br /> |-<br /> |Prepare || PREP || — || To Stop || PREP TO STOP<br /> |-<br /> |Quality || QLTY || Air || — || AIR QLTY<br /> |-<br /> |rowspan=&quot;2&quot; | Right || RT Keep, Next || — || KEEP RT<br /> |-<br /> |RT || — || Lane || RT LANE<br /> |-<br /> |Road Work || RD WK || — || Ahead, [Distance] || RD WK 1 MILE<br /> |-<br /> |Route || RTE || Best || — || BEST RTE<br /> |-<br /> |Service || SERV || — || — || SERV AREA OPEN<br /> |-<br /> |Shoulder || SHLDR || — || — || SHLDR CLOSED<br /> |-<br /> |Slippery || SLIP || — || — || —<br /> |-<br /> |rowspan=&quot;2&quot; | Southbound || SOUTH || Route Number, Road Name || — || CA 1 SOUTH<br /> |-<br /> |S-BND || — || Lane, Traffic || S-BND TRAFFIC<br /> |-<br /> |Speed || SPD || — || — || SPD LIMIT<br /> |-<br /> |State, County, or other &lt;br/&gt;non-U.S. or non-Interstate &lt;br/&gt;numbered route || [Route Abbreviation &lt;br/&gt;determined by &lt;br/&gt;highway agency]* || — || [Number]** || NY 7, CR 43<br /> |-<br /> |Tires With Lugs || LUGS || — || — || —<br /> |-<br /> |Traffic || TRAF || — || — || —<br /> |-<br /> |Travelers || TRVLRS || — || — || —<br /> |-<br /> |Two-Wheeled Vehicles || CYCLES || — || — || —<br /> |-<br /> |Upper || UPR || — || Level || UPR LEVEL<br /> |-<br /> |U.S. Numbered Route || US* || — || [Number]** || US 202<br /> |-<br /> |Vehicle(s) || VEH, VEHS || — || — || —<br /> |-<br /> |Warning || WARN || — || — || —<br /> |-<br /> |rowspan=&quot;2&quot; | Westbound || WEST || Route Number, Road Name || — || IL 53 WEST<br /> |-<br /> |W-BND || — || Lane, Traffic || W-BND LANES<br /> |-<br /> |Will Not || WONT || — || — || —<br /> |-<br /> | style=&quot;background-color: #ffffff;&quot; colspan=&quot;8&quot; | '''Legend:''' &lt;br/&gt; * Abbreviation, when accompanied by the prompt word, may be used on traffic control devices other than portable message signs. See [[#tab1d1|Table 1D-1]] for uses and format. &lt;br/&gt;** A space and no hyphen shall be placed between the abbreviation and the number of the route. &lt;br/&gt;'''Note:''' See [[903.12 Changeable Message Signs (MUTCD Chapter 2L)#903.12|Chapter 2L]] of this Manual for additional information on changeable message signs.<br /> |}<br /> <br /> {{SpanID|tab1d3}}<br /> {| class=&quot;wikitable&quot;<br /> |+ Table 1D-3. Unacceptable Abbreviations<br /> ! Abbreviation !! Intended &lt;br/&gt;Word !! Common &lt;br/&gt;Misinterpretation<br /> |-<br /> |ACC || Accident || Access (Road)<br /> |-<br /> |CLRS || Clears || Colors<br /> |-<br /> |DLY || Delay || Daily<br /> |-<br /> |FDR || Feeder || Federal<br /> |-<br /> |L || Left || Lane (Merge)<br /> |-<br /> |LT || Light (Traffic) || Left<br /> |-<br /> |PARK || Parking || Park<br /> |-<br /> |POLL || Pollution (Index) || Poll<br /> |-<br /> |RED || Reduce || Red<br /> |-<br /> |STAD || Stadium || Standard<br /> |-<br /> |WRNG || Warning || Wrong<br /> |}<br /> <br /> =={{SpanID|911.4.9}}Placement and Operation of Traffic Control Devices (MUTCD Section 1D.09)==<br /> <br /> '''Standard. '''Before any highway, site roadway open to public travel (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]]), detour, or temporary route is opened to public travel, all traffic control devices necessary for safe operation shall be in place. <br /> <br /> '''Option. '''Temporary traffic control devices, as provided for in Part 6 of this Manual, may be used in place of permanent devices that have yet to be installed for safe operation. <br /> <br /> '''Guidance. '''Placement of a traffic control device should be within the road user’s view so that adequate visibility is provided. To aid in conveying the proper meaning, the traffic control device should be appropriately positioned with respect to the location, object, or situation to which it applies. The location and legibility of the traffic control device should be such that a road user has adequate time to make the proper response in both day and night conditions.<br /> <br /> Traffic control devices should be placed and operated in a uniform and consistent manner as part of maintaining uniformity in traffic control. <br /> <br /> '''Support. '''Inconsistent placement or use of a device can result in disrespect for the device at locations where the device is needed and appropriate.<br /> <br /> '''Guidance. '''Unnecessary traffic control devices should be removed. The fact that a device is in good physical condition should not be a basis for deferring needed removal or change.<br /> <br /> '''Support. '''[[903.1 General (MUTCD Chapter 2A) #903.1.2|EPG 903.1.2]] contains information on excessive use of signs and other considerations that can reduce their effectiveness and the effectiveness of other traffic control devices.<br /> <br /> =={{SpanID|911.4.10}}Maintenance of Traffic Control Devices (MUTCD Section 1D.10)==<br /> <br /> '''Guidance. '''Functional maintenance of traffic control devices should be used to determine if certain devices need to be changed to meet current traffic conditions.<br /> <br /> Physical maintenance of traffic control devices should be performed to retain the legibility and visibility of the device, and to retain the proper functioning of the device.<br /> <br /> '''Support. '''Clean, legible, properly-mounted devices in good working condition command the respect of road users.<br /> =={{SpanID|911.4.11}}Crashworthiness of Traffic Control Devices and Other Roadside Appurtenances (MUTCD Section 1D.11)==<br /> <br /> '''Standard. '''In accordance with various Sections of this Manual, certain traffic control devices and their supports, and/or related appurtenances shall be crashworthy (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]]). Crashworthiness provisions in this Manual shall apply to all streets, highways, and site roadways open to public travel.<br /> <br /> '''Support. '''Roadside appurtenances include permanent and portable sign supports, other permanent or temporary traffic control devices, and other roadside fixtures that are not traffic control devices, such as longitudinal barriers, bridge railings, and crash cushions, within the clear zone. Crashworthiness of a device or appurtenance is determined by nationally established standards such as the “Manual for Assessing Safety Hardware” (MASH), 2016, AASHTO. Information on the FHWA’s policy on crashworthiness of devices on the National Highway System and other roadways is available at the FHWA Office of Safety Web site at https://safety.fhwa.dot.gov/roadway_dept/countermeasures/reduce_crash_severity/policy_memo_guidance.cfm.</div>

TaracksA https://epgtest.modot.org/index.php?title=Category:911_General_(MUTCD_Part_1)&diff=61206 2025-12-01T14:36:04Z

<p>TaracksA: /* {{SpanID|911.2.5}}Experimentation (MUTCD Section 1B.05) */</p> <hr /> <div>&lt;div class=&quot;toclimit-2&quot; style=&quot;position: static&quot;&gt;<br /> <br /> {|align=&quot;right&quot; style=&quot;margin-left: 15px; max-width: 690px;&quot;<br /> | __TOC__<br /> |}<br /> <br /> &lt;/div&gt;<br /> &amp;nbsp;<br /> __NOTOC__<br /> '''Support. '''The information in EPG 911 is directly from the National MUTCD with minimal modifications. See [[:Category:900 TRAFFIC CONTROL#900.1_ Incorporating_the_MUTCD_into_the_EPG|EPG 900.1]] for a description of how MUTCD content is incorporated into the EPG.<br /> <br /> Contact the Highway Safety and Traffic Division for all official interpretations, experiments, changes to the National MUTCD, or interim approvals. <br /> <br /> =={{SpanID|911.1.1}}Purpose of the MUTCD (MUTCD Section 1A.01)==<br /> <br /> '''Support. '''The purpose of the MUTCD is to establish uniform national criteria for the use of traffic control devices that meet the needs and expectancy of road users on all streets, highways, pedestrian and bicycle facilities, and site roadways open to public travel. <br /> <br /> This purpose is achieved through the following objectives:<br /> ::A. Promote safety, inclusion, and mobility for all users of the road network;<br /> ::B. Promote efficiency through creating national uniformity in the meaning and appearance of traffic control devices;<br /> <br /> ::C. Promote national consistency in the use, installation, and operation of traffic control devices; and<br /> <br /> ::D. Provide basic principles for traffic engineers to use in making decisions regarding the use, installation, operation, maintenance, and removal of traffic control devices.<br /> <br /> Uniformity of the meaning of traffic control devices is vital to their effectiveness. Uniformity means treating similar situations in a similar way. Uniformity of devices simplifies the task of the road user because it aids in recognition and understanding, thereby reducing perception/reaction time. Uniformity assists road users, law enforcement officers, and traffic courts by giving everyone the same interpretation. Uniformity assists public highway officials through efficiency in manufacture, installation, maintenance, and administration.<br /> <br /> The use of uniform traffic control devices also requires uniform and appropriate application.<br /> <br /> The applicability of the MUTCD to facilities open to public travel is independent of the type of ownership or jurisdiction (public or private) and the source of funding (Federal, State, local, or private).<br /> <br /> This Manual presumes the user of the MUTCD has sufficient working knowledge, professional training and experience, and education in the principles of traffic engineering. Other resources can be consulted to understand the basis for decisions that are made in which engineering study or judgment will be applied.<br /> <br /> =={{SpanID|911.1.2}}Traffic Control Devices – General Description (MUTCD Section 1A.02 )==<br /> <br /> '''Support. '''As defined in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]] of this Manual, traffic control devices include all signs, signals, markings, channelizing devices, or other devices that use colors, shapes, symbols, words, sounds, and/or tactile information for the primary purpose of communicating a regulatory, warning, or guidance message to road users on a street, highway, pedestrian facility, bikeway, pathway, or site roadway open to public travel. <br /> <br /> Infrastructure elements that restrict the road user’s travel paths or vehicle speeds, such as islands, curbs, speed humps, and other raised roadway surfaces, are not traffic control devices. Transverse or longitudinal rumble strips are also not traffic control devices. Operational devices associated with the application of traffic control strategies such as fencing, roadway lighting, barriers, and attenuators are shown in this Manual for context, but their design, application, and usage are not specified since they are not traffic control devices.<br /> <br /> Certain types of signs and other devices that do not have any traffic control purpose are sometimes placed within the highway right-of-way by or with the permission of the public agency or the official having jurisdiction over the street or highway. These signs and other devices are not considered to be traffic control devices and provisions regarding their design and use are not included in this Manual. Among these signs and other devices are the following:<br /> <br /> ::A. Devices whose purpose is to assist highway maintenance personnel, such as markers to guide snowplow operators, devices that identify culvert and drop inlet locations, and devices that precisely identify highway locations for maintenance or mowing purposes;<br /> <br /> ::B. Devices whose purpose is to assist fire or law enforcement personnel, such as markers that identify fire hydrant locations, signs that identify fire or water district boundaries, speed measurement pavement markings, small indicator lights to assist in enforcement of red light violations, and photo enforcement systems;<br /> <br /> ::C. Devices whose purpose is to assist utility company personnel and highway contractors, such as markers that identify underground utility locations;<br /> <br /> ::D. Signs posting local non-traffic ordinances; and<br /> <br /> ::E. Signs giving civic organization meeting information.<br /> <br /> =={{SpanID|911.1.3}}Target Road Users (MUTCD Section 1A.03)==<br /> <br /> '''Support. '''Traffic control devices can be targeted at operators of motor vehicles, including driving automation systems, and at vulnerable road users. <br /> <br /> Targeted operators of motor vehicles include motorists, public transportation operators, truck drivers, and motorcyclists. Targeted users also include vulnerable road users, who have little to no protection from crash forces. These users are defined in Title 23, U.S.C. 148(a). They include bicyclists and pedestrians, including persons with disabilities. Pedestrians with disabilities might be blind or vision-impaired, have mobility limitations, or other impairments. Protection of vulnerable users is a priority in this Manual as directed in Section 11135 of the Infrastructure Investment and Jobs Act. <br /> <br /> Operators of motor vehicles and vulnerable road users are both likely to be present on roadways where adjacent land use suggests that trips could be served by varied modes. Application of traffic control devices on these roadways requires careful consideration of measures to set and design for appropriate speeds; separation of various users in time and space; improvement of connectivity and access for pedestrians, bicyclists, and transit riders, including for people with disabilities; and implementation of safety countermeasures.<br /> <br /> =={{SpanID|911.1.4}}Use of the MUTCD (MUTCD Section 1A.04)==<br /> <br /> '''Support. '''Traffic control device principles in the MUTCD are developed for and used by individuals who are duly authorized and qualified to conduct traffic control device activities. <br /> <br /> '''Standard. '''Where the content of this Manual requires a decision for implementation, such decisions shall be made by an engineer, or an individual under the supervision of an engineer, who has the appropriate levels of experience and expertise to make the traffic control device decision. Those decisions shall be made using engineering judgment or engineering study, as required by the MUTCD provision.<br /> <br /> '''Support. '''[[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]] contains definitions of “engineering study” and “engineering judgment.”<br /> <br /> '''Guidance. '''In making traffic control device decisions, individuals should consider the impacts of the decision on the following: safety and operational efficiency (mobility) of all road users at that location, the effective use of agency resources, cost-effectiveness, and enforcement and education aspects of traffic control devices.<br /> <br /> '''Support. '''Throughout this Manual the headings Standard, Guidance, Option, and Support, the meanings of which are defined in [[:Category:911_General_(MUTCD_Part_1) #911.3.1|Section 1C.01]], are used to classify the nature of the text that follows. Figures and tables, including the notes contained therein, supplement the text and might constitute a Standard, Guidance, Option, or Support. The user needs to refer to the appropriate text to classify the nature of the figure, table, or note contained therein.<br /> <br /> '''Guidance. '''Except when a specific numeral is required or recommended by the text of a Section of this Manual, numerals displayed on the images of devices in the figures that specify quantities such as times, distances, speed limits, and weights should be regarded as examples only. When installing any of these devices, the numerals should be appropriately altered to fit the specific situation. <br /> <br /> Similarly, destination names, route numbers, and State route shields that are displayed on the images of devices in the figures should be regarded as examples only. When installing any of these devices, the destination names, route numbers, and State route shields should be appropriately altered to fit the specific situation.<br /> <br /> '''Support. '''The information contained in the following paragraphs will be useful when reference is being made to a specific portion of text in this Manual.<br /> <br /> There are nine Parts in this Manual and each Part includes one or more Chapters. Each Chapter includes one or more Sections. Parts are identified by a single-digit numerical identification, such as “Part 2 – Signs.” Chapters are identified by the Part number and a letter, such as “Chapter 2B – Regulatory Signs.” Sections are identified by the Chapter number and letter followed by a decimal point and a 2-digit number, such as “Section 2B.03 – Size of Regulatory Signs.” In some Chapters, the Sections are grouped together by subject into unnumbered sub-chapters with a heading, such as “Signing for Right-of-Way at Intersections” (for Sections 2B.06 through 2B.20). <br /> <br /> Each Section includes one or more paragraphs. The paragraphs are indented and are identified by a number. Paragraphs are counted from the beginning of each Section without regard to the intervening text headings (Standard, Guidance, Option, or Support) or any intervening text in embedded Figures or Tables. Some paragraphs have lettered or numbered items. As an example of how to cite this Manual, the phrase “[n]ot less than 40 feet beyond the stop line” that appears in Section 4D.08 of this Manual would be referenced in writing as “Section 4D.08, Par.1, A.1,” and would be verbally referenced as “Item A.1 of Paragraph 1 of Section 4D.08.”<br /> <br /> =={{SpanID|911.1.5}}Relation to Other Publications (MUTCD Section 1A.05)==<br /> <br /> '''Standard. '''To the extent that they are incorporated by specific reference, the latest editions of the following publications shall be a part of this Manual: “Standard Highway Signs” publication (FHWA), and “Color Specifications for Retroreflective Sign and Pavement Marking Materials” (appendix to Subpart F of Part 655 of Title 23 of the Code of Federal Regulations).<br /> <br /> '''Support. '''The “Standard Highway Signs” publication includes standard alphabets and symbols and arrows for signs and pavement markings. <br /> <br /> The MUTCD is not a roadway design manual, and engineers seeking guidance on design should refer to appropriate roadway design guides recognized by the Federal Highway Administration as needed for the design application.<br /> <br /> Other publications are referenced in this Manual as useful resources, but they are not regulatory in nature and are not independently legally enforceable.<br /> <br /> =={{SpanID|911.1.6}}Uniform Vehicle Code – Rules of the Road (MUTCD Section 1A.06)==<br /> <br /> '''Support. '''The “Uniform Vehicle Code” (UVC) is one of the publications referenced in the MUTCD. The UVC contains a model set of motor vehicle codes and traffic laws for use throughout the United States, the intent of which is to promote national uniformity in these laws. The Rules of the Road contained in the UVC are intended to be recommendations for States to adopt in their State statutes and are not independently legally enforceable. <br /> <br /> '''Guidance. '''The actions required of road users to obey regulatory devices should be specified by State statute, or in cases not covered by State statute, in local ordinances or resolutions. Such statutes, ordinances, and resolutions should be consistent with the “Uniform Vehicle Code.”<br /> <br /> =={{SpanID|911.2.1}}National Standard (MUTCD Section 1B.01)==<br /> <br /> '''Standard.''' The Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD) is incorporated by reference in 23 Code of Federal Regulations (CFR), Part 655, Subpart F and shall be recognized as the national standard for all traffic control devices installed on any street, highway, bikeway, or site roadway open to public travel (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]]) in accordance with 23 U.S.C. 109(d) and 402(a). <br /> <br /> In accordance with 23 CFR 655.603(a), the MUTCD shall apply to all of the following types of facilities:<br /> ::A. Any street, roadway, or bikeway open to public travel, either publicly or privately-owned.<br /> ::B. Streets and roadways on sites that are off the public right-of-way that are open to public travel without full-time access restrictions. Examples include roadways within shopping centers, office parks, airports, sports arenas, other similar business and/or recreation facilities, governmental office complexes, schools, universities, recreational parks, and other similar publicly-owned complexes and/or recreation facilities. The above-described examples of streets and roadways are referred to in this Manual as site roadways open to public travel;<br /> ::C. Publicly-owned toll roads, including those under the jurisdiction of a public agency, public authority, or public-private partnership;<br /> ::D. Privately-owned toll roads where the public is allowed to travel without access restriction. This includes gated toll roads or roadways where the general public is able to pay to access the facility; and<br /> ::E. Grade crossings of publicly-owned roadways with railroads or light rail transit. <br /> <br /> The MUTCD shall not apply to the following types of facilities:<br /> ::A. Roadways within private gated properties where access to the general public is restricted at all times;<br /> ::B. Grade crossings of privately-owned roadways with railroads; and<br /> ::C. Parking areas, including the driving aisles within those parking areas, that are either publicly or privately-owned.<br /> <br /> '''Support. '''The policies and procedures of the Federal Highway Administration (FHWA) to obtain basic uniformity of traffic control devices are as described in 23 CFR 655, Subpart F. <br /> <br /> Section 15-116 of the UVC (see [[:Category:911_General_(MUTCD_Part_1) #911.1.6|Section 1A.06]]) states, “No person shall install or maintain in any area of private property used by the public any sign, signal, marking, or other device intended to regulate, warn, or guide traffic unless it conforms with the State manual and specifications adopted under Section 15-104.” Adoption by agencies of such a provision through statute or ordinance can help maintain the integrity of official traffic control devices and provide continuity of uniformity at locations that are not subject to the provisions of this Manual.<br /> <br /> =={{SpanID|911.2.2}}State Adoption and Conformance (MUTCD Section 1B.02)==<br /> <br /> '''Support. '''All States have officially adopted the National MUTCD either in its entirety, with supplemental provisions, or as a separate published document. The National MUTCD has also been adopted by the National Park Service, the U.S. Forest Service, the U.S. Military Command, the Bureau of Indian Affairs, the Bureau of Land Management, and the U.S. Fish and Wildlife Service. <br /> <br /> '''Standard. '''States or other Federal agencies that have their own MUTCDs or Supplements shall revise these MUTCDs or Supplements to be in substantial conformance with changes to the National MUTCD within 2 years of the effective date of the Final Rule for the changes [23 CFR 655.603(b)(3)]. Substantial conformance of such State or other Federal agency MUTCDs or Supplements shall be as defined in 23 CFR 655.603(b)(1). <br /> <br /> For the purposes of the above paragraph, policies, directives, specifications, standard drawings, or similar documents that are issued by an agency and that change or modify Standard, Guidance, or Option provisions in this Manual shall be considered as supplements to the MUTCD and shall also be revised to be in substantial conformance with the National MUTCD. <br /> <br /> =={{SpanID|911.2.3}}Compliance of Devices (MUTCD Section 1B.03)==<br /> <br /> '''Standard. '''The U.S. Secretary of Transportation, under authority granted by the Highway Safety Act of 1966, decreed that traffic control devices on all streets and highways open to public travel in accordance with 23 U.S.C. 109(d) and 402(a) in each State shall be in substantial conformance with the Standards issued or endorsed by the FHWA. <br /> <br /> '''Support. '''23 CFR 655.603 also requires traffic control devices on all streets, highways, bikeways, and site roadways open to public travel in each State be in substantial conformance with standards issued or endorsed by the Federal Highway Administrator.<br /> <br /> '''Standard. '''After the effective date of a new edition of the MUTCD or a revision thereto, or after the adoption thereof by the State, whichever occurs later, new or reconstructed devices installed shall comply with the new edition or revision, as required by 23 CFR 655.603. <br /> <br /> In cases involving Federal-aid projects for new construction, reconstruction, resurfacing, restoration, or rehabilitation of a facility to which this Manual applies, the traffic control devices installed (temporary or permanent) shall comply with the most recent edition of the National MUTCD before that highway is opened or re-opened to the public for unrestricted travel [23 CFR 655.603(d)(2) and (d)(3)]. <br /> <br /> Unless a particular device is no longer serviceable (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]]), non-compliant devices on existing highways and bikeways shall be brought into compliance with the current edition of the National MUTCD as part of the systematic upgrading of substandard traffic control devices (and installation of new required traffic control devices) required pursuant to the Highway Safety Program, 23 U.S.C. §402(a). <br /> <br /> '''Support. '''The FHWA has the authority to establish other target compliance dates for implementation of particular changes to the MUTCD [23 CFR 655.603(d)(1)]. <br /> <br /> '''Standard. '''The target compliance dates established by the FHWA shall be as shown in Table 1B-1. <br /> <br /> Design, application, and placement of traffic control devices other than those adopted in this Manual shall be prohibited unless the provisions of [[:Category:911_General_(MUTCD_Part_1) #911.2.4|Section 1B.04]] through [[:Category:911_General_(MUTCD_Part_1) #911.2.8|Section 1B.08]] are followed regarding official interpretations, experiments, changes to the MUTCD, and interim approvals granted by the FHWA. <br /> <br /> '''Support. '''Many of the provisions in this Manual that are explicitly prohibitive have been included to address practices that have been shown to be ineffective, unsafe, or inconsistent with uniformity. A provision of mandatory or recommended practice represents the accepted and established practice that promotes uniformity and consistency. The absence of a provision in this Manual that explicitly prohibits a particular practice, use, design, application, operation, or other aspect of a traffic control device does not, in itself, constitute acceptability or permission to use the device in a manner not provided for in this Manual. <br /> <br /> {| class=&quot;wikitable&quot;<br /> |+Table 1B-1. Target Compliance Dates Established by the FHWA<br /> !MUTCD Section(s) !! Subject Area !! Specific Provision !! Compliance Date<br /> |-<br /> | 2B.64 || Weight Limit Signs || Paragraph 14 - requirement for additional Weight Limit sign with the advisory distance or directional legend in advance of applicable section of highway or structure || 5 years from the effective date of this edition of the MUTCD<br /> |-<br /> | 2C.25 || Low Clearance Signs (W12-2) || Paragraph 1 - Required posting of the Low Clearance Advance (W12-2) sign in advance of the structure || 5 years from the effective date of this edition of the MUTCD<br /> |-<br /> |2C.25 || Low Clearance Signs (W12-2a, W12-2b) || Paragraph 8 - Recommended posting of Low Clearance Overhead (W12-2a or 12-2b) signs on an arch or other structure under which the clearance varies greatly || 5 years from the effective date of this edition of the MUTCD<br /> |-<br /> | 3A.05 || Maintaining Minimum Retroreflectivity || Implementation and continued use of a method that is designed to maintain retroreflectivity of longitudinal pavement markings (see Paragraph 1 of Section 3A.05) || September 6, 2026<br /> |-<br /> | 8B.16 || High-Profile Grade Crossings || Paragraphs 3 and 7 - Recommended installation of Low Ground Clearance and/or Vehicle Exclusion signs and detour signs for vehicles with low ground clearances that might hang up on high-profile grade crossings at locations with a known history || 5 years from the effective date of this edition of the MUTCD<br /> |-<br /> | 8D.09 through 8D.12 || Highway Traffic Signals at or Near Grade Crossings || Assessment and determination of appropriate treatment to achieve compliance (preemption, movement prohibition, pre-signals, queue cutter signals) || 10 years from the effective date of this edition of the MUTCD<br /> |}<br /> <br /> '''Guidance. '''Agencies should contact the FHWA when considering employing a practice or application that is not explicitly addressed in this Manual to ensure continued compliance with the provisions in this Manual. <br /> <br /> '''Support. '''The FHWA reviews and interprets the provisions in this Manual for agencies on an as-needed basis, which can lead to the issuance of official interpretations (see [[:Category:911_General_(MUTCD_Part_1) #911.2.4|Section 1B.04]]), or interim approvals (see [[:Category:911_General_(MUTCD_Part_1) #911.2.7|Section 1B.07]]).<br /> <br /> '''Standard. '''A non-compliant traffic control device that is being replaced or refurbished because it is damaged, missing, or no longer serviceable (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]]) for any reason shall be replaced with a compliant device, except as provided for in the paragraph below.<br /> <br /> '''Option. '''A non-compliant traffic control device may be replaced in kind when engineering judgment indicates it is more appropriate because:<br /> <br /> ::A. One compliant device in the midst of a series of adjacent non-compliant devices would be confusing to road users, and/or<br /> <br /> ::B. The schedule for replacement of the whole series of non-compliant devices will result in achieving timely compliance with the MUTCD.<br /> <br /> =={{SpanID|911.2.4}}Interpretations (MUTCD Section 1B.04)==<br /> <br /> '''Support. '''The FHWA issues authoritative interpretations of this Manual when necessary to provide clarity in response to unique situations for device application or general requests for clarification of a provision. <br /> <br /> An interpretation includes a consideration of the application and operation of standard traffic control devices, the official meanings of standard traffic control devices, or the variations from standard device designs and design requirements.<br /> <br /> '''Guidance. '''Requests for an interpretation of this Manual should contain the following information:<br /> <br /> ::A. A concise statement of the interpretation being sought;<br /> <br /> ::B. A description of the condition that provoked the need for an interpretation;<br /> <br /> ::C. Any illustration that would be helpful to understand the request; and<br /> <br /> ::D. Any supporting research data that is pertinent to the item to be interpreted.<br /> <br /> '''Support. '''[[:Category:911_General_(MUTCD_Part_1) #911.2.8|Section 1B.08]] contains information on submitting a request for interpretation.<br /> <br /> =={{SpanID|911.2.5}}Experimentation (MUTCD Section 1B.05)==<br /> <br /> '''Support. '''Requests for experimentation (see [[:Category:911_General_(MUTCD_Part_1) #911.2.8|Section 1B.08]]) include consideration of field deployment for the purpose of testing or evaluating a new traffic control device, its application or manner of use, or a provision not specifically described in this Manual. <br /> <br /> '''Standard. '''A traffic control device or application that does not comply with the provisions of this Manual shall not be used on any street, highway, bikeway, or site roadway open to public travel (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]]) without first receiving official approval to experiment from the FHWA’s Office of Transportation Operations.<br /> <br /> '''Support. '''A request for permission to experiment (see [[:Category:911_General_(MUTCD_Part_1) #911.2.8|Section 1B.08]]) will be considered only when submitted by the public agency or toll facility authority responsible for the operation of the road or street on which the experiment is to take place. For a site roadway open to public travel, the request will be considered only if it is submitted by the private owner or official having jurisdiction.<br /> <br /> A request for experimentation with a novel device or application across multiple jurisdictions as a single experiment with a common hypothesis, evaluation plan, and evaluation team will be considered when submitted jointly by all the authorities responsible for operation of the roads or streets on which the experiment is to take place. Similarly, a request to add experimental sites to an experimentation approved for another jurisdiction will be considered when submitted jointly by the all the authorities for operation of the roads or streets on which the experiment is then to take place.<br /> <br /> Manufacturers or inventors of novel devices are encouraged to engage the services of a qualified traffic engineer or other professional who is versed in traffic control devices. Early engagement during the concept and development processes will help ensure the efficacy of the device with regard to human factors, operational, safety, and other considerations prior to an agency requesting experimentation.<br /> <br /> In some cases, an off-roadway closed-course or laboratory study might be required before a request for experimentation can be considered. The purpose of such a study is to determine whether testing the experimental device or application in an open-road setting could result in an undue safety risk.<br /> <br /> '''Guidance. '''Before requesting permission to experiment with a new device or application, an owner of a site roadway open to public travel should first check for any laws, regulations, and/or directives covering the application of the MUTCD that might apply. <br /> <br /> '''Option. '''An agency may request a preliminary assessment of the viability of a potential request for experimentation by submitting an abstract that briefly describes the experimental concept. <br /> <br /> '''Support. '''A diagram indicating the process for requesting and conducting experimentations with traffic control devices is shown in [[#fig1b1|Figure 1B-1]].<br /> <br /> {{SpanID|fig1b1}}<br /> [[File:Figure 1B-1. Process for Requesting and Conducting Experimentations for New Traffic Control Devices.jpg|thumb|center|alt=A flowchart depicting the process for requesting and conducting experimentations with traffic control devices.|700px|'''Figure 1B-1.''' Process for Requesting and Conducting Experimentations for New Traffic Control Devices]]<br /> <br /> <br /> '''Standard. '''The request for permission to experiment shall contain the following:<br /> <br /> ::A. A statement indicating the nature of the problem and a hypothesis establishing the premise of the experiment.<br /> <br /> ::B. A description of the proposed change to the traffic control device or application of the traffic control device, including the manner in which it deviates from the provisions of this Manual, and how it is expected to be an improvement over existing provisions.<br /> <br /> ::C. Illustrations that would help to explain the traffic control device or use of the traffic control device.<br /> <br /> ::D. Any supporting data explaining how the traffic control device was developed, including if it has been tested, in what ways it was found to be adequate or inadequate, and how this choice of device or application was derived.<br /> <br /> ::E. Comparison of the proposed device to other compliant devices or treatments, either individually or in combination, that address the same condition, if applicable.<br /> <br /> ::F. A legally-binding statement that the experimental device or application is in the public domain, in accordance with the following paragraphs of this Section.<br /> <br /> ::G. The time period and location(s) of the experiment.<br /> <br /> ::H. Control sites for comparison purposes or justification for not using control sites.<br /> <br /> ::I. A detailed research and evaluation plan that provides for close monitoring of the experimentation, throughout all stages of its field implementation. The evaluation plan shall include an appropriate evaluation methodology, such as before and after analysis, or other appropriate methodology as well as quantitative data describing the performance of the experimental device.<br /> <br /> ::J. An agreement to provide semi-annual progress reports for the duration of the experimentation, in accordance with the schedule provided in Paragraph 12 of this Section, and an agreement to provide a report of the final results of the experimentation to the FHWA’s Office of Transportation Operations within 3 months following completion of the experimentation (see following paragraphs). The FHWA’s Office of Transportation Operations shall have the right to terminate approval of an agency’s experiment if reports are not received in accordance with this schedule.<br /> <br /> ::K. An agreement to restore the site of the experiment to a condition that complies with the provisions of this Manual within 3 months following the end of the time period of the experiment. This agreement shall also provide that the agency sponsoring the experimentation will terminate the experimentation at any time that it determines that safety concerns are directly or indirectly attributable to the experimentation and the agency shall provide timely notification to the FHWA’s Office of Transportation Operations. The FHWA’s Office of Transportation Operations shall have the right to terminate approval of the experimentation at any time if there is an indication of safety or operational concerns, or if the terms of the approval are not being adhered to. If, as a result of the experimentation, a request is made that this Manual be changed to include the device or application being experimented with, the FHWA’s Office of Transportation Operations will determine whether the device or application can be permitted to remain in place until an official rulemaking action has occurred.<br /> <br /> Where an item in the above paragraph is determined to not be applicable to the type of experiment, device, or application, the request shall provide sufficient explanation.<br /> <br /> The required semi-annual progress reports shall be submitted throughout the course of an approved experiment in accordance with the following schedule:<br /> <br /> ::A. No later than August 1st for the preceding period of January through June; and<br /> <br /> ::B. No later than February 1st for the preceding period of July through December.<br /> <br /> The experimenting agency shall submit a semi-annual progress report for any approved experiment even if no work was performed during the previous reporting period. Failure to submit two consecutive progress reports shall result in termination of the experiment and shall constitute rescission of the FHWA’s approval to the experimenting agency, requiring restoration of the site(s) to a condition that complies with the provisions of this Manual within 3 months.<br /> <br /> The experimenting agency shall submit a final report within 3 months of the conclusion of an approved experiment. If a final report is not received by the FHWA’s Office of Transportation Operations, and the experimenting agency fails to notify the FHWA of any mitigating circumstances within 6 months of the end of the approved experimentation period, then the experiment shall be considered terminated and shall constitute rescission of the FHWA’s approval to the experimenting agency, requiring restoration of the site(s) to a condition that complies with the provisions of this Manual within 3 months. <br /> <br /> '''Support. '''Under certain circumstances the FHWA Office of Transportation Operations might allow an experimental device or device application that has been shown to be effective and without safety concerns to remain in use after the experiment has ended. This typically would occur if the device or application is actively being considered for interim approval under the provisions of [[:Category:911_General_(MUTCD_Part_1) #911.2.7|Section 1B.07]]. <br /> <br /> '''Standard. '''A request for experimentation that involves a new traffic control device or a new application of an existing traffic control device shall include from the agency conducting the experiment, the manufacturer and/or developer of the device, and the supplier of the device, a legally-binding statement certifying that the traffic control device is not protected by a patent, trademark, or copyright in accordance with [[:Category:911_General_(MUTCD_Part_1) #911.4.6|Section 1D.06]], and that the traffic control device is in the public domain and can be used freely in traffic control device design and application without infringement or claim of trade secret misappropriation. The legally-binding statement shall also state that the agency conducting the experiment, the manufacturer and/or developer of the device, and the supplier of the device are aware that if patent, trademark, or copyright protection is established in the future for the device or application, such action will result in its removal from the MUTCD, cancellation of its interim approval, or cancellation of the authorization for experimentation.<br /> <br /> '''Support. '''For the purpose of the Standard paragraph above, traffic control device refers to those aspects of a sign, signal, marking or other device which regulates, warns, or guides traffic. The limitation on patent, trademark, or copyright protection does not include the legal protection of individual elements of such devices. For example, manufacturing methods, assembly methods, or individual components of such devices can be protected, whereas the traffic control device cannot be subject to protection so long as it remains in this Manual. As a further example, an internal circuit board for an electronic traffic control device can be legally protected, but the electronic traffic control device itself or its operational function cannot be legally protected by any of the above forms of intellectual property rights.<br /> <br /> =={{SpanID|911.2.6}}Changes to the MUTCD (MUTCD Section 1B.06)==<br /> <br /> '''Support. '''Continuing advances in technology and approaches to traffic safety will produce changes in the highway, vehicle, and road-user proficiency; therefore, portions of the system of traffic control devices in this Manual will require updating. It is important to have a procedure for recognizing these developments and for introducing new ideas and modifications into the system. <br /> <br /> A change includes consideration of a new device to replace a present standard device, an additional device to be added to the list of standard devices, or a revision to a traffic control device application or placement criteria.<br /> <br /> '''Guidance. '''Requests for a change to this Manual (see [[:Category:911_General_(MUTCD_Part_1) #911.2.8|Section 1B.08]]) should contain the following information:<br /> <br /> ::A. A statement indicating what change is proposed;<br /> <br /> ::B. Any illustration that would be helpful to understand the request; and<br /> <br /> ::C. Any supporting research data that is pertinent to the item to be reviewed. <br /> <br /> '''Support. '''Requests for a change to this Manual will be evaluated to consider the potential safety and operational benefits of the requested change and be considered for inclusion in the future rulemaking to issue a new edition or revision of the Manual. A diagram indicating the process for incorporating new traffic control devices into this Manual is shown in Figure 1B-2.<br /> <br /> <br /> [[File:Figure 1B-2. Process for Incorporating New Traffic Control Devices into the MUTCD.jpg|thumb|center|alt=A diagram indicating the process for incorporating new traffic control devices into the MUTCD|900px|'''Figure 1B-2.''' Process for Incorporating New Traffic Control Devices into the MUTCD]]<br /> <br /> =={{SpanID|911.2.7}}Interim Approvals (MUTCD Section 1B.07)==<br /> <br /> '''Support. '''Interim approval allows for provisional use, pending official rulemaking, of a new traffic control device, a revision to the application or manner of use of an existing traffic control device, or a provision not specifically described in this Manual. <br /> <br /> The FHWA issues an interim approval by official memorandum signed by the Associate Administrator for Operations and posts this memorandum on the MUTCD Web site. <br /> <br /> Interim approval allows for the optional use of a traffic control device or application and does not create a new mandate or recommendation for its use. Interim approval includes conditions that jurisdictions, toll facility operators, or owners of site roadways open to public travel agree to comply with in order to use the traffic control device or application until an official rulemaking action has occurred.<br /> <br /> The issuance by FHWA of an interim approval might result in the traffic control device or application being proposed for adoption in the next scheduled rulemaking process to issue a new edition or revision of this Manual. If the device or application under interim approval is not proposed in the next rulemaking for a new edition or revision, then a statement of the status of the interim approval, whether it is to be rescinded or remain in effect, will be included in the Federal Register notice for the rulemaking.<br /> <br /> Interim approval is considered based on the results of experimentation, and/or results of analytical or laboratory studies with a traffic control device or application that analytically demonstrates a device effectively communicates its intended meaning. Interim approval considerations include an assessment of relative risks, benefits, costs, impacts, and other factors.<br /> <br /> [[:Category:911_General_(MUTCD_Part_1) #911.2.8|Section 1B.08]] contains information on submitting a request for interim approval.<br /> <br /> Interim approval is ordinarily considered only after published authoritative research and experimentation sufficiently demonstrate that the device or application provides a significant safety or operational improvement. Individual experiments by various jurisdictions, without a research report on the overall findings of the experimental device or application, will not ordinarily qualify for issuance of an interim approval. <br /> <br /> Interim approval ordinarily is not considered based solely on non-U.S. experience with a new traffic control device or application. Differences in regulations, enforcement and penalties, and driver licensing requirements, among other factors, can result in dissimilar road-user behavior. Additionally, due to variations in conventions for traffic control device design, a non-U.S. traffic control device concept might need to be adapted to U.S. criteria to ensure consistency with the provisions and principles of this Manual. However, documented non-U.S. experience can be considered in the development of requests for experimentation (see [[:Category:911_General_(MUTCD_Part_1) #911.2.5|Section 1B.05]]) and within the evaluation plan for traffic control device research. <br /> <br /> '''Standard. '''A jurisdiction, toll facility operator, or owner of a site roadway open to public travel that desires to use a traffic control device or application for which FHWA has issued an interim approval shall request and receive permission from FHWA in writing prior to applying the device or application.<br /> <br /> The request to place a traffic control device or application under an existing interim approval shall be made by Highway Safety and Traffic Division and shall contain the following:<br /> <br /> ::A. A description of where the device or application will be used, such as a list of specific locations or highway segments or types of situations, or a statement of the intent to use the device or application jurisdiction-wide;<br /> <br /> ::B. An agreement to abide by the specific conditions for use of the device or application as contained in the FHWA’s interim approval memorandum;<br /> <br /> ::C. An agreement to maintain and continually update a list of locations where the device or application has been installed; and<br /> <br /> ::D. An agreement to:<br /> <br /> ::#Restore the site(s) of the interim approval to a condition that complies with the provisions in this Manual within 3 months following the issuance of a Final Rule on this traffic control device or application; and<br /> ::#Terminate use of the device or application installed under the interim approval at any time that it determines that safety concerns are directly or indirectly attributable to the device or application. The FHWA’s Office of Transportation Operations shall have the right to terminate the interim approval at any time if there is an indication of safety, operational, or other concerns.<br /> <br /> '''Option. '''A State may submit a request for permission to use a device or application under an existing interim approval for all jurisdictions in that State, as long as the request contains the information required in the above paragraph.<br /> <br /> '''Standard. '''A jurisdiction, toll facility operator, or owner of a site roadway open to public travel that elects to use a device or application under a statewide interim approval shall inform the State of its use of the device or application. <br /> <br /> Under a statewide interim approval, the respective jurisdictions, toll facility operators, and owners of site roadways open to public travel shall maintain and continually update a record of all locations on their roads where the device or application is implemented (see Item C of the paragraph above) and shall furnish this information to the State.<br /> <br /> =={{SpanID|911.2.8}}Requesting Official Interpretations, Experiments, Changes to the MUTCD, or Interim Approvals (MUTCD Section 1B.08)==<br /> <br /> '''Guidance. '''A local jurisdiction, toll facility operator, or owner of a site roadway open to public travel that is requesting permission to experiment or permission to use a device or application under an existing interim approval should first check for any State laws, regulations, and/or directives covering the application of the MUTCD provisions that might apply.<br /> <br /> '''Standard. '''Except as provided in the Option paragraph below, requests for an interpretation, permission to experiment, a change to the MUTCD, granting of an interim approval, or permission to use an existing interim approval shall be submitted electronically to the Federal Highway Administration (FHWA), Office of Transportation Operations, MUTCD team, at the following e-mail address: MUTCDofficialrequest@dot.gov.<br /> <br /> All requests shall be submitted to FHWA by the Highway Safety and Traffic Division.<br /> <br /> '''Option. '''If electronic submittal is not possible, requests for an interpretation, permission to experiment, a change to the MUTCD, granting of an interim approval, or permission to use an existing interim approval may instead be mailed to the Office of Transportation Operations, HOTO-1, Federal Highway Administration, 1200 New Jersey Avenue, SE, Washington, DC 20590.<br /> <br /> '''Support. '''Communications regarding other MUTCD matters that are not related to official requests will receive quicker attention if they are submitted electronically to the MUTCD Team Leader or to the appropriate individual MUTCD technical lead team member. Their e-mail addresses are available through the links contained on the “MUTCD Team” page on the MUTCD Web site at http://mutcd.fhwa.dot.gov/team.htm.<br /> <br /> For additional information concerning interpretations, experimentation, changes, or interim approvals, visit the MUTCD Web site at http://mutcd.fhwa.dot.gov.<br /> <br /> =={{SpanID|911.3.1}}Definitions of Headings Used in this Manual (MUTCD Section 1C.01)==<br /> '''Standard. '''When used in this Manual, the text headings of Standard, Guidance, Option, and Support shall be defined as follows:<br /> ::A. Standard—a statement of required, mandatory, or specifically prohibitive practice regarding a traffic control device. In limited, location-specific cases, the results of a documented engineering study (see [[:Category:911_General_(MUTCD_Part_1) #911.4.3|Section 1D.03]]) might indicate a deviation from one or more requirements of a Standard provision to be appropriate. All Standard statements are labeled, and the text appears in bold type. The verb “shall” is typically used. The verbs “should” and “may” are not used in Standard statements. Standard statements are sometimes modified by Option statements.<br /> ::B. Guidance—a statement of recommended practice in typical situations, with deviations allowed if engineering judgment or engineering study (see [[:Category:911_General_(MUTCD_Part_1) #911.4.3|Section 1D.03]]) indicates the deviation to be appropriate. All Guidance statements are labeled, and the text appears in unbold italic type. The verb “should” is typically used. The verbs “shall” and “may” are not used in Guidance statements. Guidance statements are sometimes modified by Option statements.<br /> ::C. Option—a statement of practice that is a permissive condition and carries no requirement or recommendation. Option statements sometimes contain allowable modifications to a Standard or Guidance statement. All Option statements are labeled, and the text appears in unbold type. The verb “may” is typically used. The verbs “shall” and “should” are not used in Option statements.<br /> ::D. Support—an informational statement that does not convey any degree of mandate, recommendation, authorization, prohibition, or enforceable condition. Support statements are labeled, and the text appears in unbold type. The verbs “shall,” “should,” and “may” are not used in Support statements.<br /> <br /> =={{SpanID|911.3.2}}Definitions of Words and Phrases Used in this Manual (MUTCD Section 1C.02)==<br /> '''Standard. '''Unless otherwise defined in this Section, or in other Parts of this Manual, words or phrases shall have the meaning(s) as defined in the “Uniform Vehicle Code,” “AASHTO Transportation Glossary (Highway Definitions),” or other appropriate publications. <br /> Where a term that is defined in this Section or elsewhere in this Manual has a different definition in another resource or in common use, the definition herein shall govern for purposes of the applicability of the provisions of this Manual.<br /> The following words and phrases, when used in this Manual, shall have the following meanings:<br /> # Accessible Pedestrian Signal—a device that communicates information about pedestrian signal timing in a non-visual format such as audible tones and/or speech messages and vibrating surfaces.<br /> # Accessible Pedestrian Signal Detector—a device designated to assist the pedestrian who has vision or physical disabilities in activating the pedestrian phase.<br /> # Active Grade Crossing—a grade crossing equipped with automatic traffic control devices, such as flashing-light signals, gates, and/or traffic control signals, that are activated upon the detection of approaching rail traffic.<br /> # Actuated—a type of traffic control signal operation in which some or all signal phases are operated on the basis of actuation.<br /> # Actuation—initiation of, a change in, or an extension of a traffic signal phase or a sign legend through the operation of any type of detector.<br /> # Advance Preemption—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 railroad or light rail transit warning devices.<br /> # Advance Preemption Time—the period of time that is the difference between the required maximum highway traffic signal preemption time and the activation of the railroad or light rail transit warning devices.<br /> # Advisory Speed—a recommended speed for all vehicles operating on a section of highway and based on the highway design, operating characteristics, and conditions.<br /> # Agency—an organization with the responsibility for providing, maintaining, and/or operating a public or private road system.<br /> # Alley—a street or highway intended to provide access to the rear or side of lots or buildings in urban areas and not intended for the purpose of through vehicular traffic.<br /> # Annual Average Daily Traffic (AADT)—the total volume of traffic passing a point or segment of a highway facility in both directions for one year divided by the number of days in the year. Normally, periodic daily traffic volumes are adjusted for hours of the day counted, days of the week, and seasons of the year to arrive at annual average daily traffic.<br /> # Application—in regard to a traffic control device, the act of deciding to use a device, generally or at a particular location for a particular condition.<br /> # Approach—all lanes of traffic moving toward an intersection or a midblock location from one direction, including any adjacent parking lane(s).<br /> # Arterial Highway (Street)—a general term denoting a highway primarily used by through traffic, usually on a continuous route or a highway designated as part of an arterial system.<br /> # Automated Vehicle—see Driving Automation System. <br /> # Automatic Lane—see Exact Change Lane within the definition of Toll Collection.<br /> # Average Daily Traffic (ADT)—the average 24 hour volume, being the total volume during a stated period divided by the number of days in that period. Normally, this would be periodic daily traffic volumes over several days, not adjusted for days of the week or seasons of the year.<br /> # Average Day—a day representing traffic volumes normally and repeatedly found at a location, typically a weekday when volumes are influenced by employment or a weekend day when volumes are influenced by entertainment or recreation.<br /> # Backplate—see Signal Backplate.<br /> # Barrier-Separated Lane—a preferential lane or other special purpose lane that is separated from the adjacent general-purpose lane(s) by a physical barrier.<br /> # Beacon—a highway traffic signal with one or more signal indications that operates in a flashing mode. Types of beacons include:&lt;ol type=&quot;a&quot;&gt;&lt;li&gt; Emergency-Vehicle Hybrid Beacon—a special type of beacon (see Hybrid Beacon).&lt;/li&gt;&lt;li&gt; Intersection Control Beacon—a beacon used only at an intersection to control two or more directions of travel.&lt;/li&gt;&lt;li&gt; Pedestrian Hybrid Beacon—a special type of beacon (see Hybrid Beacon).&lt;/li&gt;&lt;li&gt; Rectangular Rapid-Flashing Beacon (RRFB)–-a pedestrian-activated and/or bicycle-activated device comprising two horizontally arranged, rapidly flashed, rectangular-shaped yellow indications that is used to provide supplemental emphasis for a pedestrian, school, or trail crossing warning sign at a marked crosswalk across an uncontrolled approach.&lt;/li&gt;&lt;li&gt; Speed Limit Sign Beacon—a beacon used only to supplement a SPEED LIMIT sign.&lt;/li&gt;&lt;li&gt; Stop Beacon—a beacon used only to supplement a STOP sign, a DO NOT ENTER sign, or a WRONG WAY sign.&lt;/li&gt;&lt;li&gt; Warning Beacon—a beacon used only to supplement an appropriate warning or regulatory sign or marker.&lt;/li&gt;&lt;/ol&gt;<br /> # Bicycle—a pedal-powered vehicle upon which the human operator sits.<br /> # Bicycle Box—a designated area on the approach to a signalized intersection, between an advance motorist stop line and the crosswalk or intersection, intended to provide bicyclists a visible place to wait in front of stopped motorists during the red signal phase.<br /> # Bicycle Facilities—a general term denoting improvements and provisions that accommodate or encourage bicycling, including parking and storage facilities, and shared roadways not specifically defined for bicycle use.<br /> # Bicycle Lane—a portion of a roadway that has been designated for preferential or exclusive use by bicyclists. A typical bicycle lane is delineated from the adjacent general-purpose lane(s) by longitudinal pavement markings and bicycle lane symbol or word markings and, if used, signs. Other types of bicycle lanes include:&lt;ol type=&quot;a&quot;&gt;&lt;li&gt; Buffer-Separated Bicycle Lane—a bicycle lane that is separated from the adjacent general-purpose lane(s) by a pattern of standard longitudinal pavement markings that is wider than a normal or wide lane line marking.&lt;/li&gt;&lt;li&gt; Counter-Flow Bicycle Lane—a one-directional bicycle lane that provides a lawful path of travel for bicycles in the opposite direction from general traffic on a roadway that allows general traffic to travel in only one direction. Counter-flow bicycle lanes are designated by the traffic control devices used for other bicycle lanes.&lt;/li&gt;&lt;li&gt; Separated Bicycle Lane—an exclusive facility for bicyclists that is located within or directly adjacent to the roadway and that is physically separated from motor vehicle traffic with a vertical element. Separated bicycle lanes are differentiated from other bicycle lanes by a vertical element.&lt;/li&gt;&lt;/ol&gt;<br /> # Bicycle Signal Face–-a signal face that displays only bicycle symbol signal indications, that exclusively controls a bicycle movement from a designated bicycle lane or from a separate facility such as a shared-use path, and that displays signal indications that are applicable only to the bicycle movement.<br /> # Bicycle Symbol Signal Indication–-a red, yellow, or green signal indication that displays a bicycle symbol rather than a circular or arrow indication.<br /> # Bikeway—a generic term for any road, street, path, or way that in some manner is specifically designated for bicycle travel, regardless of whether such facilities are designated for the exclusive use of bicycles or are to be shared with other transportation modes.<br /> # Blank-Out Sign—a sign that displays a single predetermined message only when activated. When not activated, the sign legend is not visible.<br /> # Buffer-Separated Lane—a preferential lane or other special purpose lane that is separated from the adjacent general-purpose lane(s) by a pattern of standard longitudinal pavement markings that is wider than a normal or wide lane line marking. The buffer area might include rumble strips, textured pavement, or channelizing devices such as tubular markers or traversable curbs, but does not include a physical barrier.<br /> # Business Identification Sign Panel—a panel containing a word legend or logo used to identify a business on a Specific Service sign.<br /> # Busway—a traveled way that is used exclusively by buses. <br /> # Cantilevered Signal Structure—a structure, also referred to as a mast arm, that is rigidly attached to a vertical pole and is used to provide overhead support of highway traffic signal faces or grade crossing signal units.<br /> # Center Line Markings—the yellow pavement marking line(s) that delineates the separation of traffic lanes that have opposite directions of travel on a roadway. These markings need not be at the geometrical center of the pavement.<br /> # Changeable Message Sign—a sign that is capable of displaying more than one message (one of which might be a “blank” display), changeable manually, by remote control, or by automatic control. Electronic-display changeable message signs are referred to as Dynamic Message Signs in the National Intelligent Transportation Systems (ITS) Architecture and are referred to as Variable Message Signs in the National Electrical Manufacturers Association (NEMA) standards publication.<br /> # Channelizing Line—a solid wide or double white line marking used to form islands where traffic in the same direction of travel is permitted on both sides of the island.<br /> # Circular Intersection—an intersection that has an island, generally circular in design, located in the center of the intersection where traffic passes to the right of the island. Circular intersections include roundabouts, rotaries, and traffic circles.<br /> # Circulatory Roadway—the roadway within a circular intersection on which traffic travels in a counterclockwise direction around an island in the center of the circular intersection.<br /> # Clear Storage Distance—when used in [[:Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8) #913|EPG 913]], the distance available for vehicle storage measured between 6 feet from the rail nearest the intersection to the intersection stop line or the normal stopping point on the highway. At skewed grade crossings and intersections, the 6-foot distance shall be measured perpendicular to the nearest rail either along the center line or edge line of the highway, as appropriate, to obtain the shorter distance. Where exit gates are used, the distance available for vehicle storage is measured from the point where the rear of the vehicle would be clear of the exit gate arm. In cases where the exit gate arm is parallel to the track(s) and is not perpendicular to the highway, the distance is measured either along the center line or edge line of the highway, as appropriate, to obtain the shorter distance.<br /> # Clear Zone—the total roadside border area, starting at the edge of the traveled way, that is available for an errant driver to stop or regain control of a vehicle. This area might consist of a shoulder, a recoverable slope, and/or a non-recoverable, traversable slope with a clear run-out area at its toe.<br /> # Collector Highway—a term denoting a highway that in rural areas connects small towns and local highways to arterial highways, and in urban areas provides land access and traffic circulation within residential, commercial, and business areas and connects local highways to the arterial highways.<br /> # Conflict Monitor—a device used to detect and respond to improper or conflicting signal indications and improper operating voltages in a traffic controller assembly.<br /> # Constant Warning Time Detection—a means of detecting rail traffic that provides relatively uniform warning time for the approach of through rail traffic that is not accelerating or decelerating after being detected.<br /> # Contiguous Lane—a lane, preferential or otherwise, that is separated from the adjacent lane(s) only by a normal or wide lane line marking.<br /> # Controller Assembly—a complete electrical device mounted in a cabinet for controlling the operation of a highway traffic signal.<br /> # Controller Unit—that part of a controller assembly that is devoted to the selection and timing of the display of signal indications.<br /> # Conventional Road—a street or highway other than an expressway or freeway.<br /> # Counter-Flow Lane—a lane operating in a direction opposite to the normal flow of traffic designated for peak direction of travel during at least a portion of the day. Counter-flow lanes are usually separated from the off-peak direction lanes by tubular markers or other flexible channelizing devices, temporary lane separators, or movable or permanent barrier.<br /> # Crashworthy—the ability of a roadside safety hardware device or appurtenance to minimize risks to vehicle occupants by allowing a vehicle impacting the appurtenance to be slowed before stopping, redirected, or to continue without significant resistance. [[:Category:911_General_(MUTCD_Part_1) #911.4.11|Section 1D.11]] contains additional information about crashworthiness.<br /> # Crosswalk—(a) that part of a roadway at an intersection included within the connections of the lateral lines of the sidewalks on opposite sides of the highway measured from the curbs or in the absence of curbs, from the edges of the traversable roadway, and in the absence of a sidewalk on one side of the roadway, the part of a roadway included within the extension of the lateral lines of the sidewalk at right angles to the center line; (b) any portion of a roadway at an intersection or elsewhere distinctly indicated as a pedestrian crossing by pavement marking lines on the surface, which might be supplemented by contrasting pavement texture, style, or color.<br /> # Crosswalk Lines—white pavement marking lines that identify a crosswalk.<br /> # Cycle Length—the time required for one complete sequence of signal indications.<br /> # Dark Mode—the lack of all signal indications at a signalized location. The dark mode is most commonly associated with power failures, ramp meters, hybrid beacons, beacons, and some movable bridge signals.<br /> # Dedicated Lane—a lane on a freeway or expressway that provides access to: (a) either an exit lane or the mainline, but not both, at a freeway or expressway exit, or (b) only one roadway at a freeway or expressway split. <br /> # Delineator—a retroreflective device mounted at the side of the roadway in a series to indicate the alignment of the roadway, especially at night or in adverse weather.<br /> # Design Vehicle—the longest vehicle permitted by statute of the road authority (State or other) on that roadway. <br /> # Designated Bicycle Route—a system of bikeways designated by the jurisdiction having authority with appropriate directional and informational route signs, with or without specific bicycle route numbers.<br /> # Detectable—a continuous edge within 6 inches of the surface so that pedestrians with vision disabilities can sense its presence and receive usable guidance information.<br /> # Detector—a device used for determining the presence or passage of motor vehicles, bicycles, or pedestrians.<br /> # Detection Plate—a smooth continuous plate used on pedestrian channelizing devices to facilitate the use of low-vision canes for pedestrians with vision disabilities. The bottom edge of the detection plate shall be no more than 2 inches above the walkway and the top edge of the detection plate shall be at least 8 inches above the walkway. The detection plate shall share the same vertical plane as the hand trailing edge of the pedestrian channelizing device.<br /> # Diagnostic Team—a group of knowledgeable representatives of the parties of interest in a grade crossing or group of grade crossings (see 23 CFR Part 646.204).<br /> # Downstream—a term that refers to a location that is encountered by traffic subsequent to an upstream location as it flows in an “upstream to downstream” direction. For example, “the downstream end of a lane line separating the turn lane from a through lane on the approach to an intersection” is the end of the lane line that is closest to the intersection.<br /> # Driveway—an access from a roadway to a building, site, or abutting property. <br /> # Driving Aisle—circulation area for motor vehicles within a parking area, typically between rows of parking spaces. Driving aisles provide one-way or two-way travel. Driving aisles are exempted from compliance with MUTCD provisions.<br /> # Driving Automation System—technology that automates some or all aspects of the driving task to assist or replace the human vehicle operator. [[:Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5) #912.1.3|Section 5A.03]] contains descriptions of the automation levels.<br /> # Dropped Lane—see Lane Drop.<br /> # Dual-Arrow Signal Section—a type of signal section designed to include both a yellow arrow and a green arrow.<br /> # Dynamic Envelope—the clearance required for light rail transit traffic, or a train and its cargo overhang due to any combination of loading, lateral motion, or suspension failure.<br /> # Dynamic Exit Gate Operating Mode—a mode of operation where the exit gate operation is based on the presence of vehicles within the minimum track clearance distance.<br /> # Dynamic Message Sign—see Changeable Message Sign.<br /> # Edge Line Markings—white or yellow pavement marking lines that delineate the right or left edge(s) of a traveled way.<br /> # Electronic Toll Collection (ETC) Account Only Lane—a non-attended toll lane that is restricted to use only by vehicles with a registered toll payment account.<br /> # Emergency-Vehicle Hybrid Beacon—see Hybrid Beacon.<br /> # Emergency-Vehicle Traffic Control Signal—see Highway Traffic Signal.<br /> # Engineer—see Professional Engineer.<br /> # Engineering Judgment—the evaluation of available pertinent information including, but not limited to, the safety and operational efficiency of all road users, and the application of appropriate principles, provisions, and practices as contained in this Manual and other sources, for the purpose of deciding upon the design (see [[:Category:911_General_(MUTCD_Part_1) #911.4.3|Section 1D.03]] ), use, installation, or operation of a traffic control device. Engineering judgment shall be exercised by a professional engineer (see definition in this Section) with appropriate traffic engineering expertise, or by an individual working under the supervision of such an engineer, through the application of procedures and criteria established by the engineer. Documentation of engineering judgment is not required.<br /> # Engineering Study—the analysis and evaluation of available pertinent information including, but not limited to, the safety and operational efficiency of all road users, and the application of appropriate principles, provisions, and practices as contained in this Manual and other sources, for the purpose of deciding upon the design (see [[:Category:911_General_(MUTCD_Part_1) #911.4.3|Section 1D.03]]), use, installation, or operation of a traffic control device. An engineering study shall be performed by a professional engineer (see definition in this Section) with appropriate traffic engineering expertise, or by an individual working under the supervision of such an engineer, through the application of procedures and criteria established by the engineer. An engineering study shall be documented in writing.<br /> # Entrance Gate—an automatic gate that can be lowered across the lanes approaching a grade crossing to block road users from entering the grade crossing.<br /> # Exclusive Alignment—a light rail transit track(s) or a bus rapid transit busway that is grade-separated or protected by a fence or traffic barrier. No grade crossings exist along the track(s) or busway. Motor vehicles, bicycles, and pedestrians are prohibited within the right-of-way. Subways and elevated structures are included within this definition.<br /> # Exit Gate—an automatic gate that can be lowered across the lanes departing a grade crossing to block road users from entering the grade crossing by driving in the opposing traffic lanes.<br /> # Exit Gate Clearance Time—for Four-Quadrant Gate systems at grade crossings, the amount of time provided to delay the descent of the exit gate arm(s) after entrance gate arm(s) begin to descend.<br /> # Exit Gate Operating Mode—for Four-Quadrant Gate systems at grade crossings, the mode of control used to govern the operation of the exit gate arms.<br /> # Expressway—a divided highway with partial control of access.<br /> # Fail-Safe—when used in [[:Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8) #913|EPG 913]], a railroad signal design philosophy applied to a system or device such that the result of a hardware failure or the effect of a software error shall either prohibit the system or device from assuming or maintaining an unsafe state or shall cause the system or device to assume a state that is known to be safe.<br /> # Flagger—a person who actively controls the flow of vehicular traffic into and/or through a temporary traffic control zone using hand-signaling devices or an Automated Flagger Assistance Device (AFAD).<br /> # Flasher—a device used to turn highway traffic signal indications on and off at a repetitive rate of approximately once per second.<br /> # Flashing—an operation in which a light source, such as a traffic signal indication or LEDs in a sign, is turned on and off repetitively.<br /> # Flashing-Light Signals—a warning device consisting of two red signal indications arranged horizontally that are activated to flash alternately when rail traffic is approaching or present at a grade crossing.<br /> # Flashing Mode—a mode of operation in which at least one traffic signal indication in each vehicular signal face of a highway traffic signal is turned on and off repetitively.<br /> # Four-Quadrant Gate System—an exit gate system that includes entrance and exit gates that control and block road users on all lanes entering and exiting the grade crossing.<br /> # Freeway—a divided highway with full control of access.<br /> # Full-Actuated—a type of traffic control signal operation in which all signal phases function on the basis of actuation.<br /> # Gate—an automatically-operated or manually-operated traffic control device that is used to physically obstruct road users such that they are discouraged from proceeding past a particular point on a roadway or pathway, or such that they are discouraged from entering a particular grade crossing, ramp, lane, roadway, or facility.<br /> # General-Purpose Lane—a highway lane or set of lanes, other than a Managed Lane (see definition in this Section) or a Preferential Lane (see definition in this Section), that all or most of the traffic that is allowed on that highway is also allowed to use. Certain classes of vehicles, such as commercial vehicles or vehicles exceeding a certain weight or size, might be prohibited from using one or more of the general-purpose lanes. A general-purpose lane might also be restricted to certain uses, such as passing or turning or as an auxiliary lane. <br /> # Gore Area—see Physical Gore and Theoretical Gore.<br /> # Grade Crossing—the general area where a highway and a railroad and/or light rail transit route cross at the same level, within which are included the tracks, highway, and traffic control devices for traffic traversing that area.<br /> # Grade Crossing Warning System—the flashing-light signals, with or without automatic gates, together with the necessary control equipment used to inform road users of the approach or presence of rail traffic at a grade crossing. <br /> # Guide Sign—a sign that shows route designations, highway names, destinations, directions, distances, services, points of interest, or other geographical, recreational, or cultural information.<br /> # High-Occupancy Vehicle (HOV)—a motor vehicle carrying at least two (or more than two if the signs for a specific roadway indicate a higher minimum occupancy requirement) persons, including carpools, vanpools, and buses.<br /> # Highway—a general term for denoting a public way for purposes of travel by vehicles and vulnerable road users, including the entire area within the right-of-way.<br /> # Highway-Light Rail Transit Grade Crossing—the general area where a highway and a light rail transit route cross at the same level, within which are included the light rail transit tracks, highway, and traffic control devices for traffic traversing that area.<br /> # Highway-Rail Grade Crossing—the general area where a highway and a railroad cross at the same level, within which are included the railroad tracks, highway, and traffic control devices for highway traffic traversing that area.<br /> # Highway Traffic Signal—a power-operated traffic control device by which traffic is warned or directed to take some specific action. These devices do not include power-operated signs (except as provided in [[:Category:902 Signals (MUTCD Part 4) #902.18| EPG 902.18]] and [[:Category:902 Signals (MUTCD Part 4) #902.10|902.19]], steadily-illuminated raised pavement markers, gates, flashing-light signals (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.2| EPG 913.4.2]]), warning lights (see [[616.12 Other TTC Zone Traffic Control Devices (MUTCD Chapter 6L) #616.12.7| EPG 616.12.7]]), or steady-burning electric lamps. Highway traffic signals include:&lt;ol type=&quot;a&quot;&gt;&lt;li&gt;Flashing Beacon—see Beacon.&lt;/li&gt;&lt;li&gt;In-Roadway Warning Lights—a special type of highway traffic signal installed in the roadway surface to warn road users that they are approaching a condition on or adjacent to the roadway that might not be readily apparent and might require the road users to reduce speed and/or come to a stop.&lt;/li&gt;&lt;li&gt;Lane-Use Control Signal—a signal face or comparable display on a full-matrix Changeable Message Sign (see [[903.12 Changeable Message Signs (MUTCD Chapter 2L) #903.12| EPG 903.12]] and [[:Category:902 Signals (MUTCD Part 4) #902.19| EPG 902.19]]) displaying indications to permit or prohibit the use of specific lanes of a roadway or a shoulder where driving is sometimes permitted, or to indicate the impending prohibition of such use.&lt;/li&gt;&lt;li&gt;Traffic Control Signal (Traffic Signal)—a highway traffic signal placed at intersections, movable bridges, fire stations, midblock crosswalks, alternating one-way sections of a single lane road, private driveways, or other locations that require conflicting traffic to be directed to stop and permitted to proceed in an orderly manner. These devices do not include pedestrian hybrid beacons (see [[:Category:902 Signals (MUTCD Part 4) #902.10|EPG 902.10]]) or emergency-vehicle hybrid beacons (see [[902.14 Hybrid Beacons for Emergency-Vehicle Access (MUTCD Chapter 4N) #902.14| EPG 902.14]]). Traffic control signals include vehicular signal indications, pedestrian signal indications, and bicycle symbol signal indications. Special traffic control signals include:&lt;ol&gt;&lt;li&gt;Emergency-Vehicle Traffic Control Signal—a traffic control signal that directs all conflicting traffic to stop in order to permit the driver of an authorized emergency vehicle to proceed into the roadway or intersection.&lt;/li&gt;&lt;li&gt;Movable Bridge Traffic Control Signal—a traffic control signal installed at a movable bridge to notify traffic to stop during periods when the roadway is closed to allow the bridge to open.&lt;/li&gt;&lt;li&gt;Portable Traffic Control Signal—a temporary component of a traffic control signal on a mobile support with one or more signal faces that is designed so that it can be easily transported, deployed, or relocated as part of a temporary traffic control signal, or during construction and maintenance as a temporary part of a permanent traffic control signal installation.&lt;/li&gt;&lt;li&gt;Pre-Signal—traffic control signal faces that are located upstream from a signalized intersection and are operated in conjunction with the traffic control signal faces at the downstream signalized intersection in a manner that is designed to keep the area between the stop line for the upstream traffic control signal faces and the stop line for the downstream signalized intersection clear of queued vehicles. When used in conjunction with a grade crossing, the pre-signal is operated for the purpose of preventing vehicles from queuing within the minimum track clearance distance. Supplemental near-side traffic control signal faces for the downstream signalized intersection are not considered to be pre-signals.&lt;/li&gt;&lt;li&gt;Queue Cutter Signal—an independently-controlled traffic control signal (not operated in conjunction with the traffic control signal faces at a downstream signalized intersection) located at a grade crossing that controls traffic in one direction only on the roadway for the purpose of keeping the minimum track clearance distance clear of vehicles. The display of red signal indications is activated from a downstream queue detection system, by time of day, by approaching rail traffic, by an approaching bus on a busway, or by a combination of any of these methods.&lt;/li&gt;&lt;li&gt;Ramp Control Signal—a traffic control signal installed to control the merging flow of traffic onto a freeway at an entrance ramp or at a freeway-to-freeway ramp connection.&lt;/li&gt;&lt;li&gt;Temporary Traffic Control Signal—a traffic control signal that is installed for a limited time period using fixed or portable traffic control signal units.&lt;/ol&gt;&lt;/li&gt;&lt;/ol&gt;<br /> # HOV Lane—any preferential lane designated for exclusive use by high-occupancy vehicles for all or part of a day—including a designated lane on a freeway, other highway, street, or independent roadway on a separate right-of-way.<br /> # Hybrid Beacon—a special type of beacon that is intentionally placed in a dark mode (no indications displayed) between periods of operation and, when operated, displays both steady and flashing traffic control signal indications. Hybrid beacons include:&lt;ol type=&quot;a&quot;&gt;&lt;li&gt;Emergency-Vehicle Hybrid Beacon—used to warn and control traffic at an unsignalized location to assist authorized emergency vehicles in entering or crossing a street or highway.&lt;/li&gt;&lt;li&gt;Pedestrian Hybrid Beacon—used to warn and control traffic at an unsignalized location to assist pedestrians in crossing a street or highway at a marked crosswalk.&lt;/li&gt;&lt;/ol&gt;<br /> # Identification Marker—a shape, color, and/or pictograph that is used as a visual identifier for a destination guide signing system of a community wayfinding system or a shared-use path system for an area.<br /> # Inherently Low Emission Vehicle (ILEV)—any kind of vehicle that, because of inherent properties of the fuel system design, will not have significant evaporative emissions, even if its evaporative emission control system has failed.<br /> # In-Roadway Warning Lights—see Highway Traffic Signal.<br /> # Interchange—a system of interconnecting roadways providing for traffic movement between two or more highways that do not intersect at grade.<br /> # Interchange Lane Drop—see Lane Drop.<br /> # Preemption Interconnection—the electrical connection between the railroad or light rail transit active warning system and the highway traffic signal controller assembly for the purpose of preemption.<br /> # Intermediate Interchange—an interchange with an urban or rural route that is not a major or minor interchange as defined in this Section.<br /> # Intersection—intersection is defined as follows:&lt;ol type=&quot;a&quot;&gt;&lt;li&gt;The area embraced within the prolongation or connection of the lateral curb lines, or if none, the lateral boundary lines of the roadways of two highways that join one another at, or approximately at, right angles, or the area within which vehicles traveling on different highways that join at any other angle might come into conflict.&lt;/li&gt;&lt;li&gt;The junction of an alley, driveway, or site roadway with a public roadway or highway shall not constitute an intersection, unless the public roadway or highway at said junction is controlled by a traffic control device.&lt;/li&gt;&lt;li&gt;If a highway includes two roadways separated by a median, then every crossing of each roadway of such divided highway by an intersecting highway shall be a separate intersection if the opposing left-turn paths cross and there is sufficient interior storage for the design vehicle (see [[903.1 General (MUTCD Chapter 2A) #fig903-1-23| Figure 903.1.23]]).&lt;/li&gt;&lt;li&gt;At a location controlled by a traffic control signal, regardless of the distance between the separate intersections as defined in (c) above:&lt;ol&gt;&lt;li&gt;If a stop line, yield line, or crosswalk has not been designated on the roadway (within the median) between the separate intersections, the two intersections and the roadway (median) between them shall be considered as one intersection;&lt;li&gt;Where a stop line, yield line, or crosswalk is designated on the roadway on the intersection approach, the area within the crosswalk and/or beyond the designated stop line or yield line shall be part of the intersection; and&lt;li&gt;Where a crosswalk is designated on a roadway on the departure from the intersection, the intersection shall include the area extending to the far side of such crosswalk.&lt;/li&gt;&lt;/ol&gt;&lt;/ol&gt;<br /> # Intersection Control Beacon—see Beacon.<br /> # Interval—the part of a signal cycle during which signal indications do not change.<br /> # Island—a defined area between traffic lanes for control of vehicular movements, for toll collection, or for pedestrian or bicyclist refuge. It includes all end protection and approach treatments. Within an intersection area, a median or an outer separation is considered to be an island.<br /> # Jughandle Turn—a left-turn or U-turn that, in conjunction with special geometry, is made by initially making a right-turn or diverging to the right. With other special geometry, a right-turn or U-turn makes a jughandle turn by initially making a left-turn or diverging to the left.<br /> # Lane Drop—a through lane that becomes a mandatory turn lane on a conventional roadway, or a through lane that becomes a mandatory exit lane on a freeway or expressway. The end of an acceleration lane and reductions in the number of through lanes that do not involve a mandatory turn or exit are not considered lane drops.<br /> # Lane Line Markings—white pavement marking lines that delineate the separation of traffic lanes that have the same direction of travel on a roadway.<br /> # Lane Reduction—a gradual narrowing of the travel pavement (taper) through physical construction or pavement markings at which traffic in the lane being eliminated must merge into the adjacent through lane and continue in the same direction of travel. A lane reduction can occur outside the influence of an intersection or interchange, or within an interchange a short distance downstream of the gore of an exit ramp. Through lanes that become a mandatory turn or exit are considered lane drops rather than lane reductions.<br /> # Lane-Use Control Signal—see Highway Traffic Signal.<br /> # Legend—see Sign Legend.<br /> # Lens—see Signal Lens.<br /> # Light Rail Transit Traffic (Light Rail Transit Equipment)—every device in, upon, or by which any person or property can be transported on light rail transit tracks, including single-unit light rail transit cars (such as streetcars and trolleys) and assemblies of multiple light rail transit cars coupled together.<br /> # Loading Zone—a specially marked, signed or designated area for the loading or unloading of vehicles (passenger or freight).<br /> # Locomotive Horn—an air horn, steam whistle, or similar audible warning device (see 49 CFR Part 229.129) mounted on a locomotive or control cab car. The terms “locomotive horn,” “train whistle,” “locomotive whistle,” and “train horn” are used interchangeably in the railroad industry.<br /> # Logo—a distinctive emblem or trademark that identifies a commercial or non-commercial business, program, or organization.<br /> # Longitudinal Markings—pavement markings that are generally placed parallel and adjacent to the flow of traffic such as lane lines, center lines, edge lines, channelizing lines, and others.<br /> # Louver—see Signal Louver.<br /> # Low-Volume Rural Road—a category of paved or unpaved conventional or special-purpose roadways having an AADT of less than 400 vehicles and lying outside of built-up or urbanized areas of cities, towns, and communities. <br /> # Major Interchange—an interchange with another freeway or expressway, or an interchange with a high-volume multi-lane highway, principal urban arterial, or major rural route where the interchanging traffic is heavy or includes many road users unfamiliar with the area.<br /> # Major Street—the street normally carrying the higher volume of vehicular traffic.<br /> # Malfunction Management Unit—see Conflict Monitor.<br /> # Managed Lane—a highway lane or set of lanes, or a highway facility, for which variable operational strategies such as direction of travel, tolling, pricing, and/or vehicle type or occupancy requirements are implemented and managed in real-time in response to changing conditions. Managed lanes are typically buffer-separated or barrier-separated lanes parallel to the general-purpose lanes of a highway in which access is restricted to designated locations. There are also some highways on which all lanes are managed.<br /> # Manual Lane—see Attended Lane within the definition of Toll Collection. <br /> # Maximum Highway Traffic Signal Preemption Time—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.<br /> # Median—the portion of a highway separating opposing directions of the traveled way or the area between two roadways of a divided highway measured from edge of traveled way to edge of traveled way. The median excludes turn lanes. The median width might be different between intersections, interchanges, and at opposite approaches of the same intersection.<br /> # Minimum Track Clearance Distance—the length along a highway over the track(s) where a vehicle could be struck by rail traffic. The minimum track clearance distance is measured from a point upstream from the track(s) on the approach to the grade crossing to a point downstream from the track(s) on the departure from the grade crossing. The length along the highway between the two points is the minimum track clearance distance. <br /> # Minor Interchange—an interchange where traffic is local and very light, such as interchanges with land service access roads. Where the sum of the exit volumes is estimated to be lower than 100 vehicles per day in the design year, the interchange is classified as local.<br /> # Minor Street—the street normally carrying the lower volume of vehicular traffic.<br /> # Mixed-Use Alignment—a light rail transit track(s), a busway, or a bus only lane(s) where the light rail transit (LRT) or bus rapid transit (BRT) vehicles operate in mixed traffic with all types of road users. This includes streets, transit malls, and pedestrian malls where the right-of-way is shared. In a mixed-use alignment, the light rail transit or the bus rapid transit traffic does not have the right-of-way over other road users at grade crossings and intersections. If the LRT traffic or buses are controlled by traffic control signals or LRT signal faces at an intersection with a roadway, the alignment is considered to be mixed-use even if some of the approaches to the intersection are used exclusively by LRT traffic or buses.<br /> # Movable Bridge Resistance Gate—a type of traffic gate, which is located downstream of the movable bridge warning gate, that provides a physical deterrent to vehicle and/or pedestrian traffic when placed in the appropriate position.<br /> # Movable Bridge Signal—see Highway Traffic Signal.<br /> # Movable Bridge Warning Gate—a type of traffic gate designed to warn, but not primarily to block, vehicle and/or pedestrian traffic when placed in the appropriate position.<br /> # Multi-Lane—more than one lane moving in the same direction. A multi-lane street, highway, or roadway has a basic cross-section comprised of two or more through lanes in one or both directions. A multi-lane approach has two or more lanes moving toward the intersection, including turning lanes.<br /> # Neutral Area—the paved area between the channelizing lines separating an entrance or exit ramp or a channelized turn lane or channelized entering lane from the adjacent through lane(s).<br /> # Object Marker—a device used to mark obstructions within or adjacent to the roadway.<br /> # Occupancy Requirement—any restriction that regulates the use of a facility or one or more lanes of a facility for any period of the day based on a specified minimum number of persons in a vehicle.<br /> # Occupant—a person driving or riding in a car, truck, bus, or other vehicle.<br /> # On-Street Parking—parking within or along, and accessed directly from, a public roadway or a site roadway open to public travel. <br /> # Open-Road ETC Lane—a non-attended lane that is designed to allow toll payments to be electronically collected from vehicles traveling at normal highway speeds. Open-Road ETC lanes are typically physically separated from the toll plaza, often following the alignment of the mainline lanes, with toll plaza lanes for cash toll payments being on a different alignment after diverging from the mainline lanes or a subset thereof.<br /> # Open-Road Tolling Point—the location along an Open-Road ETC lane at which roadside or overhead detection and receiving equipment are placed and vehicles are electronically assessed a toll.<br /> # Opposing Traffic—vehicles that are traveling in the opposite direction. At an intersection, vehicles entering from an approach that is approximately straight ahead would be considered to be opposing traffic, but vehicles entering from approaches on the left or right would be considered to be conflicting traffic rather than opposing traffic.<br /> # Option Lane— a lane on a freeway, expressway, or conventional road multi-lane exit or multi-lane split that widens on the approach to allow access, without changing lanes, to: &lt;ol type=&quot;a&quot;&gt;&lt;li&gt; Both an exit lane and the mainline at a freeway or expressway exit; or &lt;/li&gt;&lt;li&gt; Both diverging roadways at a freeway, expressway, or conventional road split.&lt;/li&gt;&lt;/ol&gt;<br /> # Overhead Sign—a sign that is placed such that a portion or the entirety of the sign or its support is directly above the roadway or shoulder such that vehicles travel below it. Typical installations include signs placed on cantilever arms that extend over the roadway or shoulder, signs placed on sign support structures that span the entire width of the pavement, signs placed on mast arms or span wires either independently or that also support traffic control signals, and signs placed on highway bridges that cross over the roadway.<br /> # Parking Area—a parking lot or parking garage that is separated from a roadway. Parallel, perpendicular, or angle parking spaces along a roadway are not considered a parking area.<br /> # Parking Space—an area marked or designated for storage of a vehicle while the driver is not present.<br /> # Preemption Clearance Interval—the part of a traffic signal sequence displayed as a result of a preemption request when vehicles are provided the opportunity to clear the railroad or light rail transit tracks, or a movable bridge, prior to the arrival of the train or boat for which the traffic signal is being preempted.<br /> # Preemption Time Variability—the result that occurs when the traffic signal controller enters the Preemption Clearance Interval with less than the maximum design Right-of-Way Transfer Time or the speed of a train approaching the grade crossing varies.<br /> # Passive Grade Crossing—a grade crossing where none of the automatic traffic control devices associated with an Active Grade Crossing Warning System are present and at which the traffic control devices consist entirely of signs and/or markings.<br /> # Pathway—a general term denoting a public way for purposes of travel by authorized users outside the traveled way and physically separated from the roadway by an open space or barrier and either within the highway right-of-way or within an independent alignment. Pathways include shared-use paths, but do not include sidewalks.<br /> # Pathway Grade Crossing—the general area where a pathway and railroad and/or light rail transit tracks cross at the same level, within which are included the tracks, pathway, and traffic control devices for pathway traffic traversing that area.<br /> # Paved—having a roadway surface that has both a structural (weight bearing) and a sealing purpose for the roadway, such as a bituminous surface treatment, mixed bituminous concrete, or Portland cement concrete. <br /> # Pedestrian—a person on foot, in a wheelchair, on other devices determined by local law to be equivalent, which might include skates or a skateboard.<br /> # Pedestrian Change Interval—an interval during which the flashing UPRAISED HAND (symbolizing DONT WALK) signal indication is displayed.<br /> # Pedestrian Clearance Time—the time provided for a pedestrian crossing in a crosswalk, after leaving the curb or edge of pavement, to travel to the far side of the traveled way or to a median. <br /> # Pedestrian Facility—a general term denoting a location where improvements and provisions have been made to accommodate or encourage pedestrian activity.<br /> # Pedestrian Hybrid Beacon—see Hybrid Beacon.<br /> # Pedestrian Signal Head—a signal head, which contains the symbols WALKING PERSON (symbolizing WALK) and UPRAISED HAND (symbolizing DONT WALK), that is installed to direct pedestrians at a traffic control signal.<br /> # Permissive Mode—a mode of traffic control signal operation in which left or right turns are permitted to be made after yielding to pedestrians, if any, and/or opposing traffic, if any. When a CIRCULAR GREEN signal indication is displayed, both left and right turns are permitted unless otherwise prohibited by another traffic control device. When a flashing YELLOW ARROW or flashing RED ARROW signal indication is displayed, the turn indicated by the arrow is permitted.<br /> # Physical Gore—a longitudinal point where a physical barrier or the lack of a paved surface inhibits road users from crossing from a ramp or channelized turn lane or channelized entering lane to the adjacent through lane(s) or vice versa.<br /> # Pictograph—a pictorial representation used to identify a governmental jurisdiction, an area of jurisdiction, a governmental or other public transportation agency or provider, a military base or branch of service, a governmental-approved university or college, a governmental-approved institution, or a toll payment system.<br /> # Plaque—a traffic control device intended to communicate specific information to road users through a word, symbol, or arrow legend that is placed immediately adjacent to a sign to supplement the message on the sign. The difference between a plaque and a sign is that a plaque cannot be used alone. The designation for a plaque includes a “P” suffix.<br /> # Platoon—a group of vehicles or pedestrians traveling together as a group, either voluntarily or involuntarily, because of traffic signal controls, geometrics, or other factors.<br /> # Portable Traffic Control Signal—see Highway Traffic Signal.<br /> # Post-Exit Ramp Lane Reduction—see Lane Reduction.<br /> # Post-Mounted Sign—a sign that is placed to the side of the roadway such that no portion of the sign or its support is directly above the roadway or shoulder.<br /> # Posted Speed Limit—a speed limit determined by law or regulation and displayed on Speed Limit signs.<br /> # Preemption—the transfer of normal operation of a traffic control signal or a hybrid beacon to a special control mode of operation.<br /> # Preferential Lane—a highway lane or set of lanes, or a highway facility, reserved for the exclusive use of one or more specific types of vehicles or of vehicles with a specific minimum number of occupants.<br /> # Pre-Signal—see Highway Traffic Signal.<br /> # Pretimed Operation—a type of traffic control signal operation in which none of the signal phases function on the basis of actuation.<br /> # Primary Signal Face—one of the required or recommended minimum number of signal faces for a given approach or separate turning movement, but not including near-side signal faces required as a result of the far-side signal faces exceeding the maximum distance from the stop line.<br /> # Principal Legend—place names, street names, and route numbers displayed on guide signs.<br /> # Priority Control—a means by which the assignment of right-of-way is obtained or modified.<br /> # Private Road—see Site Roadways Open to Public Travel.<br /> # Professional Engineer (P.E.)—an individual who has fulfilled education and experience requirements and passed examinations that, under State licensure laws, permit the individual to offer engineering services within areas of expertise directly to the public.<br /> # Protected Mode—a mode of traffic control signal operation in which left or right turns are permitted to be made only when a left or right GREEN ARROW signal indication is displayed.<br /> # Public Road—any road, street, or similar facility under the jurisdiction of and maintained by a public agency and open to public travel.<br /> # Push Button—a button to activate a device or signal timing for pedestrians, bicyclists, or other road users.<br /> # Push Button Information Message—a recorded message that can be actuated by pressing a push button when the walk interval is not timing and that provides the name of the street that the crosswalk associated with that particular push button crosses and can also provide other information about the intersection signalization or geometry.<br /> # Push Button Locator Tone—a repeating sound that informs approaching pedestrians that a push button exists to actuate pedestrian timing or receive additional information and that enables pedestrians with vision disabilities to locate the push button.<br /> # Queue Clearance Time—when used in [[:Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8) #913|EPG 913]], the time required for the design vehicle of maximum length stopped just inside the minimum track clearance distance to start up and move through and clear the entire minimum track clearance distance. <br /> # Queue Cutter Signal—see Highway Traffic Signal.<br /> # Quiet Zone—a segment of a rail line, within which is situated one or a number of consecutive public highway-rail grade crossings at which locomotive horns are not routinely sounded per 49 CFR Part 222.<br /> # Rail Traffic—every device in, upon, or by which any person or property can be transported on rails or tracks and to which all other traffic must yield the right-of-way by law at grade crossings, including trains, one or more locomotives coupled (with or without cars), other railroad equipment, and light rail transit operating in exclusive or semi-exclusive alignments. Light rail transit operating in a mixed-use alignment, to which other traffic is not required to yield the right-of-way by law, is a vehicle and is not considered to be rail traffic.<br /> # Raised Pavement Marker—a device mounted on or in a road surface that has a height generally not exceeding approximately 1 inch above the road surface for a permanent marker, or not exceeding approximately 2 inches above the road surface for a temporary flexible marker, and that is intended to be used as a positioning guide and/or to supplement or substitute for pavement markings. Raised pavement markers might also be recessed into or flush with the pavement surface.<br /> # Ramp Control Signal—see Highway Traffic Signal.<br /> # Red Clearance Interval—an interval that follows a yellow change interval and precedes the next conflicting green interval.<br /> # Regulatory Sign—a sign that gives notice to road users of traffic laws or regulations.<br /> # Retroreflectivity—a property of a surface that allows a large portion of the light coming from a point source to be returned directly back to a point near its origin.<br /> # Road—see Roadway.<br /> # Road User—a vehicle operator, bicyclist, or pedestrian, including persons with disabilities, within the highway or on a site roadway open to public travel.<br /> # Roadway—that portion of a highway improved, designed, or ordinarily used for vehicular travel and parking lanes, but exclusive of the sidewalk, berm, or shoulder even though such sidewalk, berm, or shoulder is used by persons riding bicycles or other human-powered vehicles. In the event a highway includes two or more separate roadways, the term roadway as used in this Manual shall refer to any such roadway separately, but not to all such roadways collectively.<br /> # Roadway Network—a geographical arrangement of intersecting roadways.<br /> # Roundabout—a circular intersection with yield control at entry, which permits a vehicle on the circulatory roadway to proceed, and with deflection of the approaching vehicle counter-clockwise around a central island.<br /> # Rumble Strip—a series of intermittent, narrow, transverse areas of rough-textured, slightly raised, or depressed road surface that extend across the travel lane to alert vehicle operators to unusual traffic conditions or are located along the shoulder, along the roadway center line, or within islands formed by pavement markings to alert road users that they are leaving the travel lanes.<br /> # Rural Highway—a type of roadway normally characterized by lower volumes, higher speeds, fewer turning conflicts, and less conflict with pedestrians.<br /> # Scanning Graphic—a graphic designed for scanning by machine, and includes bar codes, quick-response (QR) codes or other matrix bar code formats, or similar graphics.<br /> # School—a public or private educational institution recognized by the State education authority for one or more grades K through 12 or as otherwise defined by the State.<br /> # School Zone—a designated roadway segment approaching, adjacent to, and beyond school buildings or grounds, or along which school related activities occur.<br /> # Semi-Actuated—a type of traffic control signal operation in which at least one, but not all, signal phases function on the basis of actuation.<br /> # Semi-Exclusive Alignment—a light rail transit track(s) or a bus rapid transit busway that is in a separate right-of-way or that is along a street or railroad right-of-way where motor vehicles, bicycles, and pedestrians have limited access and cross only at designated locations, such as at grade crossings where road users must yield the right-of-way to the light rail transit or the bus rapid transit traffic.<br /> # Separate Turn Signal Face—a signal face that exclusively controls a turn movement and that displays signal indications that are applicable only to the turn movement.<br /> # Separation Time—the component of maximum highway traffic signal preemption time during which the minimum track clearance distance is clear of vehicular traffic prior to the arrival of rail traffic.<br /> # Serviceable—a condition in which a traffic control device appears (day and night) and operates as intended, beyond which it requires replacement due to damage or wear. Whether a device is serviceable will depend on the type of device under consideration. In general, if the device is capable of being serviced with minimal effort or replacement parts so that it continues to appear and operate as intended, and the device is otherwise substantially intact, then it can be considered to be in serviceable condition. If the device is damaged or not operational beyond reasonable repair, then it is likely no longer serviceable.<br /> # Shared Roadway—a roadway that is officially designated and marked as a bicycle route, but which is open to motor vehicle travel and upon which no bicycle lane is designated.<br /> # Shared Turn Signal Face—a signal face, for controlling both a turn movement and the adjacent through movement, that always displays the same color of circular signal indication that the adjacent through signal face or faces display.<br /> # Shared-Use Path—a bikeway outside the traveled way and physically separated from motorized vehicular traffic by an open space or barrier and either within the highway right-of-way or within an independent alignment. Shared-use paths are also used by pedestrians (including skaters, users of manual and motorized wheelchairs, and joggers) and other authorized motorized and non-motorized users.<br /> # Shoulder—a longitudinal area contiguous with the traveled way that is used for accommodation of stopped vehicles for emergency use and for lateral support of base and surface courses, and that is graded for emergency stopping. A shoulder might be paved or unpaved. A paved shoulder might be opened to part-time travel by some or all vehicles and might also be available for use by pedestrians and/or bicycles in the absence of other pedestrian or bicycle facilities.<br /> # Sidewalk—that portion of a street between the curb line, or the lateral line of a roadway, and the adjacent property line or on easements of private property that is paved or improved and intended for use by pedestrians.<br /> # Sidewalk Extension—a pedestrian facility at an intersection or midblock crosswalk which extends the sidewalk by physically and visually narrowing the roadway.<br /> # Sidewalk Grade Crossing—the portion of a highway-rail grade crossing or of a highway-light rail transit grade crossing where a sidewalk and railroad tracks or a sidewalk and light rail transit tracks cross at the same level, within which are included the tracks, sidewalk, and traffic control devices for sidewalk users traversing that area.<br /> # Sign—with regard to controlling traffic, any traffic control device that is intended to communicate specific information to road users through a word, symbol, and/or arrow legend. Signs do not include highway traffic signals, pavement markings, delineators, or channelization devices. Signs whose purpose is unrelated to traffic control are addressed in [[:Category:911_General_(MUTCD_Part_1) #911.1.2|Section 1A.02]].<br /> # Sign Assembly—a group of signs, located on the same support(s), that supplement one another in conveying information to road users.<br /> # Sign Illumination—either internal or external lighting that shows similar color by day or night. Street or highway lighting shall not be considered as meeting this definition.<br /> # Sign Legend—all word messages, logos, pictographs, and symbol and arrow designs that are intended to convey specific meanings. The border, if any, on a sign is not considered to be a part of the legend.<br /> # Sign Panel—a separate panel or piece of material containing a word, logo, pictograph, symbol, and/or arrow legend that is affixed to the face of a sign.<br /> # Signal—see Highway Traffic Signal.<br /> # Signal Backplate—a thin strip of material that extends outward from and parallel to a signal face on all sides of a signal housing to provide a background for improved visibility of the signal indications.<br /> # Signal Coordination—the establishment of timed relationships between adjacent traffic control signals.<br /> # Signal Dimming—a reduction of the light output from a signal indication, hybrid beacon, or rectangular rapid-flashing beacon indication, typically for nighttime conditions, to a value that is below the minimum specified intensity for daytime conditions. If a variety of intensity levels are used during daytime conditions and all of the various levels (including the lowest of the intensities) are above the minimum specified intensity for daytime conditions, this would not be considered to be signal dimming.<br /> # Signal Face—an assembly of one or more signal sections that is provided for controlling one or more traffic movements on a single approach.<br /> # Signal Head—an assembly of one or more signal faces that is provided for controlling traffic movements on one or more approaches.<br /> # Signal Housing—that part of a signal section that protects the light source and other required components.<br /> # Signal Indication—the illumination of a signal lens or equivalent device.<br /> # Signal Lens—that part of the signal section that redirects the light coming directly from the light source and its reflector, if any.<br /> # Signal Louver—a device that can be mounted inside a signal visor to restrict visibility of a signal indication from the side or to limit the visibility of the signal indication to a certain lane or lanes, or to a certain distance from the stop line.<br /> # Signal Phase—the right-of-way, yellow change, and red clearance intervals in a cycle that are assigned to an independent traffic movement or combination of movements.<br /> # Signal Section—the assembly of a signal housing, signal lens, if any, and light source with necessary components to be used for displaying one signal indication.<br /> # Signal Sequence (Sequence of Indications)—the order of appearance of signal indications during successive intervals of a signal cycle. <br /> # Signal System—two or more traffic control signals operating in signal coordination.<br /> # Signal Timing—the amount of time allocated for the display of a signal indication.<br /> # Signal Visor—that part of a signal section that directs the signal indication specifically to approaching traffic and reduces the effect of direct external light entering the signal lens.<br /> # Signing—individual signs or a group of signs, not necessarily on the same support(s), that supplement one another in conveying information to road users.<br /> # Simultaneous Preemption—notification of approaching rail traffic is forwarded to the highway traffic signal controller unit or assembly and railroad or light rail transit active warning devices at the same time.<br /> # Site Roadways Open to Public Travel—roadways and bikeways on sites of shopping centers, office parks, airports, schools, universities, sports arenas, recreational parks, and other similar business, governmental, and/or recreation facilities that are publicly or privately-owned but where the public is allowed to travel without full-time access restrictions. Two types of roadways are not included in this definition: (1) roadways where access is restricted at all times by gates and/or guards to residents, employees, or other specifically-authorized persons; and (2) private highway-rail grade crossings. Site roadways open to public travel do not include parking areas (see definition in this Section), including the driving aisles (see definition in this Section) within those parking areas. <br /> # Special-Purpose Road—a low-volume, low-speed road that serves recreational areas or resource development activities.<br /> # Speed—speed is defined based on the following classifications:&lt;ol type=&quot;a&quot;&gt;&lt;li&gt; Average Speed—the summation of the instantaneous or spot-measured speeds at a specific location of vehicles divided by the number of vehicles observed.&lt;/li&gt;&lt;li&gt; Design Speed—a selected speed used to determine the various geometric design features of a roadway.&lt;/li&gt;&lt;li&gt; 85th-Percentile Speed—the speed at or below which 85 percent of the motor vehicles travel.&lt;/li&gt;&lt;li&gt; Operating Speed—a speed at which a typical vehicle or the overall traffic operates. Operating speed might be defined with speed values such as the average, pace, or 85th-percentile speeds.&lt;/li&gt;&lt;li&gt; Pace—the 10 mph speed range representing the speeds of the largest percentage of vehicles in the traffic stream.&lt;/li&gt;&lt;/ol&gt;<br /> # Speed Limit—the maximum (or minimum) speed applicable to a section of highway as established by law or regulation.<br /> # Speed Zone—a section of highway with a speed limit that is established by law or regulation, but which might be different from a legislatively-specified statutory speed limit.<br /> # Splitter Island—a median island used to separate opposing directions of traffic entering and exiting a roundabout.<br /> # Station Crossing—a pathway grade crossing that is associated with a station platform.<br /> # Statutory Speed Limit—a speed limit established by legislative action (such as Federal or State law) that typically is applicable for a particular class of highways with specified design, functional, jurisdictional, and/or location characteristics and that is not necessarily displayed on Speed Limit signs.<br /> # Steady (Steady Mode)—the continuous display of a signal indication for the duration of an interval, signal phase, or consecutive signal phases.<br /> # Stop Line—a solid white pavement marking line extending across approach lanes to indicate the point at which a stop is intended or required to be made.<br /> # Street—see Highway.<br /> # Supplemental Signal Face—a signal face that is not a primary signal face but which is provided for a given approach or separate turning movement to enhance visibility or conspicuity.<br /> # Swing Gate—a self-closing fence-type gate designated to swing open away from the track area and return to the closed position upon release.<br /> # Symbol—the approved design of a pictorial or graphical representation of a specific traffic control message for signs, pavement markings, traffic control signals, or other traffic control devices, as shown in the MUTCD.<br /> # Temporary Traffic Control Signal—see Highway Traffic Signal.<br /> # Temporary Traffic Control Zone—an area of a highway, pedestrian or bicycle facility where road user conditions are changed because of a work zone or incident by the use of temporary traffic control devices, flaggers, uniformed law enforcement officers, or other authorized personnel.<br /> # Theoretical Gore—a longitudinal point at the upstream end of a neutral area at an exit ramp or channelized turn lane where the channelizing lines that separate the ramp or channelized turn lane from the adjacent through lane(s) begin to diverge, or a longitudinal point at the downstream end of a neutral area at an entrance ramp or channelized entering lane where the channelizing lines that separate the ramp or channelized entering lane from the adjacent through lane(s) intersect each other.<br /> # Through Train—a train movement that continues without stopping or reversing direction throughout the entire length of the rail traffic detection circuit length approaching a highway-rail grade crossing.<br /> # Timed Exit Gate Operating Mode—a mode of operation where the exit gate descent at a grade crossing is based on a predetermined time interval.<br /> # Toll Booth—a shelter where a toll attendant is stationed to collect tolls or issue toll tickets. A toll booth is located adjacent to a toll lane and is typically set on a toll island. <br /> # Toll Collection—manual or electronic methods and elements used to collect a fee for use of a toll facility. Toll collection methods include:&lt;ol type=&quot;a&quot;&gt;&lt;li&gt; Electronic Toll Collection (ETC)—a cashless system for automated collection of tolls from moving or stopped vehicles through wireless technologies such as radio-frequency communication or optical scanning. ETC systems are classified as one of the following: &lt;ol&gt;&lt;li&gt; systems that require users to have registered toll accounts, with the use of equipment inside or on the exterior of vehicles, such as a transponder or barcode decal, that communicates with or is detected by roadside or overhead receiving equipment, or with the use of license plate optical scanning, to automatically deduct the toll from the registered user account, &lt;/li&gt;&lt;li&gt; systems that do not require users to have registered toll accounts because vehicle license plates are optically scanned and invoices for the toll amount are typically sent through postal mail to the address of the vehicle owner, or systems that allow electronic toll collection for both registered and non-registered toll accounts.&lt;/li&gt;&lt;/ol&gt;&lt;/li&gt;&lt;li&gt; Open-Road Tolling (ORT)—a system designed to allow electronic toll collection (ETC) from vehicles traveling at posted speeds. Open-road tolling might be used on toll roads or toll facilities in conjunction with toll plazas. Open-road tolling is also typically used on managed lanes and on toll facilities that only accept payment by ETC.&lt;/li&gt;&lt;li&gt; Manual Toll Collection—a system of toll collection from stopped vehicles through acceptance of cash, toll tickets, tokens, or credit cards, and may involve issuance of receipts. Toll collection may be by a machine or toll booth attendant. &lt;ol&gt;&lt;li&gt;Ticket from a machine or toll booth attendant upon entering the toll facility. The ticket denotes the user’s point of entry and, upon exiting the toll system, the user surrenders the ticket and is charged a toll based on the distance traveled between the points of entry and exit.&lt;/li&gt;&lt;li&gt; Attended Lane (Manual Lane)—a toll lane adjacent to a toll booth occupied by a human toll collector who makes change, issues receipts, and performs other toll-related functions. Attended lanes at toll plazas typically require vehicles to stop to pay the toll.&lt;/li&gt;&lt;li&gt; Exact Change Lane (Automatic Lane)—a non-attended toll lane that has a receptacle into which road users deposit coins totaling the exact amount of the toll. Exact Change lanes at toll plazas typically require vehicles to stop to pay the toll. &lt;/ol&gt;&lt;/li&gt;&lt;/ol&gt;&lt;/li&gt;<br /> # Toll Island—a raised island on which a toll booth or other toll collection and related equipment are located.<br /> # Toll Lane—an individual lane located within a toll plaza in which a toll payment is collected or, for toll-ticket systems, a toll ticket is issued.<br /> # Toll Plaza—the location at which tolls are collected consisting of a grouping of toll booths, toll islands, toll lanes, and, typically, a canopy. Toll plazas might be located on highway mainlines or on interchange ramps. A mainline toll plaza is sometimes referred to as a barrier toll plaza because it interrupts the traffic flow.<br /> # Toll Road (Facility)—a road or facility that is open to traffic only by payment of a user toll or fee.<br /> # Traffic—pedestrians, bicyclists, ridden or herded animals, vehicles, streetcars, and other conveyances either singularly or together while using for purposes of travel any highway or site roadway open to public travel.<br /> # Traffic Control Device—all signs, signals, markings, channelization devices, or other devices that use colors, shapes, symbols, words, sounds, and/or tactile information for the primary purpose of communicating a regulatory, warning, or guidance message to road users on a street, highway, pedestrian facility, bikeway, pathway, or site roadway open to public travel. [[:Category:911_General_(MUTCD_Part_1) #911.1.2|Section 1A.02]] contains information regarding items that are not traffic control devices. <br /> # Traffic Control Signal (Traffic Signal)—see Highway Traffic Signal. <br /> # Train—one or more locomotives coupled, with or without cars, that operates on rails or tracks and to which all other traffic must yield the right-of-way by law at highway-rail grade crossings.<br /> # Transverse Markings—pavement markings that are generally placed perpendicular and across the flow of traffic such as shoulder markings; word, symbol, and arrow markings; stop lines; crosswalk lines; parking space markings; and others.<br /> # Traveled Way—the portion of the roadway for the movement of vehicles, exclusive of the shoulders, berms, sidewalks, and parking lanes.<br /> # Turn Bay—a lane for the exclusive use of turning vehicles that is formed on the approach to the location where the turn is to be made. In most cases where turn bays are provided, drivers who desire to turn must move out of a through lane into the newly-formed turn bay in order to turn. A through lane that becomes a turn lane is considered to be a lane drop rather than a turn bay.<br /> # Two-Stage Bicycle Turn Box—a designated area at an intersection intended to provide bicyclists a place to wait for traffic to clear before proceeding in a different direction of travel.<br /> # Uncontrolled Approach—an approach on which vehicles are not controlled by a traffic control signal, hybrid beacon, STOP sign, or YIELD sign.<br /> # Upstream—a term that refers to a location that is encountered by traffic prior to a downstream location as it flows in an “upstream to downstream” direction. For example, “the upstream end of a lane line separating the turn lane from a through lane on the approach to an intersection” is the end of the line that is furthest from the intersection.<br /> # Urban Street—a type of street normally characterized by relatively low speeds, wide ranges of traffic volumes, narrower lanes, frequent intersections and driveways, significant pedestrian traffic, and more businesses and houses.<br /> # Variable Message Sign—see Changeable Message Sign.<br /> # Vehicle—every device in, upon, or by which any person or property can be transported or drawn upon a highway, except trains and light rail transit operating in exclusive or semi-exclusive alignments. Light rail transit equipment operating in a mixed-use alignment, to which other traffic is not required to yield the right-of-way by law, is a vehicle.<br /> # Vibrotactile Pedestrian Device—an accessible pedestrian signal feature that communicates, by touch, information about pedestrian timing using a vibrating surface.<br /> # Visibility-Limited Signal Face or Visibility-Limited Signal Section—a type of signal face or signal section designed (or shielded, hooded, or louvered) to restrict the visibility of a signal indication from the side, to a certain lane or lanes, or to a certain distance from the stop line.<br /> # Walk Interval—an interval during which the WALKING PERSON (symbolizing WALK) signal indication is displayed.<br /> # Warning Light—a portable, powered, yellow, lens-directed, enclosed light that is used in a temporary traffic control zone in either a steady burn or a flashing mode.<br /> # Warning Sign—a sign that gives notice to road users of a situation that might not be readily apparent.<br /> # Warrant—a warrant describes a threshold condition based upon average or normal conditions that, if found to be satisfied as part of an engineering study, shall result in analysis of other traffic conditions or factors to determine whether a traffic control device or other improvement is justified. Warrants are not a substitute for engineering judgment. The fact that a warrant for a particular traffic control device is met is not conclusive justification for the installation of the device.<br /> # Wayside Horn System—a stationary horn (or a series of horns) located at a grade crossing that is used in conjunction with train-activated or light rail transit-activated warning systems to provide audible warning of approaching rail traffic to road users on the highway or pathway approaches to a grade crossing, either as a supplement or alternative to the sounding of a locomotive horn.<br /> # Worker—a person on foot whose duties place him or her within the right-of-way of a street, highway, or pathway, such as: construction and maintenance forces; survey crews; utility crews; responders to incidents within the right-of-way; and law enforcement personnel when directing traffic, investigating crashes, and handling lane closures, obstructed roadways, and disasters within the right-of-way.<br /> # Wrong-Way Arrow—a slender, elongated, white pavement marking arrow placed upstream from the ramp terminus to indicate the correct direction of traffic flow. Wrong-way arrows are intended primarily to warn wrong-way road users that they are going in the wrong direction.<br /> # Yellow Change Interval—the first interval following the green or flashing arrow interval during which the steady yellow signal indication is displayed.<br /> # Yield Line—a row of solid white isosceles triangles pointing toward approaching vehicles extending across approach lanes to indicate the point at which the yield is intended or required to be made.<br /> <br /> =={{SpanID|911.3.3}}Meanings of Acronyms and Abbreviations Used in this Manual (MUTCD Section 1C.03)==<br /> <br /> '''Standard. '''The following acronyms and abbreviations, when used in this Manual, shall have the following meanings:<br /> <br /> # AADT—annual average daily traffic<br /> # AASHTO—American Association of State Highway and Transportation Officials<br /> # AC—alternating current<br /> # ADA—Americans with Disabilities Act<br /> # ADAS—Advanced Driver Assistance Systems<br /> # ADS—Automated Driving System<br /> # ADT—average daily traffic<br /> # AFAD—Automated Flagger Assistance Device<br /> # ANSI—American National Standards Institute<br /> # AREMA—American Railway Engineering and Maintenance-of-Way Association<br /> # AV—automated vehicle<br /> # cd/lx/m2---candelas per lux per square meter<br /> # CFR—Code of Federal Regulations<br /> # CMS—changeable message sign<br /> # dBA—A-weighted decibels<br /> # DC—direct current<br /> # DDT—Dynamic Driving Task<br /> # EPA—Environmental Protection Agency<br /> # ETC—electronic toll collection<br /> # EV—electric vehicle<br /> # FHWA—Federal Highway Administration<br /> # FRA—Federal Railroad Administration<br /> # ft—foot or feet<br /> # FTA—Federal Transit Administration<br /> # HOV—high-occupancy vehicle<br /> # IEEE—Institute of Electrical and Electronics Engineers<br /> # IES—Illuminating Engineering Society<br /> # ILEV—inherently low-emission vehicle<br /> # in—inch(es)<br /> # ISEA—International Safety Equipment Association<br /> # ITE—Institute of Transportation Engineers<br /> # ITS—intelligent transportation systems<br /> # L—taper length<br /> # LED—light-emitting diode<br /> # LP—liquified petroleum<br /> # LRT—light rail transit<br /> # mi—mile(s)<br /> # MPH or mph—miles per hour<br /> # MUTCD—Manual on Uniform Traffic Control Devices for Streets and Highways<br /> # N—length of one line segment plus one gap of a broken line<br /> # NCEES—National Council of Examiners for Engineering and Surveying<br /> # NCHRP—National Cooperative Highway Research Program<br /> # ODD—Operational Design Domain<br /> # OPM—U.S. Office of Personnel Management<br /> # ORT—open-road tolling<br /> # PCMS—portable changeable message sign<br /> # PRT—perception-response time<br /> # RRFB—rectangular rapid-flashing beacon<br /> # RV—recreational vehicle<br /> # SAE—Society of Automotive Engineers<br /> # SHV—Specialized Hauling Vehicle<br /> # SPF—safety performance function<br /> # TA—Typical Application<br /> # TDD—telecommunication device for the deaf<br /> # TRB—Transportation Research Board<br /> # TTC—temporary traffic control<br /> # U.S.—United States<br /> # U.S.C.—United States Code<br /> # USDOT—United States Department of Transportation<br /> # UVC—Uniform Vehicle Code<br /> # VPH or vph—vehicles per hour<br /> # V2I—vehicle to infrastructure<br /> <br /> =={{SpanID|911.4.1}}Purpose and Principles of Traffic Control Devices (MUTCD Section 1D.01)==<br /> <br /> '''Support. '''The purpose of traffic control devices, as well as the principles for their use, is to promote highway safety, inclusion and mobility of all road users, and efficiency by providing for the orderly movement of road users on streets, highways, bikeways, and site roadways open to public travel throughout the Nation. [[:Category:911_General_(MUTCD_Part_1) #911.1.3|Section 1A.03]] contains additional information on target road users.<br /> <br /> This Manual contains the basic principles that govern the design and use of traffic control devices for all streets, highways, bikeways, and site roadways open to public travel (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]]) regardless of type or class or the public agency, official, or owner having jurisdiction. The text of this Manual specifies the restriction on the use of a device if it is intended for limited application or for a specific system. It is important that these principles be given primary consideration in the selection and application of each device.<br /> <br /> '''Guidance. '''To be effective, a traffic control device should:<br /> ::A. Fulfill a need;<br /> ::B. Command attention;<br /> ::C. Convey a clear, simple meaning;<br /> ::D. Command respect from road users; and<br /> ::E. Give adequate time for proper response.<br /> <br /> Design, placement, operation, maintenance, and uniformity are aspects that should be carefully considered in order to maximize the ability of a traffic control device to be consistent with the five principles listed in the above paragraph. Vehicle speed and road-user types should be carefully considered as an element that governs the design, operation, placement, and location of various traffic control devices.<br /> <br /> The proper use of traffic control devices should provide the road user with the information necessary to safely, efficiently, and lawfully use the streets, highways, pedestrian facilities, and bikeways. <br /> <br /> '''Standard. '''Traffic control devices used on site roadways open to public travel shall have the same shape, color, and meaning as those required by the MUTCD for use on public highways, except as provided otherwise elsewhere in this Manual. Sign size exceptions are noted in each Part as applicable.<br /> <br /> =={{SpanID|911.4.2}}Responsibility and Authority for Traffic Control Devices (MUTCD Section 1D.02)==<br /> <br /> '''Standard. '''The responsibility for the design, placement, operation, maintenance, and uniformity of traffic control devices in compliance with the provisions of this Manual shall rest with the public agency or the official having jurisdiction, or, in the case of site roadways open to public travel, with the private owner or private official having jurisdiction. <br /> <br /> All regulatory traffic control devices shall be supported by laws, ordinances, or regulations. <br /> <br /> Traffic control devices, public announcements or notices, and other signs or messages within the highway right-of-way shall be placed only as authorized by a public authority or the official having jurisdiction, or, in the case of site roadways or private toll roads open to public travel, by the private owner or private official having jurisdiction, for the purpose of regulating, warning, or guiding traffic.<br /> <br /> When the public agency or the official having jurisdiction over a street or highway or, in the case of site roadways open to public travel, the private owner or private official having jurisdiction, has granted proper authority, others such as contractors and public utility companies shall be allowed to install temporary traffic control devices in temporary traffic control zones. Such traffic control devices shall comply with the provisions of this Manual. <br /> <br /> Signs and other devices that do not have any traffic control purpose that are placed within the highway right-of-way shall not be located where they will interfere with, or detract from, traffic control devices. <br /> <br /> '''Support. '''States are encouraged to adopt, through policy or legislation, the provisions of 23 CFR 750.108 that restrict outdoor advertising from resembling traffic control devices. See [[236.16 Outdoor Advertising #236.16| EPG 236.16]].<br /> <br /> =={{SpanID|911.4.3}}Engineering Study and Engineering Judgment (MUTCD Section 1D.03)==<br /> <br /> '''Support. '''Definitions of professional engineer, engineering study, and engineering judgment are provided in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]].<br /> <br /> The application of engineering study and engineering judgment is a fundamental principle of the use of traffic control devices. It is for this reason that, in most cases, the selection of a particular device is not required by a Standard provision, but is determined by engineering study or engineering judgment. Many Standard provisions in this Manual specifically require, by explicit language in the individual provisions or by implication, the application of engineering study or engineering judgment in applying those Standards. Site-specific conditions might result in the determination that it is impossible or impracticable to comply with a Standard at that location. In such a case, a deviation from the requirement of a particular Standard at that location might be the only possibility. In such limited, specific cases, the deviation is allowed, provided that the agency or official having jurisdiction fully documents, through an engineering study, the engineering basis for the deviation.<br /> <br /> '''Standard. '''This Manual describes the application of traffic control devices, but shall not be a legal requirement for their installation.<br /> <br /> '''Support. '''The MUTCD does not mandate, and is not intending to imply, that an engineer must make the final decision whether to implement or execute the determination or advice of an engineer by installing or constructing the traffic control device to the engineer’s specification in the field. Rather, the engineer, individual under supervision of an engineer, or other individual as duly authorized by State law to engage in the practice of engineering, develops an engineering-based solution that includes the specifications for selection and placement of traffic control devices, but the responsibility for a final decision to implement that solution rests with the agency having jurisdiction over the roadway, after consultation with and based on advice from the engineer.<br /> <br /> '''Guidance. '''The decision to use a particular device at a particular location should be made on the basis of either an engineering study or the application of engineering judgment by an engineer, someone under the direct supervision of an engineer, or other individual as duly authorized by State law to engage in the practice of engineering. Thus, while this Manual provides Standards, Guidance, and Options for design and application of traffic control devices, this Manual should not be considered a substitute for engineering judgment. Engineering judgment should be exercised in the selection and application of traffic control devices, as well as in the location and design of roads and streets that the devices complement.<br /> <br /> Early in the processes of location and design of roads and streets, engineers should coordinate such location and design with the design and placement of the traffic control devices to be used with such roads and streets.<br /> <br /> Jurisdictions, or owners of site roadways or private toll roads open to public travel, with responsibility for traffic control that do not have an engineer on their staff who is trained and/or experienced in traffic control devices should seek engineering assistance from others, such as the State transportation agency, their county, a nearby large city, or a traffic engineering consultant.<br /> <br /> '''Support. '''The provisions of this Manual are intended to be interpreted and applied by engineers or those under the supervision of an engineer. The construction of the provisions of this Manual, therefore, are informed by bases referenced in Paragraphs 9 and 10 of this Section. <br /> <br /> The National Council of Examiners for Engineering and Surveying (NCEES) has defined the practice of engineering as “any service or creative work requiring engineering education, training, and experience in the application of engineering principles and the interpretation of engineering data to engineering activities that potentially impact the health, safety, and welfare of the public.” The practice of engineering is, therefore, subject to regulation in the public interest and is regulated by the State licensing boards in order to safeguard the health, safety, and welfare of the public. The NCEES has defined an engineer as “an individual who is qualified to practice engineering by reason of engineering education, training, and experience in the application of engineering principles and the interpretation of engineering data.” <br /> <br /> The U.S. Office of Personnel Management (OPM) has defined the professional knowledge of engineering as “the comprehensive, in-depth knowledge of mathematical, physical, and engineering sciences applicable to a specialty field of engineering that characterizes a full 4-year engineering program leading to a bachelor's degree, or the equivalent.” The OPM has defined professional ability to apply engineering knowledge as “the ability to (a) apply fundamental and diversified professional engineering concepts, theories, and practices to achieve engineering objectives with versatility, judgment, and perception; (b) adapt and apply methods and techniques of related scientific disciplines; and (c) organize, analyze, interpret, and evaluate scientific data in the solution of engineering problems.”<br /> <br /> Requisite technical training in the application of the principles of the MUTCD might be available from the State’s Local Technical Assistance Program (LTAP) for needed engineering guidance and assistance.<br /> <br /> =={{SpanID|911.4.4}}Design of Traffic Control Devices (MUTCD Section 1D.04)==<br /> <br /> '''Guidance. '''Devices should be designed so that features such as size, shape, color, composition, lighting or retroreflection, and contrast are combined to draw attention to the devices; so that size, shape, color, and simplicity of message combine to produce a clear meaning; so that legibility and size combine with placement to provide adequate time for response; and so that uniformity, size, legibility, and reasonableness of the message combine to command respect.<br /> <br /> '''Option. '''Except for symbols and colors, minor modifications in the specific design elements of a device may be made based on an engineering study or engineering judgment, in accordance with the paragraph below, provided the essential appearance characteristics are preserved.<br /> <br /> '''Guidance. '''Aspects of the standard design of a traffic control device should not be modified unless there is a demonstrated need in unusual circumstances, based on an engineering study or engineering judgment.<br /> <br /> '''Support. '''An example of acceptably modifying the design of a device would be to modify the Combination Horizontal Alignment/Intersection (W1-10) sign to show intersecting side roads on both sides rather than on just one side of the major road within the curve.<br /> =={{SpanID|911.4.5}}Color Code (MUTCD Section 1D.05)==<br /> <br /> '''Support. '''The following color code establishes general meanings for 11 colors of a total of 13 colors that have been identified as being appropriate for use in conveying traffic control information.<br /> <br /> '''Standard. '''The general meaning of the 13 colors shall be as follows:<br /> ::A. Black—regulation<br /> ::B. Blue—road-user services guidance, tourist information, and evacuation route<br /> ::C. Brown—recreational and cultural interest area guidance<br /> ::D. Coral—reserved for future designation (see Paragraph 4 of this Section)<br /> ::E. Fluorescent Pink—incident management<br /> ::F. Fluorescent Yellow-Green—school bus warning and school warning<br /> ::G. Green—indicated movements or actions permitted and direction guidance<br /> ::H. Light Blue—reserved for future designation (see Paragraph 4 of this Section)<br /> ::I. Orange—temporary traffic control<br /> ::J. Purple—restricted to use only by vehicles with registered electronic toll collection (ETC) accounts<br /> ::K. Red—stop or prohibition<br /> ::L. White—regulation<br /> ::M. Yellow—warning<br /> <br /> These colors shall be used only as prescribed for the specific devices or applications throughout this Manual.<br /> <br /> '''Support. '''The two colors for which general meanings have not yet been assigned are being reserved for future applications that will be determined only by the FHWA after consultation with the States, the engineering community, and the general public. The meanings described in this Section are of a general nature. More specific assignments of colors are given in the individual Parts of this Manual relating to each class of devices. <br /> <br /> Tolerance limits for each color are contained in 23 CFR Part 655, Appendix to Subpart F and are available at the Federal Highway Administration’s MUTCD Web site at http://mutcd.fhwa.dot.gov. <br /> =={{SpanID|911.4.6}}Public Domain, Copyrights, and Patents (MUTCD Section 1D.06)==<br /> <br /> '''Standard. '''Traffic control device design or application provisions contained in this Manual shall be in the public domain. Traffic control devices contained in this Manual shall not be protected by a patent, trademark, or copyright, except for the Interstate Shield, 511 Travel Information pictograph, National Scenic Byway graphic, and any items under the stewardship of or owned by FHWA.<br /> <br /> A traffic control device design or application shall not be eligible for official experimentation (see [[:Category:911_General_(MUTCD_Part_1) #911.2.5|Section 1B.05]]) or interim approval (see [[:Category:911_General_(MUTCD_Part_1) #911.2.7|Section 1B.07]]) unless it is in the public domain. Express abandonment of any and all forms of proprietary protection, such as patents, trademarks, or copyrights, related to the design and application of the traffic control device shall satisfy the requirement for the traffic control device to be in the public domain. <br /> <br /> The requirement for the traffic control device to be in the public domain shall not apply to individual components used in the assembly or manufacture of the traffic control device.<br /> <br /> '''Support. '''The limitation on patented, trademarked, or copyrighted traffic control devices applies to the message that the device conveys to the road user. If a patent or other protection covers the device’s communication to the road user by virtue of its appearance, audible message, or other aspects of the message conveyed (such as the order in which traffic control signal indications change from green to yellow and red), then the device is considered to be protected and not in the public domain. Such a device is precluded from inclusion in this Manual. The purpose of this limitation is to ensure uniformity of the messaging of individually approved traffic control devices. This limitation does not apply to other aspects of a device (such as internal controls, circuitry, electronics, mechanics, or housing) so long as the appearance, audible message, or other aspects of the message conveyed, including the manner of conveyance, remain freely reproducible by all without infringing on any proprietary rights or interests. This Manual does not prohibit such other aspects of a traffic control device that meet the legal requirements from being protected through patent, trademark, or copyright; and does not restrict components, parts, manufacturing processes, or similar aspects of traffic control devices from being patented or otherwise protected. Examples of acceptable protected traffic control device components or parts might include: sign sheeting or retroreflectivity technology, internal electronic components of traffic signal controllers, and breakaway sign support mechanisms. <br /> <br /> Pictographs, as defined in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]], are embedded in traffic control devices, but the pictographs themselves are not considered traffic control devices for the purposes of the above paragraph.<br /> <br /> Business identification logos, as defined in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]], are embedded in traffic control devices, but the logos themselves are not considered traffic control devices for the purposes of the above Support paragraph.<br /> <br /> =={{SpanID|911.4.7}}Advertising (MUTCD Section 1D.07)==<br /> <br /> '''Standard. '''Traffic control devices or their supports shall not bear any advertising message or any other message that is not related to traffic control.<br /> <br /> '''Support. '''Acknowledgment signs (see [[903.8 General Information Signs (MUTCD Chapter 2H) #903.8.12|EPG 903.8.12]]), Specific Service signs (see [[903.10 Specific Service Signs (MUTCD Chapter 2J) #903.10|EPG 903.10]]), and Tourist-Oriented Directional signs (see [[903.11 Tourist-Oriented Directional Signs (MUTCD Chapter 2K) #903.11| EPG 903.11]]) are not considered advertising.<br /> <br /> =={{SpanID|911.4.8}}Abbreviations Used on Traffic Control Devices (MUTCD Section 1D.08)==<br /> <br /> '''Standard. '''When the word messages shown in [[#tab1d1|Table 1D-1]] need to be abbreviated in connection with traffic control devices, the abbreviations shown in [[#tab1d1|Table 1D-1]] shall be used.<br /> <br /> When the word messages shown in [[#tab1d2|Table 1D-2]] need to be abbreviated on a portable changeable message sign, the abbreviations shown in [[#tab1d2|Table 1D-2]] shall be used. Unless indicated by an asterisk, these abbreviations shall only be used on portable changeable message signs.<br /> <br /> '''Guidance. '''The abbreviations for the words listed in [[#tab1d2|Table 1D-2]] that also show a prompt word should not be used on a portable changeable message sign (or on a static sign if indicated in [[#tab1d2|Table 1D-2]] by an asterisk) unless the prompt word shown in [[#tab1d2|Table 1D-2]] either precedes or follows the abbreviation, as applicable. <br /> <br /> '''Standard. '''The abbreviations shown in [[#tab1d3|Table 1D-3]] shall not be used in connection with traffic control devices because of their potential to be misinterpreted by road users.<br /> <br /> '''Guidance. '''If [[#tab1d1|Table 1D-1]] or [[#tab1d2|Table 1D-2]] indicates that more than one abbreviation is allowed for a given word or phrase, the same abbreviation should be used throughout a single jurisdiction. <br /> <br /> Except as otherwise provided in [[#tab1d1|Table 1D-1]] or [[#tab1d2|Table 1D-2]] or unless necessary to avoid confusion, periods, commas, apostrophes, question marks, ampersands, and other punctuation marks or characters that are not letters or numerals should not be used in any abbreviation.<br /> <br /> {{SpanID|tab1d1}}<br /> {| class=&quot;wikitable&quot; style=&quot;max-width: 800px;&quot;<br /> |+ Table 1D-1. General Abbreviations<br /> !Word Message !! Standard Abbreviation<br /> |-<br /> |Afternoon || PM<br /> |-<br /> |Alternate || ALT<br /> |-<br /> |AM Radio || AM<br /> |-<br /> |Avenue || Ave, Av*<br /> |-<br /> |Bicycle(s) || BIKE, BIKES<br /> |-<br /> |Boulevard || Blvd*<br /> |-<br /> |Bridge || (See [[#tab1d2|Table 1D-2]])<br /> |-<br /> |CB Radio || CB<br /> |-<br /> |Center || Ctr**<br /> |-<br /> |Circle || Cir*<br /> |-<br /> |Civil Defense || CD<br /> |-<br /> |Compressed Natural Gas || CNG<br /> |-<br /> |Court || Ct*<br /> |-<br /> |Crossing (other than highway-rail) || X-ING<br /> |-<br /> |Drive || Dr*<br /> |-<br /> |East || E<br /> |-<br /> |Electric Vehicle || EV<br /> |-<br /> |Expressway || Expwy*<br /> |-<br /> |Feet || FT<br /> |-<br /> |FM Radio || FM<br /> |-<br /> |Freeway || Fwy*<br /> |-<br /> |Hazardous Material(s) || HAZMAT, HAZMATS<br /> |-<br /> |High Occupancy Vehicle(s) || HOV<br /> |-<br /> |Highway || Hwy*<br /> |-<br /> |Hospital || HOSP<br /> |-<br /> |Hour(s) || HR, HRS<br /> |-<br /> |Information || INFO<br /> |-<br /> |Inherently Low Emission Vehicle || ILEV<br /> |-<br /> |International || Intl<br /> |-<br /> |Interstate || (See [[#tab1d2|Table 1D-2]])<br /> |-<br /> |Junction / Intersection || JCT<br /> |-<br /> |Lane || (See Table 1D-2)<br /> |-<br /> |Liquified Petroleum Gas || LP-GAS<br /> |-<br /> |Maximum || MAX<br /> |-<br /> |Mile(s) || MI<br /> |-<br /> |Miles per Hour || MPH<br /> |-<br /> |Minimum || MIN<br /> |-<br /> |Minute(s) || MIN, MINS<br /> |-<br /> |Morning / Late Night || AM<br /> |-<br /> |Mount || Mt**<br /> |-<br /> |Mountain || Mtn**<br /> |-<br /> |National || Natl**<br /> |-<br /> |North || N<br /> |-<br /> |Northeast || NE<br /> |-<br /> |Northwest || NW<br /> |-<br /> |Parkway || Pkwy*<br /> |-<br /> |Pedestrian(s) || PED, PEDS<br /> |-<br /> |Place || Pl*<br /> |-<br /> |Pounds || LBS<br /> |-<br /> |Road || Rd*<br /> |-<br /> |Saint || St**<br /> |-<br /> |South || S<br /> |-<br /> |Southeast || SE<br /> |-<br /> |Southwest || SW<br /> |-<br /> |State, county, or other non-US or &lt;br/&gt;non-Interstate numbered route || (See [[#tab1d2|Table 1D-2]])<br /> |-<br /> |Street || St*<br /> |-<br /> |Telephone || PHONE<br /> |-<br /> |Temporary || TEMP<br /> |-<br /> |Terrace || Ter*<br /> |-<br /> |Thruway || Thwy*<br /> |-<br /> |Ton(s) || T<br /> |-<br /> |Trail || Tr*<br /> |-<br /> |Turnpike || Tpk*<br /> |-<br /> |Two-Way Intersection, &lt;br/&gt;Two-Way Traffic || 2-WAY<br /> |-<br /> |US Numbered Route || (See [[#tab1d2|Table 1D-2]])<br /> |-<br /> |West || W<br /> |-<br /> ! colspan=&quot;2&quot; | Days of the Week<br /> |-<br /> ! Day !! Standard Abbreviation<br /> |-<br /> | Sunday || SUN<br /> |-<br /> |Monday || MON<br /> |-<br /> |Tuesday || TUES***<br /> |-<br /> |Wednesday || WED<br /> |-<br /> |Thursday || THURS***<br /> |-<br /> |Friday || FRI<br /> |-<br /> |Saturday || SAT<br /> |-<br /> | style=&quot;background-color: #ffffff;&quot; colspan=&quot;2&quot; | '''Legend:''' &lt;br/&gt; * Abbreviation shall not be used for any application other than the name of a roadway. See [[903.4_Guide_Signs—Conventional_Roads_(MUTCD_Chapter_2D)#tab903.4.7.1|Table 2D-3]] for complete list of street name descriptors. Examples include: Bayshore Fwy, Cross County Hwy, Mid-County Pkwy &lt;br/&gt;** Abbreviation shall not be used for any application other than as a descriptor or title within a proper name. Examples include: Vestal Ctr, Mt Hope, Pocono Mtn, Eldorado Natl Forest, St Louis &lt;br/&gt;*** Tuesday and Thursday may be abbreviated on a Changeable Message Sign (CMS) to TUE and THU, respectively, when the number of Characters in a message to be displayed cannot be practically reduced through rewording to fit thenumber of characters supported by the CMS, such as might occur at times on a portable CMS. &lt;br/&gt;'''Note:''' Abbreviations shown in upper- and lower-case lettering may be in all upper-case lettering when displayed on a changeable message sign with lower resolution that will not accommodate lower-case letter forms. See [[903.12 Changeable Message Signs (MUTCD Chapter 2L)#903.12|Chapter 2L]] of this Manual.<br /> |}<br /> <br /> <br /> {{SpanID|tab1d2}}<br /> {| class=&quot;wikitable&quot;<br /> |+ Table 1D-2. Abbreviations that Shall be Used Only for Temporary Messages on Portable Changeable Message Signs<br /> !Word Message !! Standard Abbreviation !! Prompt Word Preceding the Abbreviation !! Prompt Word Following the Abbreviation !! Example<br /> |-<br /> |Access || ACCS || — || Road || ACCS ROAD<br /> |-<br /> |Ahead || AHD || Fog || — || FOG AHD<br /> |-<br /> |Blocked || BLKD || Lane || — || 2 LANES BLKD<br /> |-<br /> |Bridge || BR* || [Name] || — || BAY BR<br /> |-<br /> |Cannot || CANT || — || — || —<br /> |-<br /> |Center || CNTR || — || Lane || CNTR LANE, CNTR LN<br /> |-<br /> |Chemical || CHEM || — || Spill || CHEM SPILL<br /> |-<br /> |Condition || COND || Traffic || — || TRAFFIC COND<br /> |-<br /> |Congested || CONG || Traffic || — || TRAFFIC CONG AHD<br /> |-<br /> |Construction || CONST || — || Ahead || CONST AHEAD<br /> |-<br /> |Crossing || XING || — || — || PED XING<br /> |-<br /> |Do Not || DONT || — || — || —<br /> |-<br /> |Downtown || DWNTN || — || Traffic || DWNTN TRAFFIC<br /> |-<br /> |rowspan=&quot;2&quot; | Eastbound || EAST || Route Number, Road Name || — || I-4 EAST<br /> |-<br /> |E-BND || — || Lane, Traffic || E-BND LANE<br /> |-<br /> |Emergency || EMER || — || — || EMER VEHICLES<br /> |-<br /> |Entrance, Enter || ENT || — || — || ENT TO I-90<br /> |-<br /> |Exit || EX || Next || — || NEXT EX<br /> |-<br /> |Express || EXP || — || Lane || EXP LANE OPEN<br /> |-<br /> |Frontage || FRNTG || — || Road || FRNTG RD<br /> |-<br /> |Hazardous || HAZ || — || Driving || HAZ DRIVING<br /> |-<br /> |Highway-Rail Grade Crossing || RR XING || — || — || RR XING<br /> |-<br /> |Interstate || I-* || — || [Number] || I-80<br /> |-<br /> |It Is || ITS || — || — || —<br /> |-<br /> |Lane(s) (travel lanes of &lt;br/&gt;a highway) || LN, LNS || Right, Left, Center || — || LEFT LN ONLY &lt;br/&gt;2 RIGHT LNS<br /> |-<br /> |rowspan=&quot;2&quot; | Left || LFT || Keep, Next || — || NEXT LFT<br /> |-<br /> |LFT || — || Lane || LFT LANE<br /> |-<br /> |Local || LOC || — || Traffic || LOC TRAFFIC ONLY<br /> |-<br /> |Lower || LWR || — || Level || LWR LEVEL<br /> |-<br /> |Maintenance || MAINT || — || — || ROAD MAINT<br /> |-<br /> |Major || MAJ || — || Crash || MAJ CRASH<br /> |-<br /> |Minor || MNR || — || Crash || MNR CRASH<br /> |-<br /> |Normal || NORM || — || — || —<br /> |-<br /> |rowspan=&quot;2&quot; | Northbound || NORTH || Route Number, Road Name || — || US 1 NORTH<br /> |-<br /> |N-BND || — || Lane, Traffic || N-BND TRAFFIC<br /> |-<br /> |Oversized || OVRSZ || — || Load || OVRSZ LOAD<br /> |-<br /> |Parking || PKING || — || — || —<br /> |-<br /> |Pavement || PVMT || Icy || — || ICY PVMT<br /> |-<br /> |Prepare || PREP || — || To Stop || PREP TO STOP<br /> |-<br /> |Quality || QLTY || Air || — || AIR QLTY<br /> |-<br /> |rowspan=&quot;2&quot; | Right || RT Keep, Next || — || KEEP RT<br /> |-<br /> |RT || — || Lane || RT LANE<br /> |-<br /> |Road Work || RD WK || — || Ahead, [Distance] || RD WK 1 MILE<br /> |-<br /> |Route || RTE || Best || — || BEST RTE<br /> |-<br /> |Service || SERV || — || — || SERV AREA OPEN<br /> |-<br /> |Shoulder || SHLDR || — || — || SHLDR CLOSED<br /> |-<br /> |Slippery || SLIP || — || — || —<br /> |-<br /> |rowspan=&quot;2&quot; | Southbound || SOUTH || Route Number, Road Name || — || CA 1 SOUTH<br /> |-<br /> |S-BND || — || Lane, Traffic || S-BND TRAFFIC<br /> |-<br /> |Speed || SPD || — || — || SPD LIMIT<br /> |-<br /> |State, County, or other &lt;br/&gt;non-U.S. or non-Interstate &lt;br/&gt;numbered route || [Route Abbreviation &lt;br/&gt;determined by &lt;br/&gt;highway agency]* || — || [Number]** || NY 7, CR 43<br /> |-<br /> |Tires With Lugs || LUGS || — || — || —<br /> |-<br /> |Traffic || TRAF || — || — || —<br /> |-<br /> |Travelers || TRVLRS || — || — || —<br /> |-<br /> |Two-Wheeled Vehicles || CYCLES || — || — || —<br /> |-<br /> |Upper || UPR || — || Level || UPR LEVEL<br /> |-<br /> |U.S. Numbered Route || US* || — || [Number]** || US 202<br /> |-<br /> |Vehicle(s) || VEH, VEHS || — || — || —<br /> |-<br /> |Warning || WARN || — || — || —<br /> |-<br /> |rowspan=&quot;2&quot; | Westbound || WEST || Route Number, Road Name || — || IL 53 WEST<br /> |-<br /> |W-BND || — || Lane, Traffic || W-BND LANES<br /> |-<br /> |Will Not || WONT || — || — || —<br /> |-<br /> | style=&quot;background-color: #ffffff;&quot; colspan=&quot;8&quot; | '''Legend:''' &lt;br/&gt; * Abbreviation, when accompanied by the prompt word, may be used on traffic control devices other than portable message signs. See [[#tab1d1|Table 1D-1]] for uses and format. &lt;br/&gt;** A space and no hyphen shall be placed between the abbreviation and the number of the route. &lt;br/&gt;'''Note:''' See [[903.12 Changeable Message Signs (MUTCD Chapter 2L)#903.12|Chapter 2L]] of this Manual for additional information on changeable message signs.<br /> |}<br /> <br /> {{SpanID|tab1d3}}<br /> {| class=&quot;wikitable&quot;<br /> |+ Table 1D-3. Unacceptable Abbreviations<br /> ! Abbreviation !! Intended &lt;br/&gt;Word !! Common &lt;br/&gt;Misinterpretation<br /> |-<br /> |ACC || Accident || Access (Road)<br /> |-<br /> |CLRS || Clears || Colors<br /> |-<br /> |DLY || Delay || Daily<br /> |-<br /> |FDR || Feeder || Federal<br /> |-<br /> |L || Left || Lane (Merge)<br /> |-<br /> |LT || Light (Traffic) || Left<br /> |-<br /> |PARK || Parking || Park<br /> |-<br /> |POLL || Pollution (Index) || Poll<br /> |-<br /> |RED || Reduce || Red<br /> |-<br /> |STAD || Stadium || Standard<br /> |-<br /> |WRNG || Warning || Wrong<br /> |}<br /> <br /> =={{SpanID|911.4.9}}Placement and Operation of Traffic Control Devices (MUTCD Section 1D.09)==<br /> <br /> '''Standard. '''Before any highway, site roadway open to public travel (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]]), detour, or temporary route is opened to public travel, all traffic control devices necessary for safe operation shall be in place. <br /> <br /> '''Option. '''Temporary traffic control devices, as provided for in Part 6 of this Manual, may be used in place of permanent devices that have yet to be installed for safe operation. <br /> <br /> '''Guidance. '''Placement of a traffic control device should be within the road user’s view so that adequate visibility is provided. To aid in conveying the proper meaning, the traffic control device should be appropriately positioned with respect to the location, object, or situation to which it applies. The location and legibility of the traffic control device should be such that a road user has adequate time to make the proper response in both day and night conditions.<br /> <br /> Traffic control devices should be placed and operated in a uniform and consistent manner as part of maintaining uniformity in traffic control. <br /> <br /> '''Support. '''Inconsistent placement or use of a device can result in disrespect for the device at locations where the device is needed and appropriate.<br /> <br /> '''Guidance. '''Unnecessary traffic control devices should be removed. The fact that a device is in good physical condition should not be a basis for deferring needed removal or change.<br /> <br /> '''Support. '''[[903.1 General (MUTCD Chapter 2A) #903.1.2|EPG 903.1.2]] contains information on excessive use of signs and other considerations that can reduce their effectiveness and the effectiveness of other traffic control devices.<br /> <br /> =={{SpanID|911.4.10}}Maintenance of Traffic Control Devices (MUTCD Section 1D.10)==<br /> <br /> '''Guidance. '''Functional maintenance of traffic control devices should be used to determine if certain devices need to be changed to meet current traffic conditions.<br /> <br /> Physical maintenance of traffic control devices should be performed to retain the legibility and visibility of the device, and to retain the proper functioning of the device.<br /> <br /> '''Support. '''Clean, legible, properly-mounted devices in good working condition command the respect of road users.<br /> =={{SpanID|911.4.11}}Crashworthiness of Traffic Control Devices and Other Roadside Appurtenances (MUTCD Section 1D.11)==<br /> <br /> '''Standard. '''In accordance with various Sections of this Manual, certain traffic control devices and their supports, and/or related appurtenances shall be crashworthy (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|Section 1C.02]]). Crashworthiness provisions in this Manual shall apply to all streets, highways, and site roadways open to public travel.<br /> <br /> '''Support. '''Roadside appurtenances include permanent and portable sign supports, other permanent or temporary traffic control devices, and other roadside fixtures that are not traffic control devices, such as longitudinal barriers, bridge railings, and crash cushions, within the clear zone. Crashworthiness of a device or appurtenance is determined by nationally established standards such as the “Manual for Assessing Safety Hardware” (MASH), 2016, AASHTO. Information on the FHWA’s policy on crashworthiness of devices on the National Highway System and other roadways is available at the FHWA Office of Safety Web site at https://safety.fhwa.dot.gov/roadway_dept/countermeasures/reduce_crash_severity/policy_memo_guidance.cfm.</div>

TaracksA https://epgtest.modot.org/index.php?title=903.2_Regulatory_Signs_and_Barricades_(MUTCD_Chapter_2B)&diff=61204 2025-12-01T14:33:22Z

<p>TaracksA: </p> <hr /> <div>[[Category:903 Highway Signing (MUTCD Part 2)|903.02]]<br /> {| align=&quot;right&quot; style=&quot;margin-left: 15px; max-width: 690px;&quot;<br /> | __TOC__<br /> |}<br /> =={{SpanID|903.2.1}}903.2.1 Application of Regulatory Signs (MUTCD Section 2B.01)==<br /> <br /> '''Standard. '''Regulatory signs shall be used to inform road users of selected traffic laws or regulations and to indicate the applicability of the legal requirements.<br /> <br /> Regulatory signs shall be installed at or near where the regulations apply. The signs shall clearly indicate the requirements imposed by the regulations and shall be designed and installed to provide adequate visibility and legibility in order to obtain compliance.<br /> <br /> Regulatory signs shall be retroreflective or illuminated (see [[903.1 General (MUTCD Chapter 2A) #903.1.21|EPG 903.1.21]]).<br /> <br /> =={{SpanID|903.2.2}}903.2.2 Design of Regulatory Signs (MUTCD Section 2B.02)==<br /> <br /> '''Standard. '''Regulatory signs shall be rectangular unless specifically designated otherwise in the EPG. Regulatory signs shall be designed in accordance with the sizes, shapes, colors, and legends contained in the FHWA “Standard Highway Signs” publication (see [[:Category:911 General (MUTCD Part 1) #911.1.5|EPG 911 (MUTCD Section 1A.05)]]).<br /> <br /> '''Support. '''The use of educational plaques to supplement symbol signs is described in [[903.1 General (MUTCD Chapter 2A) #903.1.9|EPG 903.1.9]].<br /> <br /> The use of LEDs in the border or legend of regulatory signs is described in [[903.1 General (MUTCD Chapter 2A) #903.1.12|EPG 903.1.12]].<br /> <br /> '''Standard. '''LED signs displaying a part-time prohibitory message incorporating a red circle and diagonal of a static sign shall display a red symbol that approximates the same red circle and diagonal as closely as possible. The symbol of the action to be prohibited shall be displayed in white LEDs on a black background.<br /> <br /> A regulatory sign displayed entirely with LEDs and incorporated within the border of a larger full-matrix changeable message sign shall display the regulatory sign legend in the size, shape, color, and legend of the standard regulatory sign.<br /> <br /> =={{SpanID|903.2.3}}903.2.3 Size of Regulatory Signs (MUTCD Section 2B.03)==<br /> <br /> '''Standard. '''Except as provided in [[903.1 General (MUTCD Chapter 2A) #903.1.7|EPG 903.1.7]], the minimum sizes for regulatory signs shall be as shown in [[#tab903.2.3|Table 903.2.3]].<br /> <br /> '''Support. ''' [[903.1 General (MUTCD Chapter 2A) #903.1.7|EPG 903.1.7]] contains information regarding the applicability of the various columns in [[#tab903.2.3|Table 903.2.3]].<br /> <br /> '''Guidance. '''The minimum sizes for regulatory signs facing traffic on exit and entrance ramps at interchanges should be as shown in the column of [[#tab903.2.3|Table 903.2.3]] that corresponds to the mainline roadway classification (Expressway/Freeway). <br /> <br /> '''Standard. '''The minimum size for WRONG WAY and DO NOT ENTER signs on ramps facing the opposite direction of travel where a road user could wrongly enter the ramp from a conventional road shall be the size listed in the Conventional Road - Standard column of [[#tab903.2.3|Table 903.2.3]]. See [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.37|EPG 903.2.37]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.38|903.2.38]] for additional information.<br /> <br /> '''Option. '''The minimum size for WRONG WAY and DO NOT ENTER signs on ramps facing the opposite direction of travel where a road user could wrongly enter the ramp from a conventional road may be increased to the size in the Conventional Road – Oversized column of [[#tab903.2.3|Table 903.2.3]] when the need for greater emphasis has been determined based on engineering judgement.<br /> <br /> {{SpanID|tab903.2.3}}<br /> {| class=&quot;wikitable&quot; style=&quot;text-align: center&quot;<br /> |-<br /> |+ Table 903.2.3, Regulatory Sign and Plaque Sizes<br /> ! rowspan=&quot;2&quot; | Sign or Plaque<br /> ! rowspan=&quot;2&quot; | Sign Designation<br /> ! rowspan=&quot;2&quot; | EPG Article<br /> ! colspan=&quot;3&quot; | Conventional Road (in. x in.)<br /> ! Freeway/Expressway (in. x in.)<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Standard<br /> ! Oversized<br /> ! Special<br /> ! Mainline and Ramps<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Stop<br /> | R1-1<br /> | [[#903.2.4|903.2.4]]<br /> | 36 X 36<br /> | 48 X 48<br /> | -<br /> | 48 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Yield<br /> | R1-2<br /> | [[#903.2.5|903.2.5]]<br /> | 48 X 48 X 48<br /> | 60 X 60 X 60<br /> | -<br /> | 60 X 60 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| To Oncoming Traffic (plaque)<br /> | R1-2aP<br /> | [[#903.2.5|903.2.5]]<br /> | 36 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| All-Way (plaque)<br /> | R1-3P<br /> | [[#903.2.4|903.2.4]]<br /> | 30 X 12<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Yield Here To Pedestrians<br /> | R1-5<br /> | [[#903.2.18|903.2.18]]<br /> | 36 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Yield Here to Trail Crossing<br /> | R1-5d<br /> | [[#903.2.18|903.2.18]]<br /> | 36 X 42<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| In-Street Pedestrian Crossing - Yield<br /> | R1-6<br /> | [[#903.2.19|903.2.19]]<br /> | 12 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| In-Street Trail Crossing - Yield<br /> | R1-6d<br /> | [[#903.2.19|903.2.19]]<br /> | 12 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Speed Limit<br /> | R2-1<br /> | [[#903.2.20|903.2.20]]<br /> | 36 X 48<br /> | 48 X 60<br /> | -<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Combined Speed Limit<br /> | R2-4a<br /> | [[#903.2.21|903.2.21]]<br /> | -<br /> | -<br /> | -<br /> | 48 X 96<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Speed Limit _ Except Where Posted<br /> | R2-5d<br /> | [[#903.2.22|903.2.22]]<br /> | 36 X 48<br /> | -<br /> | -<br /> | 36 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Fines Doubled Ends<br /> | R2-20<br /> | [[#903.2.71|903.2.71]]<br /> | 36 X 30<br /> | -<br /> | -<br /> | 36 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Right Turn<br /> | R3-1<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | 48 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Left Turn<br /> | R3-2<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | 48 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Turns<br /> | R3-3<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | 36 X 36<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No U Turn<br /> | R3-4<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Right (Left/Ahead) Only<br /> | R3-5, 5a<br /> | [[#903.2.26|903.2.26]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Straight and Right (Left)<br /> | R3-6<br /> | [[#903.2.27|903.2.27]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Optional Movement U and Left Turn<br /> | R3-6a<br /> | [[#903.2.27|903.2.27]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Optional Movement Left Turns<br /> | R3-6b<br /> | [[#903.2.27|903.2.27]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Right (Left) Lane Must Turn Right (Left)<br /> | R3-7<br /> | [[#903.2.26|903.2.26]]<br /> | 36 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Advance Intersection Lane Control<br /> | R3-8,8a,8b,8xa, 8xb,8xc<br /> | [[#903.2.28|903.2.28]]<br /> | Varies X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Two-Way Left Turn Only (overhead)<br /> | R3-9a<br /> | [[#903.2.29|903.2.29]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Center Lane Two-Way Left Turn Only (post-mounted)<br /> | R3-9b<br /> | [[#903.2.29|903.2.29]]<br /> | 24 X 36<br /> | 36 X 48<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No U Turn/No Left Turn<br /> | R3-18<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Straight Through<br /> | R3-27<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | 48 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Do Not Pass<br /> | R4-1<br /> | [[#903.2.31|903.2.31]]<br /> | 36 X 48<br /> | <br /> | 36 X 48<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Pass With Care<br /> | R4-2<br /> | [[#903.2.32|903.2.32]]<br /> | 36 X 48<br /> | <br /> | 48 X 60<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Slower Traffic Keep Right<br /> | R4-3<br /> | [[#903.2.33|903.2.33]]<br /> | 36 X 48<br /> | 48 X 60<br /> | 48 X 60<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Right<br /> | R4-7<br /> | [[#903.2.34|903.2.34]]<br /> | 24 X 30<br /> | 36 X 48<br /> | 36 X 48<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Right (horizontal arrow)<br /> | R4-7a<br /> | [[#903.2.34|903.2.34]]<br /> | 36 X 48<br /> | 48 X 60<br /> | 48 X 60<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Right (45° arrow)<br /> | R4-7b<br /> | [[#903.2.34|903.2.34]]<br /> | 36 X 48<br /> | 48 X 60<br /> | -<br /> | 84 X 96<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Narrow Keep Right<br /> | R4-7c<br /> | [[#903.2.34|903.2.34]]<br /> | 18 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Left<br /> | R4-8<br /> | [[#903.2.34|903.2.34]]<br /> | 24 X 30<br /> | 36 X 48<br /> | -<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Left (horizontal arrow)<br /> | R4-8a<br /> | [[#903.2.34|903.2.34]]<br /> | 36 X 48<br /> | 48 X 60<br /> | -<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Left (45° arrow)<br /> | R4-8b<br /> | [[#903.2.34|903.2.34]]<br /> | 36 X 48<br /> | 48 X 60<br /> | -<br /> | 84 X 96<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Narrow Keep Left<br /> | R4-8c<br /> | [[#903.2.34|903.2.34]]<br /> | 18 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Right Except to Pass<br /> | R4-16<br /> | [[#903.2.33|903.2.33]]<br /> | 36 X 48<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Do Not Drive on Shoulder<br /> | R4-17<br /> | [[#903.2.35|903.2.35]]<br /> | 36 X 48<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Next Passing Lane _ Miles<br /> | R4-28<br /> | [[#903.2.69|903.2.69]]<br /> | -<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| End Passing Lanes<br /> | R4-29<br /> | [[#903.2.69|903.2.69]]<br /> | -<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Do Not Enter<br /> | R5-1<br /> | [[#903.2.37|903.2.37]]<br /> | 36 X 36<br /> | 48 X 48<br /> | -<br /> | 48 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Wrong Way<br /> | R5-1a<br /> | [[#903.2.39|903.2.39]]<br /> | 42 X 30<br /> | -<br /> | -<br /> | 42 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Trucks<br /> | R5-2<br /> | [[#903.2.36|903.2.36]]<br /> | 36 X 36<br /> | -<br /> | -<br /> | <br /> |-<br /> ! style=&quot;text-align:left;&quot;| Except Local Deliveries (plaque)<br /> | R5-2aP<br /> | [[#903.2.36|903.2.36]]<br /> | 36 X 18<br /> | -<br /> | -<br /> | <br /> |-<br /> ! style=&quot;text-align:left;&quot;| Engine Brake Muffler Required<br /> | R5-23<br /> | -<br /> | 30 X 30<br /> | -<br /> | -<br /> | 30 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Fishing from Bridge<br /> | R5-25<br /> | [[#903.2.36|903.2.36]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | 18 X 24<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Dumping<br /> | R5-28<br /> | [[#903.2.66|903.2.66]]<br /> | -<br /> | -<br /> | -<br /> | 48 X 24<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Authorized and Emergency Vehicles Only<br /> | R5-29<br /> | [[#903.2.36|903.2.36]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Do Not Stop on Tracks<br /> | R5-31<br /> | [[#903.2.45|903.2.45]]<br /> | 24 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| One Way<br /> | R6-1<br /> | [[#903.2.40|903.2.40]]<br /> | 36 X 12<br /> | 48 X 18<br /> | -<br /> | 48 X 18<br /> |-<br /> ! style=&quot;text-align:left;&quot;| One Way<br /> | R6-2<br /> | [[#903.2.40|903.2.40]]<br /> | 24 X 30<br /> | 30 X 36<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Divided Highway (4-legged)<br /> | R6-3<br /> | [[#903.2.41|903.2.41]]<br /> | 30 X 24<br /> | -<br /> | -<br /> | 36 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Divided Highway (T-intersection)<br /> | R6-3a<br /> | [[#903.2.41|903.2.41]]<br /> | 30 X 24<br /> | -<br /> | -<br /> | 36 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Parking Signs<br /> | R7 series<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Reserved Parking<br /> | R7-8<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Van Accessible (plaque)<br /> | R7-8aP<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 9<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Parking on Bridge<br /> | R7-35<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | 18 X 24<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Parking Trucks and Trailers Over 6 Tons<br /> | R7-36<br /> | [[#903.2.62|903.2.62]]<br /> | 18 X 24<br /> | 36 X 48<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Tow Away Zone (plaque)<br /> | R7-201P, R7-201ap<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 9<br /> | -<br /> | <br /> | <br /> |-<br /> ! style=&quot;text-align:left;&quot;| This Side of Sign (plaque)<br /> | R7-202P<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 9<br /> | -<br /> | -<br /> | <br /> |-<br /> ! style=&quot;text-align:left;&quot;| Emergency Stopping Only<br /> | R8-7<br /> | [[#903.2.45|903.2.45]]<br /> | 48 X 36<br /> | -<br /> | -<br /> | 48 X 36<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Pedestrian Crossing (symbol)<br /> | R9-3<br /> | [[#903.2.46|903.2.46]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Pedestrian Crossing<br /> | R9-3a<br /> | [[#903.2.46|903.2.46]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Pedestrian Signal Series<br /> | R10-3 &amp; R10-4 series<br /> | [[#903.2.47|903.2.47]]<br /> | 9 X 15<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Left on Green Arrow Only<br /> | R10-5<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | 30 X 36<br /> | -<br /> | 30 X 36<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Stop Here on Red<br /> | R10-6<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Do Not Block Intersection<br /> | R10-7<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Right Turn Signal<br /> | R10-10R<br /> | -<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Turn on Red<br /> | R10-11<br /> | [[#903.2.49|903.2.49]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Left Turn on Green (Ball)<br /> | R10-12<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | 30 X 36<br /> | -<br /> | 30 X 36<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Left Turn Yield on Flashing Yellow Arrow<br /> | R10-12a<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | 30 X 36<br /> | -<br /> | 30 X 36<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Emergency Signal<br /> | R10-13<br /> | [[#903.2.48|903.2.48]]<br /> | 36 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Emergency Signal Stop on Flashing Red<br /> | R10-14<br /> | [[#903.2.48|903.2.48]]<br /> | 36 X 42<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Emergency Signal - Stop on Flashing Red (overhead)<br /> | R10-14a<br /> | [[#903.2.48|903.2.48]]<br /> | 60 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Stop Here on Red<br /> | R10-14b<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Turning Vehicles Yield to Pedestrians<br /> | R10-15<br /> | [[#903.2.48|903.2.48]]<br /> | 30 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Traffic Signal Photo Enforced<br /> | R10-18a<br /> | [[#903.2.56|903.2.56]]<br /> | 30 X 42<br /> | 36 X 54<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Photo Enforced (symbol plaque)<br /> | R10-19P<br /> | [[#903.2.56|903.2.56]]<br /> | 24 X 12<br /> | 48 X 24<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Crosswalk - Stop on Red<br /> | R10-23<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Stop on Red - Yield on Flashing Red After Stop<br /> | R10-23a<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Push Button for Warning Lights - Wait for Gap in Traffic<br /> | R10-25<br /> | [[#903.2.47|903.2.47]]<br /> | 9 X 12<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| XX Vehicles per Green<br /> | R10-28<br /> | [[#903.2.50|903.2.50]]<br /> | 24 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| XX Vehicles per Green Each Lane<br /> | R10-29<br /> | [[#903.2.50|903.2.50]]<br /> | 36 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Right Turn on Red Must Yield to U-Turn<br /> | R10-30<br /> | [[#903.2.49|903.2.49]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Right Turn Must Yield To U-Turn<br /> | R10-30a<br /> | [[#903.2.49|903.2.49]]<br /> | 36 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Off Median<br /> | R11-1<br /> | [[#903.2.51|903.2.51]]<br /> | 48 X 60<br /> | 48 X 60<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Road Closed<br /> | R11-2<br /> | [[#903.2.52|903.2.52]]<br /> | 48 X 30<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Road Closed _ Miles Ahead Local Traffic Only<br /> | R11-3<br /> | [[#903.2.52|903.2.52]]<br /> | 60 X 30<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Road Closed to Thru Traffic<br /> | R11-4<br /> | [[#903.2.52|903.2.52]]<br /> | 60 X 30<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Weight Limit XX Tons<br /> | R12-1<br /> | [[#903.2.53|903.2.53]]<br /> | 36 X 48<br /> | <br /> | <br /> | 36 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Weigh Station Signs<br /> | R13 series<br /> | [[#903.2.54|903.2.54]]<br /> | Varies<br /> | <br /> | <br /> | Varies<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Truck Route<br /> | R14-1<br /> | [[#903.2.55|903.2.55]]<br /> | 24 X 18<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| State Law Move Over or Slow Down for Stopped Emergency Vehicles<br /> | R16-25<br /> | [[#903.2.57|903.2.57]]<br /> | 120 X 60<br /> | <br /> | <br /> | 120 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Primary Seatbelt City/Country<br /> | R16-27B<br /> | -<br /> | 30 X 36<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| State Law Buckle Up / Phone Down<br /> | R16-30<br /> | [[#903.2.59|903.2.59]]<br /> | 48 X 30<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| State Law Buckle Up / Phone Down<br /> | R16-30a<br /> | [[#903.2.59|903.2.59]]<br /> | -<br /> | <br /> | <br /> | 72 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Roadside Park Signs<br /> | R20-1<br /> | [[#903.2.66|903.2.66]]<br /> | 30 X 30<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Rest Area Regulations<br /> | R20-2<br /> | [[#903.2.67|903.2.67]]<br /> | 30 X 36<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Commuter Parking Regulations<br /> | R20-3<br /> | [[#903.2.67|903.2.67]]<br /> | 42 X 48<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Rest Area Signs<br /> | R20 Series<br /> | [[#903.2.67|903.2.67]]<br /> | <br /> | <br /> | <br /> | Varies<br /> |}<br /> <br /> =={{SpanID|903.2.4}}903.2.4 STOP Sign (R1-1) and ALL-WAY Plaque (R1-3P) (MUTCD Section 2B.04)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R1-1.gif|left|120px|thumb|&lt;center&gt;'''R1-1'''&lt;/center&gt;]]||[[File:R1-3P.gif|left|110px|thumb|&lt;center&gt;'''R1-3P'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Standard. '''When it is determined that a full stop is always required on an approach to an intersection, a STOP (R1-1) sign shall be used.<br /> <br /> Secondary legends shall not be used on STOP sign faces.<br /> <br /> The STOP sign shall not be displayed using a changeable message sign.<br /> <br /> At intersections where all approaches are controlled by STOP signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.11|EPG 903.2.11]]), an ALL-WAY (R1-3P) supplemental plaque shall be mounted below each STOP sign. The ALL-WAY plaque shall have a white legend and border on a red background.<br /> <br /> Supplemental plaques with legends such as 2-WAY, 3-WAY, 4-WAY, or other numbers of ways shall not be used with STOP signs.<br /> <br /> '''Support. '''The use of the CROSS TRAFFIC DOES NOT STOP (W4-4P Series) and other plaques with variations of this legend is described in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.65|EPG 903.3.65]].<br /> <br /> '''Guidance. '''The TRAFFIC FROM LEFT (RIGHT) DOES NOT STOP (W4-4aP) plaque or ONCOMING TRAFFIC DOES NOT STOP (W4-4bP) plaque should be used at intersections where STOP signs control all but one approach to the intersection, unless the only non-stopped approach is from a one-way street.<br /> <br /> '''Support. '''The design and application of Stop Beacons are described in [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.5|EPG 902.18.5]].<br /> <br /> =={{SpanID|903.2.5}}903.2.5 YIELD Sign (R1-2) (MUTCD Section 2B.05)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R1-2.gif|left|120px|thumb|&lt;center&gt;'''R1-2'''&lt;/center&gt;]]<br /> ||[[File:R1-2aP.gif|left|thumb|&lt;center&gt;'''R1-2aP'''&lt;/center&gt;|95px]]<br /> |}<br /> <br /> '''Support. '''The YIELD sign requires road users to yield the right-of-way to other traffic on certain approaches to an intersection or on a two-way approach to a one-way section of roadway, such as a narrow bridge or underpass. Vehicles controlled by a YIELD sign need to slow down to a speed that is reasonable for the existing conditions or stop when necessary to avoid interfering with conflicting traffic. <br /> <br /> '''Standard. '''The YIELD (R1-2) sign shall not be displayed using a changeable message sign.<br /> <br /> =={{SpanID|903.2.6}}903.2.6 General Considerations (MUTCD Section 2B.06)==<br /> <br /> '''Support. '''Unsignalized intersections represent the most common form of intersection right-of-way control. Selection of control type might be impacted by specific requirements of State law or local ordinances.<br /> <br /> Roundabouts and traffic circles are circular intersection designs and are not traffic control devices. The decision to convert an intersection from a conventional intersection to a circular intersection is an engineering design decision and not a traffic control device decision. As such, criteria for conversion from a conventional intersection to a circular intersection are not included in [[:Category:903 Highway Signing (MUTCD Part 2)|EPG 903]]. <br /> <br /> '''Guidance. '''The type of traffic control used at an unsignalized intersection should be the least restrictive that provides appropriate levels of safety and efficiency for all road users.<br /> <br /> '''Support. '''Some types of right-of-way control that can exist at an unsignalized intersection in order from the least restrictive to the most restrictive are the following:<br /> <br /> ::A. Yield control (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.9|EPG 903.2.9]]): YIELD signs are placed on all approaches (for a circular intersection), or in the median of a divided highway. The YIELD signs are placed on the minor road.<br /> <br /> ::B. Minor road stop control (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.10|EPG 903.2.10]]): STOP signs are typically placed on opposing approaches (for a four-leg intersection) or on a single approach (for a three-leg intersection). The STOP signs are normally placed on the minor road. [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.7|EPG 903.2.7]] contains guidance on selecting the minor road.<br /> <br /> ::C. All-way stop control (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.11|EPG 903.2.11]]): STOP signs are placed on all approaches to the intersection. <br /> <br /> '''Guidance. '''When selecting a form of intersection control, the following factors should be considered:<br /> ::A. Motor vehicle, bicycle, and pedestrian traffic volumes on all approaches'''; '''where the term units/day or units/hour is indicated, it should be the total of motor vehicle, bicycle, and pedestrian volume;<br /> ::B. Driver yielding behavior with regard to all modes of conflicting traffic, including bicyclists and pedestrians;<br /> ::C. Number and angle of approaches;<br /> ::D. Approach speeds;<br /> ::E. Sight distance available on each approach;<br /> ::F. Reported crash experience; and <br /> ::G. The presence of a grade crossing near the intersection.<br /> <br /> '''Standard. '''YIELD or STOP signs shall not be used for speed control.<br /> <br /> Access to the state highway system from city streets, county roads or other significant private road approaches shall be controlled by installation of MoDOT STOP signs. Significant private roads are those that service 3 or more private residences.<br /> <br /> '''Option. '''Stop signs, based on engineering judgment and a traffic study justifying the need, may be installed for a private road approach servicing fewer than 3 private residences, or a commercial entrance.<br /> <br /> '''Standard. '''Because the potential for conflicting commands could create driver confusion, YIELD or STOP signs shall not be used in conjunction with any traffic control signal operation, except in the following cases:<br /> ::A. If the signal indication for an approach is a flashing red at all times;<br /> ::B. If a minor street or driveway is located within or adjacent to the area controlled by the traffic control signal, but does not require separate traffic signal control because an extremely low potential for conflict exists; or<br /> ::C. If a channelized turn lane is separated from the adjacent travel lanes by an island and the channelized turn lane is not controlled by a traffic control signal. <br /> <br /> STOP signs and YIELD signs shall not be installed on different approaches to the same unsignalized intersection if those approaches conflict with or oppose each other, except as provided for in Items A and B in the first paragraph of [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.9|EPG 903.2.9]]. <br /> <br /> Portable or part-time STOP or YIELD signs shall not be used except for emergency and temporary traffic control zone purposes. <br /> <br /> A portable or part-time (folding) STOP sign that is manually placed into view and manually removed from view shall not be used during a power outage to control a signalized approach unless the maintaining agency establishes that the signal indication that will first be displayed to that approach upon restoration of power is a flashing red signal indication and that the portable STOP sign will be manually removed from view prior to resuming stop-and-go operation of the traffic control signal. <br /> <br /> '''Option. '''When a STOP sign or YIELD sign is knocked down and it is not possible to repair the assembly immediately, a temporary sign of the same likeness (STOP sign for STOP and YIELD sign for YIELD) may be installed on a portable sign support at the location until the permanent assembly can be repaired. See [[:Category:948 Incident Response Plan and Emergency Response Management|EPG 948]] for additional information regarding Incident Response Planning.<br /> <br /> '''Support. '''The use of STOP signs at grade crossings is described in [[913.2 Signs (MUTCD Chapter 8B) #913.2.4|EPG 913.2.4]] and [[913.2 Signs (MUTCD Chapter 8B) #913.2.5|EPG 913.2.5]].<br /> <br /> [[914.2 Regulatory Signs (MUTCD Chapter 9B) #914.2.1|EPG 914.2.1]] contains provisions regarding the assignment of priority where a shared-use path crosses a roadway.<br /> <br /> =={{SpanID|903.2.7}}903.2.7 Determining the Minor Road for Unsignalized Intersections (MUTCD Section 2B.07)==<br /> <br /> '''Guidance. '''The selection of the minor road to be controlled by STOP signs should be based on one or more of the following criteria:<br /> ::A. A roadway intersecting a highway,<br /> ::B. A roadway with the lower functional classification, <br /> ::C. A roadway with the lower traffic volume,<br /> ::D. A roadway with the lower speed limit, and/or<br /> ::E. A roadway that intersects with a roadway that has a higher priority for one or more modes of travel.<br /> <br /> When two roadways that have relatively equal volumes, speeds, and/or other characteristics intersect, the following factors should be considered in selecting the minor road for installation of STOP signs:<br /> ::A. Controlling the direction that conflicts the most with established pedestrian crossing activity or school walking routes;<br /> ::B. Controlling the direction that has obscured vision, dips, or bumps that already require drivers to use lower operating speeds;<br /> ::C. Controlling the direction that has the best sight distance from a controlled position to observe conflicting traffic; and<br /> ::D. Stopping the direction that has the longest distance of uninterrupted flow approaching the intersection.<br /> <br /> =={{SpanID|903.2.8}}903.2.8 Right-of-Way Intersection Control Considerations (MUTCD Section 2B.08)==<br /> <br /> '''Guidance. '''Before converting to a more restrictive form of right-of-way control at an unsignalized intersection, the following alternative treatments to address safety, operational, or other concerns should be among those to be considered:<br /> ::A. Where stop controlled, installing Stop Ahead signs on the appropriate approaches to the intersection;<br /> ::B. Removing parking on one or more approaches;<br /> ::C. Removing sight distance obstructions;<br /> ::D. Installing signs along the major street to warn road users approaching the intersection;<br /> ::E. Relocating the stop line(s) and making other changes to improve the sight distance at the intersection;<br /> ::F. Installing measures designed to reduce speeds on the approaches;<br /> ::G. Installing an Intersection Control Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.2|EPG 902.18.2]]) or Stop Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.5|EPG 902.18.5]]) at the intersection to supplement STOP sign control;<br /> ::H. Installing a Warning Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3)]] on warning signs in advance of a stop-controlled intersection on major-street and/or minor-street approaches;<br /> ::I. Adding one or more lanes on a minor-street approach to reduce the number of vehicles per lane on the approach;<br /> ::J. Revising the geometrics at the intersection to channelize vehicular movements and reduce the time required for a vehicle to complete a movement, which could also assist pedestrians;<br /> ::K. Revising the geometrics at the intersection to add pedestrian median refuge islands and/or curb extensions;<br /> ::L. Installing roadway lighting if a disproportionate number of crashes occur at night;<br /> ::M. Restricting one or more turning movements on a full-time or part-time basis if alternate routes are available;<br /> ::N. Installing on the major street a pedestrian-actuated device: Warning Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3]]), rectangular rapid-flashing beacon (see [[902.12 Rectangular Rapid Flashing Beacons (MUTCD Chapter 4L) #902.12.1|EPG 902.12.1]]), or In-Roadway Warning Lights (see [[902.20 In-Roadway Warning Lights (MUTCD Chapter 4U) #902.20|EPG 902.20]]), if pedestrian safety is the major concern;<br /> ::O. If the warrant is satisfied, installing all-way stop control;<br /> ::P. Installing a pedestrian hybrid beacon (see [[902.10 Pedestrian Hybrid Beacons (MUTCD Chapter 4J) #902.10|EPG 902.10]]) on the major street to address pedestrian safety;<br /> ::Q. Installing a circular intersection; and<br /> ::R. Employing other alternatives, depending on conditions at the intersection.<br /> <br /> =={{SpanID|903.2.9}}903.2.9 Yield Control (MUTCD Section 2B.10)==<br /> <br /> '''Guidance. '''YIELD signs should be installed at an intersection when any of the following conditions apply: <br /> ::A. At the second intersection of a divided highway crossing or median break functioning as two separate intersections (see [[#fig903.2.41.2|Figure 903.2.41.2]]). In this case, a YIELD sign should be installed at the entrance to the second intersection.<br /> ::B. For a channelized turn lane that is separated from the adjacent travel lanes by an island, even if the adjacent lanes at the intersection are controlled by a highway traffic control signal or by a STOP sign. <br /> ::C. At an intersection where a special problem exists and where engineering judgment indicates the problem to be susceptible to correction by the use of the YIELD sign. <br /> ::D. On an approach to an intersection where the only permissible movement is a right-turn movement with an intersection geometry similar to a channelized right-turn lane or an approach to a roundabout. <br /> <br /> '''Support. '''YIELD signs are generally not to be installed at entrance ramps on MoDOT freeways or expressways where an acceleration lane is provided. The intention is for drivers to accelerate to improve merging traffic operation. YIELD signs may cause drivers to decelerate, thus negatively impacting merging traffic operation. For cloverleaf interchanges, the loop entrance ramps can result in low speeds on ramps and short weave sections. Therefore, YIELD signs are installed at cloverleaf interchanges. <br /> <br /> '''Standard. '''YIELD signs shall be used at a cloverleaf interchange where the in-loop traffic merges with the acceleration and deceleration traffic movement. <br /> <br /> '''Option. '''YIELD signs may be installed facing the entering roadway for a merge-type movement if engineering judgment indicates that control is needed because acceleration geometry and/or sight distance is not adequate for merging traffic operation. The design criteria contained in Section 10.9.6.5 of the “AASHTO Green Book – A Policy on Geometric Design Of Highways and Streets,” 7th Edition, 2018, AASHTO should be used to evaluate acceleration lane geometry. (See [[903.15 Typical Signing Applications #fig903.16.23|Figure 903.15.23]]).<br /> <br /> '''Standard. '''A YIELD sign shall be used to require road users to yield the right-of-way to other traffic at the entrance to a roundabout. YIELD signs at roundabouts shall be used to control the approach roadways and shall not be used to control the circulatory roadway. <br /> <br /> YIELD signs shall not be placed on all of the approaches to an intersection, except at roundabouts.<br /> <br /> =={{SpanID|903.2.10}}903.2.10 Minor Road Stop Control (MUTCD Section 2B.11)==<br /> <br /> '''Standard.''' All city street and county road access to the state highway system shall be controlled by a stop sign except as described in [[#903.2.9|EPG 903.2.9]] and [[:Category:902 Signals|EPG 902]].<br /> <br /> =={{SpanID|903.2.11}}903.2.11 All-Way Stop Control (MUTCD Section 2B.12)==<br /> <br /> '''Support. '''The provisions in the following sections describe warrants for the recommended engineering study to determine all-way stop control. Warrants are not a substitute for engineering judgment. The fact that a warrant for a particular traffic control device is met is not conclusive justification to install or not install all-way stop control. Because each intersection will have unique characteristics that affect its operational performance or safety, it is the engineering study for a given intersection that is ultimately the basis for a decision to install or not install all-way stop control.<br /> <br /> All-way stop controls at intersections with substantially differing approach volumes can reduce the effectiveness of these devices for all roadway users.<br /> <br /> '''Guidance. '''The decision to establish all-way stop control at an unsignalized intersection should be based on an engineering study. The engineering study for all-way stop control should include an analysis of factors related to the existing operation and safety at the intersection, the potential to improve these conditions, and the applicable factors contained in the following all-way stop control warrants:<br /> ::A. All-Way Stop Control Warrant A: Crash Experience (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.12|EPG 903.2.12]])<br /> ::B. All-Way Stop Control Warrant B: Sight Distance (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.13|EPG 903.2.13]])<br /> ::C. All-Way Stop Control Warrant C: Transition to Signal Control or Transition to Yield Control at a Circular Intersection (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.14|EPG 903.2.14]])<br /> ::D. All-Way Stop Control Warrant D: 8-Hour Volume (Vehicles, Pedestrians, Bicycles) (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.15|EPG 903.2.15]])<br /> ::E. All-Way Stop Control Warrant E: Other Factors (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.16|EPG 903.2.16]])<br /> <br /> '''Standard. '''The satisfaction of an all-way stop control warrant or warrants shall not in itself require the installation of all-way stop control at an unsignalized intersection.<br /> <br /> =={{SpanID|903.2.12}}903.2.12 All-Way Stop Control Warrant A: Crash Experience (MUTCD Section 2B.13)==<br /> <br /> '''Option. '''All-way stop control may be installed at an intersection where an engineering study indicates that:<br /> ::A. For a four-leg intersection, there are five or more reported crashes in a 12-month period or six or more reported crashes in a 36-month period that were of a type susceptible to correction by the installation of all-way stop control. <br /> ::B. For a three-leg intersection, there are four or more reported crashes in a 12-month period or five or more reported crashes in a 36-month period that were of a type susceptible to correction by the installation of all-way stop control.<br /> <br /> =={{SpanID|903.2.13}}903.2.13 All-Way Stop Control Warrant B: Sight Distance (MUTCD Section 2B.14)==<br /> <br /> '''Option. '''All-way stop control may be installed at an intersection where an engineering study indicates that sight distance on the minor-road approaches controlled by a STOP sign is not adequate for a vehicle to turn onto or cross the major (uncontrolled) road.<br /> <br /> '''Support. '''At such a location, a road user, after stopping, cannot see conflicting traffic and is not able to negotiate the intersection unless conflicting cross traffic is also required to stop. <br /> <br /> =={{SpanID|903.2.14}}903.2.14 All-Way Stop Control Warrant C: Transition to Signal Control or Transition to Yield Control at a Circular Intersection (MUTCD Section 2B.15)==<br /> <br /> '''Option. '''All-way stop control may be installed at locations where all-way stop control is an interim measure that can be installed to control traffic while arrangements are being made for the installation of a traffic control signal (see [[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C) #902.3|EPG 902.3]]) at the intersection or for the installation of yield control at a circular intersection.<br /> <br /> =={{SpanID|903.2.15}}903.2.15 All-Way Stop Control Warrant D: 8-Hour Volume (Vehicles, Pedestrians, Bicycles) (MUTCD Section 2B.16)==<br /> <br /> '''Option. '''All-way stop control may be installed at an intersection where an engineering study indicates:<br /> ::A. The combined motor vehicle, bicycle, and pedestrian volume entering the intersection from the major-street approaches is at least 300 units per hour for each of any 8 hours of a typical day; and<br /> ::B. The combined motor vehicle, bicycle, and pedestrian volume entering the intersection from the minor-street approaches is at least 200 units per hour for each of any of the same 8 hours.<br /> <br /> If the 85th-percentile approach speed of the major-street traffic exceeds 40 mph, the minimum vehicular volume warrants may be reduced to 70 percent of the values given in Items A and B in the preceding paragraph. <br /> <br /> =={{SpanID|903.2.16}}903.2.16 All-Way Stop Control Warrant E: Other Factors (MUTCD Section 2B.17)==<br /> <br /> '''Option. '''All-way stop control may be installed at an intersection where an engineering study indicates that all-way stop control is needed due to other factors not addressed in the other all-way stop control warrants. Such other factors may include, but are not limited to, the following:<br /> ::A. The need to control left-turn conflicts, <br /> ::B. An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where all-way stop control would improve traffic operational characteristics of the intersection, or <br /> ::C. Where pedestrian and/or bicyclist movements support the installation of all-way stop control. <br /> <br /> =={{SpanID|903.2.17}}903.2.17 STOP Sign or YIELD Sign Placement (MUTCD Section 2B.18)==<br /> <br /> '''Standard. '''The STOP or YIELD sign shall be installed on the near side of the intersection on the right-hand side of the approach to which it applies. When the STOP or YIELD sign is installed at this required location and the sign visibility is restricted, a Stop Ahead sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.29|EPG 903.2.29]]) shall be installed in advance of the STOP sign or a Yield Ahead sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.29|EPG 903.2.29]]) shall be installed in advance of the YIELD sign.<br /> <br /> The STOP or YIELD sign shall be located as close as practicable to the intersection it regulates, while optimizing its visibility to the road user it is intended to regulate.<br /> <br /> STOP signs and YIELD signs shall not be mounted on the same post.<br /> <br /> '''Support. ''' [[903.1 General (MUTCD Chapter 2A) #903.1.5|EPG 903.1.5]] contains information about mounting signs back-to-back with a STOP or YIELD sign.<br /> <br /> '''Guidance. '''STOP or YIELD signs should not be placed farther than 50 feet from the edge of the pavement of the intersected roadway (see Drawing F in [[903.1 General (MUTCD Chapter 2A) #fig903-1-13-1|Figure 903.1.13]]).<br /> <br /> Supplemental plaques used in conjunction with a STOP or YIELD sign should be limited to those specified for such use in the EPG.<br /> <br /> '''Standard. '''Where drivers proceeding straight ahead must yield to traffic approaching from the opposite direction, such as at a one-lane bridge, a TO ONCOMING TRAFFIC (R1-2aP) plaque shall be mounted below the YIELD sign. See [[#fig903.2.53.2|Figure 903.2.53.2]] and [[#fig903.2.53.3|Figure 903.2.53.3]] in [[#903.2.53|EPG 903.2.53]].<br /> <br /> '''Support. '''[[903.1 General (MUTCD Chapter 2A) #903.1.13|Figure 903.1.13]] shows examples of some typical placements of STOP signs and YIELD signs.<br /> <br /> [[903.1 General (MUTCD Chapter 2A) #903.1.13|EPG 903.1.13]] contains additional information about separate and combined mounting of other signs with STOP or YIELD signs.<br /> <br /> '''Guidance. '''Stop lines that are used to supplement a STOP sign should be located as described in [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.18|EPG 620.2.18]]. Yield lines that are used to supplement a YIELD sign should be located as described in [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.18|EPG 620.2.18]].<br /> <br /> Where there is a marked crosswalk at the intersection, the STOP sign should be installed in advance of the edge of the crosswalk that is nearest to the approaching traffic.<br /> <br /> Except at roundabouts and channelized right-turn lanes, where there is a marked crosswalk at the intersection, the YIELD sign should be installed in advance of the edge of the crosswalk that is nearest to the approaching traffic.<br /> <br /> Where two roads intersect at an acute angle, the STOP or YIELD sign should be positioned at an angle, or shielded, so that the legend is out of view of traffic to which it does not apply.<br /> <br /> At a roundabout intersection, to prevent circulating vehicles from yielding unnecessarily, the face of the YIELD sign is not to be visible from the circulatory roadway.<br /> <br /> If a raised splitter island is available on the left-hand side of a multi-lane roundabout approach, an additional YIELD sign should be placed on the left-hand side of the approach.<br /> <br /> '''Option. '''If a raised splitter island is available on the left-hand side of a single-lane roundabout approach, an additional YIELD sign may be placed on the left-hand side of the approach.<br /> <br /> At wide-throat intersections or where two or more approach lanes of traffic exist on the signed approach, an additional STOP or YIELD sign may be installed on the left-hand side of the road and/or a stop or yield line may be used to improve observance of the right-of-way control. At channelized intersections or at divided roadways separated by a median or divisional island (painted or physical), the additional STOP or YIELD sign may be placed on a channelizing island, or in the median or on the divisional island. <br /> <br /> '''Standard. '''More than one STOP sign or more than one YIELD sign shall not be placed on the same support facing in the same direction.<br /> <br /> =={{SpanID|903.2.18}}903.2.18 Yield Here To Pedestrians Signs (R1-5 Series) (MUTCD Section 2B.19)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R1-5.gif|left|thumb|&lt;center&gt;'''R1-5'''&lt;/center&gt;|130px]]||<br /> [[image:R1-5d.jpg|left|thumb|&lt;center&gt;'''R1-5d'''&lt;/center&gt;|120px]]<br /> |}<br /> <br /> '''Support. '''The R1-5 series signs are intended to mitigate the scenario that can place pedestrians at risk by blocking other drivers’ view of pedestrians and by blocking the pedestrians' view of the vehicles approaching in the adjacent lanes.<br /> <br /> '''Standard. '''Yield Here to Pedestrians (R1-5, R1-5a, R1-5c, and R1-5d) signs shall be used if yield lines are used in advance of a marked crosswalk only where it crosses an uncontrolled multi-lane approach. The legend STATE LAW shall not be displayed on the R1-5 series signs. <br /> <br /> '''Guidance. '''If yield lines and Yield Here to Pedestrians signs are used in advance of a crosswalk that crosses an uncontrolled multi-lane approach, the signs should be placed 20 to 50 feet in advance of the nearest edge of the crosswalk (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.18|EPG 620.2.18]] and [[#fig620.2.18|Figure 620.2.18]]).<br /> <br /> '''Standard. '''When used with a School Crossing assembly within school zones (see [[:Category:908 Traffic Controls for School Areas (MUTCD Part 7)|EPG 908]]), the R1-5a sign shall be used in place of the R1-5 sign in accordance with the second paragraph of this article.<br /> <br /> When used with a Trail Crossing assembly (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.44|EPG 903.3.44]]), the R1-5d sign shall be used in place of the R1-5 sign in accordance with the second paragraph of this article.<br /> <br /> '''Guidance. '''When Yield Here to Pedestrians signs are provided in advance of a crosswalk across an multi-lane approach, parking should be prohibited in the area between the yield line and the crosswalk.<br /> <br /> Yield lines and Yield Here to Pedestrians signs should not be used in advance of crosswalks that cross an approach to or departure from a roundabout. <br /> <br /> '''Option. '''A Pedestrian Crossing (W11-2) warning sign may be placed overhead or may be post-mounted with a diagonal downward-pointing arrow (W16-7P) plaque at the crosswalk location where Yield Here to Pedestrians signs have been installed in advance of the crosswalk.<br /> <br /> '''Standard. '''If a W11-2 sign is post-mounted at the crosswalk location where a Yield Here to Pedestrians sign is used on the approach, the Yield Here to Pedestrians sign shall not be placed on the same post as the W11-2 sign. <br /> <br /> '''Option. '''An advance Pedestrian Crossing (W11-2) warning sign with an AHEAD or a distance supplemental plaque may be used in conjunction with a Yield Here to Pedestrians sign on the approach to the same crosswalk.<br /> <br /> In-Street Pedestrian Crossing signs and Yield Here to Pedestrians signs may be used together at the same crosswalk.<br /> <br /> =={{SpanID|903.2.19}}903.2.19 In-Street Pedestrian and Trail Crossing Signs (R1-6 Series) (MUTCD Section 2B.20)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[File:R1-6.png|left|thumb|&lt;center&gt;'''R1-6'''&lt;/center&gt;|130px]]||<br /> [[File:R1-6d.png|left|thumb|&lt;center&gt;'''R1-6d'''&lt;/center&gt;|130px]]<br /> |-<br /> | colspan=&quot;2&quot; style=&quot;padding: 4px 8px;border: 1px solid #c8ccd1;background-color: #f8f9fa;;&quot;|'''Note: '''The legend STATE LAW is optional<br /> |}<br /> <br /> '''Option. '''The In-Street Pedestrian Crossing (R1-6) sign, In-Street Trail Crossing (R1-6d) sign, may be used to remind road users of laws regarding right-of-way at an unsignalized crosswalk. The legend STATE LAW may be displayed at the top of the R1-6 series signs if applicable. On the R1-6 series signs, the legend YIELD may be used instead of the appropriate YIELD sign symbol.<br /> <br /> MoDOT may develop and apply criteria for determining the applicability of In-Street Pedestrian Crossing signs.<br /> <br /> '''Standard. '''If used, In-Street Pedestrian or Trail Crossing signs shall only be placed in the roadway at the crosswalk location on a raised island.<br /> <br /> The In-Street Pedestrian or Trail Crossing sign shall not be post-mounted on the left-hand or right-hand side of the roadway. <br /> <br /> '''Support. ''' [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I) #620.8.2|EPG 620.8.2]] contains information about the use of tubular markers to provide additional emphasis for a pedestrian crossing. '''<br /> <br /> '''Standard. '''When used at an uncontrolled crossing, the In-Street Pedestrian Crossing sign shall be used only as a supplement to a Pedestrian Crossing (W11-2) warning sign with a diagonal downward-pointing arrow (W16-7P) plaque at the crosswalk location. <br /> <br /> When used at an uncontrolled crossing, the In-Street Trail Crossing sign shall be used only as a supplement to a Trail Crossing (W11-15) warning sign with a diagonal downward-pointing arrow (W16-7P) plaque at the crosswalk location.<br /> <br /> An In-Street or Trail Crossing sign shall not be placed in advance of the crosswalk to educate road users about the State law prior to reaching the crosswalk, nor shall it be installed as an educational display that is not near any crosswalk.<br /> <br /> '''Option. '''In-Street Pedestrian or Trail Crossing signs may be mounted back-to-back on a raised island in the median of an undivided roadway. <br /> <br /> '''Standard. '''The In-Street Pedestrian or Trail Crossing sign shall not be used at crosswalks on approaches controlled by a traffic control signal, pedestrian hybrid beacon, or an emergency-vehicle hybrid beacon. <br /> <br /> '''Option. '''The In-Street Pedestrian or Trail Crossing sign may be used at intersections or midblock pedestrian crossings with flashing beacons. <br /> <br /> '''Support. '''The provisions of [[903.1 General (MUTCD Chapter 2A) #903.1.15|EPG 903.1.15]] concerning mounting height are not applicable for the In-Street Pedestrian Crossing sign. [[903.1 General (MUTCD Chapter 2A) #903.1.18|EPG 903.1.18]] contains information about sign mounting methods.<br /> <br /> '''Standard. '''The top of an In-Street Pedestrian or Trail Crossing sign placed in an island shall be a maximum of 4 feet above the island surface.<br /> <br /> '''Option. '''The In-Street Pedestrian Crossing or Trail Crossing signs may be used seasonally to prevent damage in winter because of plowing operations, and may be removed at night if the pedestrian activity at night is minimal.<br /> <br /> =={{SpanID|903.2.20}}903.2.20 Speed Limit Sign (R2-1) (MUTCD Section 2B.21)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R2-1.png|left|thumb|150px|&lt;center&gt;'''R2-1'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Support. '''In general, the maximum speed limits applicable to roads are established:<br /> ::A. Statutorily – a maximum speed limit applicable to a particular class of road, such as freeways or city streets, that is established by State law; or<br /> ::B. As speed zones – based on engineering studies.<br /> <br /> State statutory limits restrict the maximum speed limit that can be established on a particular road, notwithstanding what an engineering study might indicate. Maximum speed limits in Missouri are governed by the Missouri Revised Statutes, Section 304.010.<br /> <br /> MoDOT can establish non-statutory speed limits or designate reduced speed zones using an engineering study. Setting appropriate speed limits is especially important to ensure safety for all road users in varying types of contexts, particularly on roadways where adjacent land use suggests that trips could be served by varied modes. These situations include urban and suburban non-freeway arterials or rural arterials that serve as main streets in smaller communities, consistent with the context classifications of urban core, urban, suburban, and rural towns found in “A Policy on Geometric Design of Highways and Streets,” 2018 Edition, AASHTO. When setting a speed limit, a range of factors such as land-use context, pedestrian and bicyclist activity, crash history, intersection spacing, driveway density, roadway geometry, roadside conditions, roadway functional classification, traffic volume, and observed speeds can influence the speed limit determined in the engineering study. The engineering study will determine which of the recommended factors will prevail in setting the speed limit. <br /> <br /> MoDOT can use speed limit setting tools and methods such as expert systems and those consistent with the safe system approach as part of the required engineering study for a non-statutory speed limit. As speed limit setting tools vary, practitioners needs to be aware of their limitations and advantages, possible variation between the tools and the need to explore gaps or weaknesses of tools, and weigh the output accordingly in consideration of setting speed limits. <br /> <br /> To achieve desired operating speeds, agencies often implement other speed management strategies concurrently with setting speed limits, such as traffic calming measures, geometric design features, and increased enforcement. See [[905.2 Traffic Studies #905.2.14|EPG 905.2.14]] for more information regarding speed limit guidelines.<br /> <br /> '''Standard. '''Speed zones (other than statutory speed limits) shall only be established on the basis of an engineering study that has been performed in accordance with traffic engineering practices. The engineering study shall consider the roadway context. <br /> <br /> '''Guidance. '''Among the factors that should be considered when conducting an engineering study for establishing or reevaluating speed limits within speed zones are the following:<br /> ::A. Roadway environment (such as roadside development, number and frequency of driveways and access points, and land use), functional classification, public transit volume and location or frequency of stops, parking practices, and pedestrian and bicycle facilities and activity;<br /> ::B. Roadway characteristics (such as lane widths, shoulder condition, grade, alignment, median type, and sight distance);<br /> ::C. Geographic context (such as an urban district, rural town center, non-urbanized rural area, or suburban area), and multi-modal trip generation;<br /> ::D. Reported crash experience for at least a 12-month period;<br /> ::E. Speed distribution of free-flowing vehicles including the pace, median (50th-percentile), and 85th-percentile speeds; and<br /> ::F. A review of past speed studies to identify any trends in operating speeds.<br /> <br /> When the 85th-percentile speed is appreciably greater than the posted speed limit, and the roadway context does not support setting a higher speed limit, the engineering study should consider whether changes to geometric features, enforcement, and/or other speed-reduction countermeasures might improve compliance with the posted speed limit. A similar approach should be used if the results of past speed studies indicate that the 85th-percentile speed has consistently increased.<br /> <br /> On urban and suburban arterials, and on rural arterials that serve as main streets through developed areas of communities, the 85th-percentile speed should not be used to set speed limits without consideration of all factors described in the first Guidance paragraph of this article. <br /> <br /> On a freeway, expressway, or rural highway (outside urbanized locations or conditions), the speed limit that is posted within a speed zone should be within 5 mph of the 85th-percentile speed of free-flowing motor-vehicle traffic under the following conditions: <br /> ::A. All factors described in the first Guidance paragraph of this article have been considered and determined to be non-mitigating, and<br /> ::B. The measures described in the second Guidance paragraph of this article have been considered to the extent practicable. <br /> <br /> See [[905.2 Traffic Studies #905.2.14|EPG 905.2.14]] for additional information regarding setting speed limits<br /> <br /> MoDOT should conduct engineering studies to reevaluate non-statutory speed limits on segments of their roadways that have undergone significant changes since the last review (such as changes to roadway context, the addition or elimination of parking or driveways, changes in the number of travel lanes, changes in the configuration of bicycle lanes, changes to road geometrics, changes in traffic control signal coordination, or significant changes in traffic volumes).<br /> <br /> Speed studies for signalized intersection approaches should be taken outside the influence area of the traffic control signal, which is generally considered to be approximately ½ mile, to avoid obtaining skewed results for the speed distribution. If the signal spacing is less than 1 mile, the speed study should be at approximately the middle of the segment.<br /> <br /> '''Standard. '''The Speed Limit (R2-1) sign shall display the limit established by law, ordinance, regulation, or as adopted by the authorized agency based on an engineering study. The speed limits displayed shall be in multiples of 5 mph.<br /> <br /> Speed Limit (R2-1) signs, indicating speed limits for which posting is required by law, shall be located at the points of change from one speed limit to another.<br /> <br /> At the downstream end of the section to which a particular speed limit applies, a Speed Limit sign showing the next speed limit shall be installed. <br /> <br /> Speed Limit signs indicating the statutory speed limits shall be installed at entrances to Missouri and at city limits, where appropriate.<br /> <br /> '''Guidance'''. Additional Speed Limit signs should be installed beyond interchanges and major intersections and at other locations where it is necessary to remind road users of the speed limit that is applicable. <br /> <br /> Speed Limit signs should not be located at curves or other locations where the legal speed limit is greater than the safe operating speed. If Speed Limit signs are installed on the same sign supports and above a City Limit sign, the sign supports should be sized to properly support both signs.<br /> <br /> The following are recommended locations for posting a Speed Limit sign:<br /> ::A. Downstream from all acceleration ramps on the freeway/expressway system, posted after the route confirmation marker, if space allows;<br /> ::B. Downstream from major intersections such as state system junctions, signalized intersections, and major county road junctions;<br /> ::C. Where it is necessary to remind road users of the speed limit that is applicable;<br /> ::D. In each direction of travel for road users leaving the Interstate system onto a state route. The sign should be located, if practical, approximately 400 ft. beyond the route confirmation assembly. If the crossroad is not located on the state system, the proper jurisdiction should be notified; or<br /> ::E. When the speed limit is reduced on the freeway/expressway, an additional sign should be posted in the median.<br /> <br /> '''Support. '''The “Traffic Control Devices Handbook – 2nd Edition, 2013, ITE.” contains suggested criteria on the spacing of speed limit signs.<br /> <br /> [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.32|EPG 903.3.32]] contains information about the use of speed zone signs to inform road users of a reduced or variable speed zone to provide advance notice to comply with the posted speed limit ahead.<br /> <br /> '''Option. '''If a W3-5b sign is posted to provide notice of a variable speed zone, an END VARIABLE SPEED LIMIT (R2-13) sign may be installed at the downstream end of the zone to provide notice to road users of the termination of the speed zone.<br /> <br /> Advance traffic control warning signs (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.29|EPG 903.2.29]]), intersection warning signs (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.33|EPG 903.3.33]]), and/or other traffic control devices are appropriate warning prior to a signalized intersection. A Speed Limit sign should not be used for this purpose.<br /> <br /> '''Guidance. '''An advisory speed plaque (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.59|EPG 903.3.59]]) mounted below a warning sign should be used to warn road users of an advisory speed for a roadway condition. A Speed Limit sign should not be used for this purpose.<br /> <br /> '''Option. '''A variable speed limit sign that changes the speed limit for traffic and ambient conditions may be installed provided that the appropriate speed limit is displayed at the proper times and locations in accordance with the third and fourth Guidance paragraphs of this article. <br /> <br /> '''Standard. '''The variable speed limit sign legend “SPEED LIMIT” shall be a black legend on a white retroreflective background. The variable speed limit legend shall be displayed in white LEDs on an opaque black background. <br /> <br /> '''Support. ''' [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.13|EPG 903.3.13]] contains information about the use of a Vehicle Speed Feedback plaque mounted below a Speed Limit sign that displays to approaching drivers the speed at which they are traveling.<br /> <br /> Advisory speed signs and plaques are discussed in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.12|EPG 903.3.12]] and [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.59|903.3.59]]. Temporary traffic control zone speed signs are discussed in [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616]]. The WORK ZONE (G20-5aP) plaque intended for installation above a Speed Limit sign is discussed in [[616.7 TTC Zone Regulatory Signs (MUTCD Chapter 6G) #616.7.7|EPG 616.7.7]]. School Speed Limit signs are discussed in [[908.2 Signs (MUTCD Chapter 7B) #908.2.5|EPG 908.2.5]]. <br /> <br /> =={{SpanID|903.2.21}}903.2.21 Combined Maximum and Minimum Speed Limits Sign (R2-4a) (MUTCD Section 2B.24)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R2-4a.png|left|thumb|150px|&lt;center&gt;'''R2-4a'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Standard. '''Combined Maximum and Minimum Speed Limits (R2-4a) signs shall be installed only on interstate routes in lieu of Speed Limit (R2-1) signs to designate the maximum and minimum speed limits that apply. <br /> <br /> '''Guidance. '''The Combined Maximum and Minimum Speed Limits sign should be located in the same manner as Speed Limit signs (See [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.9|EPG 903.2.9]]). Additionally, the R2-4a sign should be installed on interstate routes at entrances to Missouri and where interstate routes cross county lines. '''<br /> <br /> =={{SpanID|903.2.22}}903.2.22 Speed Limit XX Except Where Posted Sign (R2-5d)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R2-5d.png|left|thumb|150px|&lt;center&gt;'''R2-5d'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Standard. '''The SPEED LIMIT XX EXCEPT WHERE POSTED (R2-5d) sign shall be installed only at locations where it has been requested and is required by an enabling ordinance.<br /> <br /> '''Guidance. '''The SPEED LIMIT XX EXCEPT WHERE POSTED sign should be placed immediately to the right of the City Limit sign on its own post.<br /> <br /> '''Option. '''The SPEED LIMIT XX EXCEPT WHERE POSTED sign may be used on all state highways and outer roads except the Interstate system.<br /> <br /> =={{SpanID|903.2.23}}903.2.23 Higher Fines Signs and Plaque (MUTCD Section 2B.25)==<br /> <br /> '''Support. '''See [[907.3 Travel Safe Zones #907.3|EPG 907.3]] for information on Travel Safe Zones.<br /> <br /> =={{SpanID|903.2.24}}903.2.24 Movement Prohibition Signs (R3-1 through R3-4, R3-18, and R3-27) (MUTCD Section 2B.26)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R3-1.gif|left|thumb|&lt;center&gt;'''R3-1'''&lt;/center&gt;|95px]]<br /> ||[[image:R3-2.gif|left|thumb|&lt;center&gt;'''R3-2'''&lt;/center&gt;|95px]]<br /> ||[[image:R3-3.gif|left|thumb|&lt;center&gt;'''R3-3'''&lt;/center&gt;|95px]]<br /> ||[[image:R3-4.gif|left|thumb|&lt;center&gt;'''R3-4'''&lt;/center&gt;|95px]]<br /> ||[[image:R3-18.gif|left|thumb|&lt;center&gt;'''R3-18'''&lt;/center&gt;|95px]]<br /> ||[[image:R3-27.jpg|left|thumb|&lt;center&gt;'''R3-27'''&lt;/center&gt;|95px]]<br /> |}<br /> <br /> '''Standard. '''Movement Prohibition signs shall be installed where specific movements are prohibited at an intersection approach except as provided in the second Option and fourth Standard paragraphs of this article.<br /> <br /> '''Support. '''Missouri Statute 304.341, which governs U-turn Movements at signalized intersections, states: It shall be unlawful for the driver of any vehicle to turn such vehicle so as to proceed in the opposite direction at any intersection controlled by a traffic signal or police officer; nor shall such turn be made at any place unless the movement can be made in safety and without interfering with other traffic.<br /> <br /> Missouri Statute 304.120 allows municipalities, by ordinance, to make additional rules of the road or traffic regulations to meet their needs and traffic conditions, which would allow U-turn Movements to be permitted at certain unsignalized intersections.<br /> <br /> '''Guidance. '''Movement Prohibition signs should only be used to prohibit a turn or through movement from an entire approach and should not be used to designate movements that are required or permitted from a specific lane or lanes on a multi-lane approach. <br /> <br /> Movement Prohibition signs should be placed where they will be most easily seen by road users who might be intending to make the movement.<br /> <br /> If a No Right Turn (R3-1) sign is used, at least one should be placed either over the roadway or at a right-hand corner of the intersection.<br /> <br /> If a No Left Turn (R3-2) sign is used, at least one should be placed over the roadway, at the far left corner of the intersection, on a median, or in conjunction with the STOP sign or YIELD sign located on the near right corner.<br /> <br /> Except as provided in Item C of the third Standard paragraph of this article for signalized locations, if a NO TURNS (R3-3) sign is used, two signs should be used, one at a location specified for a No Right Turn sign and one at a location specified for a No Left Turn sign.<br /> <br /> If a No U-Turn (R3-4) sign or a combination No U or Left Turn (R3-18) sign is used, at least one should be used at a location specified for a No Left Turn sign.<br /> <br /> The No U-Turn sign (R3-4) should be used sparingly and only where a specific problem has been documented and not as standard practice for median breaks. If used, these signs should be placed at or between intersections to indicate where U-turns are prohibited.<br /> <br /> If both left turns and U-turns are prohibited, the combination No U or Left Turn (R3-18) sign should be used instead of separate R3-2 and R3-4 signs.<br /> <br /> '''Standard. '''The No U-Turn sign shall be installed above the AUTHORIZED AND EMERGENCY VEHICLES ONLY (R5-29) sign (See [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.36|EPG 903.2.36]]).<br /> <br /> '''Support. ''' [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]] through [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.28|EPG 903.2.28]] contain information regarding lane control signs that indicate the required or permitted movements from individual lanes.<br /> <br /> '''Guidance. '''If a No Straight Through (R3-27) sign is used, at least one should be placed either over the roadway or at a location where it can be seen by road users who might be intending to travel straight through the intersection.<br /> <br /> If turn prohibition signs are installed in conjunction with traffic control signals:<br /> ::A. The No Right Turn sign should be installed adjacent to a signal face viewed by road users in the right-hand lane.<br /> ::B. The No Left Turn (or No U-Turn or combination No U or Left Turn) sign should be installed adjacent to a signal face viewed by road users in the left-hand lane.<br /> ::C. A NO TURNS sign should be placed adjacent to a signal face viewed by all road users on that approach, or two signs should be used.<br /> <br /> '''Option. '''If turn prohibition signs are installed in conjunction with traffic control signals, an additional turn prohibition sign may be post-mounted to supplement the sign mounted overhead.<br /> <br /> Where ONE WAY signs are used (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.40|EPG 903.2.40]]), No Left Turn and No Right Turn signs may be omitted.<br /> <br /> Where the movement restriction applies to certain vehicle classes, signs incorporating a supplementary legend, modified as appropriate, may be used to indicate the specific vehicle class restriction or exception. When the movement restriction applies during certain time periods only, the following Movement Prohibition signing alternatives may be used and are listed in order of preference:<br /> ::A. A blank-out or changeable message sign (see Chapter 2L) that displays the prohibited movement only during the time that the movement prohibition is applicable, especially at signalized intersections.<br /> ::B. Permanently-mounted signs incorporating a supplementary legend showing the hours and days during which the prohibition is applicable. Contact the Highway Safety and Traffic Division for the design of supplementary legends and plaques.<br /> ::C. Portable signs, installed by proper authority, located off the roadway at each corner of the intersection. The portable signs are only to be used during the time that the movement prohibition is applicable.<br /> <br /> '''Standard. '''The blank-out part-time electronic-display Movement Prohibition sign shall consist of a red circle and diagonal with a white prohibited movement on an opaque black background.<br /> <br /> '''Option. '''Movement Prohibition signs may be omitted at a ramp entrance to an expressway or a channelized intersection where the design is such as to indicate clearly the one-way traffic movement on the ramp or turning lane.<br /> <br /> '''Standard. '''The No Left Turn (R3-2) sign, the No U-Turn (R3-4) sign, and the combination No U or Left Turn (R3-18) sign shall not be used at approaches to roundabouts to prohibit drivers from turning left onto the circulatory roadway of a roundabout.<br /> <br /> '''Support. '''At roundabouts, the use of R3-2, R3-4, or R3-18 signs to prohibit left turns onto the circulatory roadway might confuse drivers about the possible legal turning movements around the roundabout. ONE WAY (R6-1 or R6-2) signs are appropriate to indicate the travel direction within a roundabout.<br /> <br /> =={{SpanID|903.2.25}}903.2.25 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.27)==<br /> <br /> '''Standard. '''Intersection Lane Control signs, if used, shall require road users in certain lanes to turn, shall permit turns from a lane where such turns would otherwise not be permitted, shall require a road user to stay in the same lane and proceed straight through an intersection, or shall indicate permitted movements from a lane.<br /> <br /> Intersection Lane Control signs shall not be used in lieu of turn prohibition signs, such as No Right-Turn (R3-1).<br /> <br /> '''Support. '''Intersection Lane Control signs have three applications:<br /> ::A. Mandatory Movement Lane Control (R3-5 series and R3-7 series) signs,<br /> ::B. Optional Movement Lane Control (R3-6 series) signs, and<br /> ::C. Advance Intersection Lane Control (R3-8 series) signs.<br /> <br /> '''Guidance. '''When Intersection Lane Control signs are mounted overhead, each sign used should be placed over the lane or a projection of the lane to which it applies. <br /> <br /> On signalized approaches where through lanes that become mandatory turn lanes, multiple-lane turns that include shared lanes for through and turning movements, ramps with two or more lanes or other lane-use regulations are present that would be unexpected by unfamiliar road users, overhead Intersection Lane Control signs should be installed approximately 250 ft. in advance of the stop bar over the appropriate lanes. A one-arm cantilever tubular truss to support these signs should be used to eliminate an obstacle on one side of the roadway.<br /> <br /> '''Option. '''A signal mast arm design (without signal head) may be used to mount Intersection Lane Control signs, which allows a longer arm than standard one or two arm tubular sign supports. The upright post may be placed on either side of the roadway, and if possible, placed so that roadway geometrics draw traffic away from the post and footing.<br /> <br /> '''Guidance. '''The Left Only (R3-5L) sign should be installed on the back side of the mast arms over the left turn lanes where practical.<br /> <br /> Where overhead mounting on the approach is impracticable for the Advance and/or Intersection Lane Control signs, one of the following alternatives should be employed:<br /> ::A. At locations where through lanes become mandatory turn lanes, a Mandatory Movement Lane Control (R3-7) sign should be post-mounted on the left-hand side of the roadway where a through lane is becoming a mandatory left-turn lane on a one-way street or where a median of sufficient width for the signs is available, or on the right-hand side of the roadway where a through lane is becoming a mandatory right-turn lane.<br /> ::B. At locations where a through lane is becoming a mandatory left-turn lane on a two-way street where a median of sufficient width for the signs is not available, and at locations where multiple-lane turns that include shared lanes for through and turning movements are present, an Advance Intersection Lane Control (R3-8 series) sign should be post-mounted in a prominent location in advance of the intersection, and consideration should be given to the use of an oversized version in accordance with [[#tab903.2.3|Table 903.2.3]].<br /> <br /> Use of an overhead sign for one approach lane should not require installation of overhead signs for the other lanes of that approach. <br /> <br /> '''Option. '''Intersection Lane Control signs may be omitted where:<br /> ::A. A turn bay has been provided by physical construction or pavement markings, and<br /> ::B. Only the road users using such turn bays are permitted to make a turn in that direction.<br /> <br /> '''Standard. '''Except as provided in the last paragraph of this article, at roundabouts, Intersection Lane Control (R3-5, R3-6, and R3-8 series) signs shall display curved-stem arrow symbols as shown in [[#fig903.2.25|Figure 903.2.25]].<br /> <br /> '''Option. '''Normal-stem arrow symbol options may be displayed on Intersection Lane Control (R3-5, R3-6, and R3-8 series) signs at roundabouts where they more effectively indicate road geometry based on engineering judgment.<br /> <br /> {{SpanID|fig903.2.25}}<br /> [[File:Figure 903.2.25 Intersection Lane Control Signal Arrow Options for Roundabouts.jpg|center|thumb|alt=A: The first example shows a vertical black curved-stem arrow curving up and then slightly to the right and then to the left. Three “match arrows with desired lane-use configuration” are shown attached to the black arrows. One is attached to the arrow indicating a left-turn maneuver. One is attached to the arrow indicating a through maneuver. One is attached to the arrow indicating a right-turn maneuver.<br /> B: The second example shows a vertical black normal-stem arrow curving up and to the left. The arrow is shown curving around an “optional for left-most lane” circle. Three “match arrows with desired lane-use configuration” are shown attached to the black arrows. One is attached to the arrow indicating a left-turn maneuver. One is attached to the arrow indicating a through maneuver. One is attached to the arrow indicating a right-turn maneuver.|800px|'''Figure 903.2.25''' Intersection Lane Control Signal Arrow Options for Roundabouts]]<br /> <br /> =={{SpanID|903.2.26}}903.2.26 Mandatory Movement Lane Control Signs (R3-5, R3-5a, and R3-7) and Plaques (MUTCD Section 2B.28)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[File:R3-5.gif|left|thumb|&lt;center&gt;'''R3-5'''&lt;/center&gt;|105px]]<br /> ||[[File:R3-5a.gif|left|thumb|&lt;center&gt;'''R3-5a'''&lt;/center&gt;|95px]]<br /> ||[[File:R3-7L.png|left|thumb|&lt;center&gt;'''R3-7L'''&lt;/center&gt;|130px]]<br /> ||[[File:R3-7R.png|left|thumb|&lt;center&gt;'''R3-7R'''&lt;/center&gt;|130px]]<br /> |}<br /> <br /> '''Standard. '''Mandatory Movement Lane Control (R3-5, R3-5a, and R3-7) signs, if used, shall indicate only the single vehicle movement that is required from the lane. <br /> <br /> The Mandatory Movement Lane Control (R3-5 and R3-5a) symbol signs shall include the legend ONLY and shall be mounted overhead over the specific lanes to which they apply (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]]). The R3-7 sign shall be for post-mounting only. The R3-7 sign shall not be mounted at the far side of the intersection.<br /> <br /> If used, the Mandatory Movement Lane Control (R3-7) sign shall be located in advance of the intersection, such as near the upstream end of the mandatory movement lane, and/or at the near side of the intersection where the regulation applies. <br /> <br /> The use of the Mandatory Movement Lane Control (R3-7) word message sign shall be limited to only locations where through lanes approaching an intersection become mandatory turn lanes. <br /> <br /> Mandatory Movement Lane Control Signs shall not be used on roadways with speed limits 50 mph or greater. Contact Highway Safety and Traffic Division for alternatives when speed limits are 50 mph or greater.<br /> <br /> '''Guidance. '''Mandatory Movement Lane Control signs should be accompanied by lane-use arrow markings, especially where traffic volumes are high, where there is a high percentage of commercial vehicles, or where other distractions exist.<br /> <br /> '''Option. '''The Through Only (R3-5a) sign may be used to require a road user in a particular lane to proceed straight through an intersection.<br /> <br /> On an approach to a mandatory turn lane where traffic regularly enters the shoulder to access the turn lane inappropriately, creating safety or operational issues, a DO NOT DRIVE ON SHOULDER (R4-17) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.35|EPG 903.2.35]]) may be used to supplement the standard Mandatory Movement Lane Control (R3-5 and/or R3-7 series) signs.<br /> <br /> =={{SpanID|903.2.27}}903.2.27 Optional Movement Lane Control Signs (R3-6 Series) (MUTCD Section 2B.29)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R3-6.png|left|thumb|&lt;center&gt;'''R3-6'''&lt;/center&gt;|130px]]<br /> ||[[image:R3-6a.png|left|thumb|&lt;center&gt;'''R3-6a'''&lt;/center&gt;|130px]]<br /> ||[[image:R3-6b.png|left|thumb|&lt;center&gt;'''R3-6b'''&lt;/center&gt;|130px]]<br /> |}<br /> <br /> '''Standard. '''Optional Movement Lane Control (R3-6, R3-6a and R3-6b) signs, if used, shall be used for two or more movements from a specific lane or to emphasize permitted movements. The Optional Movement Lane Control sign shall be mounted overhead over the specific lane to which it applies. <br /> <br /> If used, the Optional Movement Lane Control signs shall indicate all permissible movements from specific lanes.<br /> <br /> Because more than one movement is permitted from the lane, the word message ONLY shall not be used on an Optional Movement Lane Control sign. <br /> <br /> Optional Movement Lane Control signs shall be used for two or more movements from a specific lane where a movement, not allowed by State statute or local ordinance, is permitted.<br /> <br /> The Optional Movement Lane Control signs shall not be used alone to effect a turn prohibition.<br /> <br /> '''Guidance. '''If used, the Optional Movement Lane Control sign should be located overhead in advance of the intersection, such as near the upstream end of an adjacent mandatory movement lane, and/or overhead at the intersection where the regulation applies.<br /> <br /> =={{SpanID|903.2.28}}903.2.28 Advance Intersection Lane Control Signs (R3-8 Series) (MUTCD Section 2B.30)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto; text-align: center;&quot;<br /> |-<br /> ||[[image:R3-8.png|left|thumb|&lt;center&gt;'''R3-8'''&lt;/center&gt;|130px]]<br /> ||[[image:R3-8a.png|left|thumb|&lt;center&gt;'''R3-8a'''&lt;/center&gt;|195px]]<br /> ||[[image:R3-8b.png|left|thumb|&lt;center&gt;'''R3-8b'''&lt;/center&gt;|195px]]<br /> |-<br /> ||[[image:R3-8xa.png|left|thumb|&lt;center&gt;'''R3-8xa'''&lt;/center&gt;|195px]]<br /> ||[[image:R3-8xb.png|left|thumb|&lt;center&gt;'''R3-8xb'''&lt;/center&gt;|195px]]<br /> ||[[image:R3-8xc.png|left|thumb|&lt;center&gt;'''R3-8xc'''&lt;/center&gt;|195px]]<br /> |}<br /> <br /> '''Option. '''Advance Intersection Lane Control (R3-8, R3-8a, and R3-8b) signs may be used to indicate the configuration of all lanes ahead.<br /> <br /> The word message ONLY or the bicycle symbol, may be used within the border in combination with the arrow symbols of the R3-8 sign series. <br /> <br /> Where a bicycle lane is between two general-purpose lanes the R3-8 series signs may be modified to show the bicycle lane with a white legend on a black background in accordance with designs of the R3-8x series signs (see [[914.2 Regulatory Signs (MUTCD Chapter 9B) #914.2.2|EPG 914.2.2]]).<br /> <br /> '''Guidance. '''When used, an Advance Intersection Lane Control sign should be placed at an adequate distance in advance of the intersection, either along the lane tapers or at the beginning of the turn lane so that road users can select the appropriate lane. <br /> <br /> '''Option. '''An Advance Intersection Lane Control sign may be repeated closer to the intersection along the approach for additional emphasis.<br /> <br /> '''Standard. '''An Advance Intersection Lane Control (R3-8 series) sign shall not be mounted at the far side of an intersection to which it applies. <br /> <br /> Where three or more approach lanes are available to traffic, Advance Intersection Lane Control (R3-8 series) signs, if used, shall be post-mounted in advance of the intersection and shall not be mounted overhead.<br /> <br /> =={{SpanID|903.2.29}}903.2.29 Two-Way Left-Turn-Only Signs (R3-9a and R3-9b) and Plaques (MUTCD Section 2B.32)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[File:R3-9a.gif|left|thumb|&lt;center&gt;'''R3-9a'''&lt;/center&gt;|105px]]<br /> ||[[File:R3-9b.gif|left|thumb|&lt;center&gt;'''R3-9b'''&lt;/center&gt;|85px]]<br /> |}<br /> <br /> '''Support. '''Missouri Statute 300.215, which governs two-way left turn lane movements states:<br /> <br /> Designated two-way left turn lanes: Where a special lane for making left turns by drivers proceeding in opposite directions have been indicated by official traffic control devices:<br /> <br /> ::A. A left turn shall not be made from any other lane;<br /> <br /> ::B. A vehicle shall not be driven in the lane except when preparing for or making a left turn from or into the roadway or when preparing for or making a U-turn when otherwise permitted by law;<br /> <br /> ::C. A vehicle shall not be driven in the lane for a distance more than five hundred feet.<br /> <br /> '''Standard. '''Two-Way Left Turn Only (R3-9a) signs shall be used for overhead installation only. Center Lane Only (R3-9b) signs shall be post mounted installations.<br /> <br /> '''Guidance. '''A Two-Way Left-Turn-Only (R3-9a or R3-9b) sign should be used in conjunction with the required pavement markings where a non-reversible lane is reserved for the exclusive use of left-turning vehicles in either direction and is not used for passing, overtaking, or through travel.<br /> <br /> '''Option. '''The post-mounted R3-9b sign may be used as an alternate to or a supplement to the overhead R3-9a sign<br /> <br /> Additional R3-9b signs may be installed after major intersections, or in situations that require additional emphasis of the proper use of this lane. <br /> <br /> '''Support. '''Signing is especially helpful to drivers in areas where the two-way left-turn-only maneuver is new, in areas subject to environmental conditions that frequently obscure the pavement markings, and on peripheral streets with two-way left-turn-only lanes leading to an extensive system of routes with two-way left-turn-only lanes.<br /> <br /> =={{SpanID|903.2.30}}903.2.30 Jughandle Signs (R3-23, R3-24, R3-25, and R3-26 Series) (MUTCD Section 2B.35)==<br /> <br /> '''Guidance. '''There are limited cases where these signs are applicable to the MoDOT system. Any use of these signs requires authorization from the Highway Safety and Traffic Division.''' <br /> <br /> <br /> =={{SpanID|903.2.31}}903.2.31 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.36)==<br /> <br /> [[File:R4-1.gif|center|thumb|&lt;center&gt;'''R4-1'''&lt;/center&gt;|105px]]<br /> <br /> '''Option. '''The DO NOT PASS (R4-1) sign may be used in addition to pavement markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.3|EPG 620.2.3]]) to emphasize the restriction on passing. The DO NOT PASS sign may be used at one-lane bridges and work zones. Any other use of this sign requires authorization from the Highway Safety and Traffic Division.<br /> <br /> '''Support. '''Standards for determining the location and extent of no-passing zone pavement markings are set forth in [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.3|EPG 620.2.3]].<br /> <br /> '''Standard. '''PASS WITH CARE (R4-2) signs shall be used in conjunction with the DO NOT PASS sign.<br /> <br /> =={{SpanID|903.2.32}}903.2.32 PASS WITH CARE Sign (R4-2) (MUTCD Section 2B.37)==<br /> <br /> [[File:R4-2.png|center|thumb|&lt;center&gt;'''R4-2'''&lt;/center&gt;|105px]]<br /> <br /> '''Guidance. '''The PASS WITH CARE (R4-2) sign should be installed at the downstream end of a no-passing zone if a DO NOT PASS sign has been installed at the upstream end of the zone.<br /> <br /> '''Standard. '''The PASS WITH CARE sign shall be the same size and shall be erected in the same manner as the DO NOT PASS (R4-1) sign.<br /> <br /> =={{SpanID|903.2.33}}903.2.33 KEEP RIGHT EXCEPT TO PASS Sign (R4-16) and SLOWER TRAFFIC KEEP RIGHT Sign (R4-3) (MUTCD Section 2B.38)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[File:R4-3.jpg|left|thumb|&lt;center&gt;'''R4-3'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-16.jpg|left|thumb|&lt;center&gt;'''R4-16'''&lt;/center&gt;|105px]]<br /> |}<br /> <br /> '''Option. '''The KEEP RIGHT EXCEPT TO PASS (R4-16) sign may be used on roadways where there are two lanes in one direction of travel to direct drivers to stay in the right-hand lane except when they are passing another vehicle.<br /> <br /> '''Guidance. '''If used, the KEEP RIGHT EXCEPT TO PASS sign should be installed at or just beyond the beginning of a two-lane section of roadway and at selected locations along two-lane roadways where additional emphasis is needed.<br /> <br /> '''Option. '''The SLOWER TRAFFIC KEEP RIGHT (R4-3) sign may be used on multi-lane through roadways to improve capacity or reduce unnecessary lane changing due to the presence of slower vehicles that impede the normal flow of traffic.<br /> <br /> '''Standard. '''The SLOWER TRAFFIC KEEP RIGHT (R4-3) sign shall be required for climbing lanes.<br /> <br /> '''Guidance. '''If used, the SLOWER TRAFFIC KEEP RIGHT sign should be installed at or just beyond the beginning of a multi-lane roadway section or at the beginning of an extra lane provided for trucks and/or other slow-moving traffic, and at selected locations where there is a tendency on the part of some road users to drive in the left-hand lane(or lanes) below the normal speed of traffic. These signs should not be used on the approach to an interchange or through an interchange area where traffic is entering or exiting, or along deceleration or acceleration lanes.<br /> <br /> If an extra lane has been provided for trucks and other slow-moving traffic, a Lane Ends sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.39|EPG 903.3.39]]) should be installed in advance of the point where the extra lane ends. Appropriate pavement markings should be installed at both the upstream and downstream ends of the extra lane (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.14|EPG 620.2.14]] and [[#fig620.2.14|Figure 620.2.14]] ).<br /> <br /> =={{SpanID|903.2.34}}903.2.34 Keep Right and Keep Left Signs (R4-7 Series and R4-8 Series) (MUTCD Section 2B.39)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[File:R4-7.gif|left|thumb|&lt;center&gt;'''R4-7'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-7a.gif|left|thumb|&lt;center&gt;'''R4-7a'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-7b.gif|left|thumb|&lt;center&gt;'''R4-7b'''&lt;/center&gt;|115px]]<br /> ||[[File:R4-7c.jpg|left|thumb|&lt;center&gt;'''R4-7c'''&lt;/center&gt;|85px]]<br /> |-<br /> ||[[File:R4-8.gif|left|thumb|&lt;center&gt;'''R4-8'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-8a.jpg|left|thumb|&lt;center&gt;'''R4-8a'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-8b.jpg|left|thumb|&lt;center&gt;'''R4-8b'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-8c.jpg|left|thumb|&lt;center&gt;'''R4-8c'''&lt;/center&gt;|85px]]<br /> |}<br /> <br /> '''Option. '''The Keep Right (R4-7) sign may be used at locations where it is necessary for traffic to pass only to the right-hand side of a roadway feature or obstruction. The Keep Left (R4-8) sign may be used at locations where it is necessary for traffic to pass only to the left-hand side of a roadway feature or obstruction.<br /> <br /> '''Guidance. '''At locations where it is not readily apparent that traffic is required to keep to the right, a Keep Right sign should be used.<br /> <br /> '''Standard. '''If Keep Right signs are installed at the start of a median or at a median opening, they shall be placed as close as practicable to the approach ends of the medians, and shall be visible to traffic on the divided highway.<br /> <br /> '''Guidance. '''If used, the Keep Right sign should be mounted on the face of or just in front of a pier or other obstruction separating opposite directions of traffic in the center of the highway such that traffic will have to pass to the right-hand side of the sign.<br /> <br /> Where the approach end of the island channelizes traffic away from the approach direction, the word legend (R4-7a, R4-7b, R4-8a, or R4-8b) signs should be used instead of the symbol (R4-7 or R4-8) signs to emphasize the degree of curvature away from the approach direction (see [[#fig903.2.34.1|Figure 903.2.34.1]] ).<br /> <br /> Where a two-lane, two-way highway transitions to a divided highway, the KEEP RIGHT (R4-7b) sign should be installed within 50 ft. of the gore point, if possible. The edge of the sign should be a minimum of 6 ft. from the curb or shoulder point.<br /> <br /> '''Standard. '''The Keep Right (Left) sign shall not be installed on the right-hand (left-hand) side of the roadway in a position where traffic must pass to the left-hand (right-hand) side of the sign.<br /> <br /> '''Option. '''The Keep Right sign may be omitted at intermediate ends of divisional islands and medians.<br /> <br /> A narrow Keep Right (R4-7c) sign may be installed on the approach end of a median island that is less than 4 feet wide at the point where the sign is to be located.<br /> <br /> '''Standard. '''A narrow Keep Right (R4-7c) sign shall not be installed on a median island that has a width of 4 feet or more at the point where the sign is to be located. <br /> <br /> '''Option. '''The Keep Right sign may be installed in the median of a divided highway crossing that functions as a single intersection such that it is visible to traffic on the divided highway as shown in [[#fig903.2.41.3|Figure 903.2.41.3]] and [[#fig903.2.41.4|Figure 903.2.41.4]] . <br /> <br /> '''Support. '''[[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.40|EPG 903.2.40]] provides more information about the use of the Keep Right sign in combination with or in lieu of ONE-WAY signs at divided highway crossings.<br /> <br /> '''Standard. '''The KEEP RIGHT (R4-7b) sign shall be installed as close to the median nose as possible where an undivided highway transitions into a divided highway.<br /> <br /> {{SpanID|fig903.2.34.1}}<br /> [[File:Figure 903.2.34.1 Examples of Keep Right and Keep Left Sign Placement (Sheet 1 of 2).jpg|center|800px|alt=The first example shows a two-lane vertical roadway on the left of a two-lane horizontal roadway. Both lanes of the horizontal roadway are traveling eastbound. Posted on a triangular median island, which separates the southbound lane from the northbound lane, an R4-7a sign is shown facing south toward northbound traffic merging east onto the horizontal roadway.<br /> <br /> The second example shows a two-lane vertical roadway intersecting a three-lane horizontal roadway. All lanes of the horizontal roadway are traveling eastbound. Posted on a triangular median island, an R4-7a sign is shown facing south toward northbound traffic merging east onto the horizontal roadway.<br /> <br /> The third example shows a two-lane vertical roadway curving to the east into a one-lane ramp. Posted on a triangular median island, an R4-7a sign is shown facing south toward northbound traffic merging onto the curved ramp.|thumb|'''Figure 903.2.34.1 '''Examples of Keep Right and Keep Left Sign Placement ''(Sheet 1 of 2)'']]<br /> <br /> {{SpanID|fig903.2.34.2}}<br /> [[File:Figure 903.2.34.2 Examples of Keep Right and Keep Left Sign Placement (Sheet 2 of 2).jpg|center|800px|alt=The first example shows a three-lane vertical roadway intersecting a two-lane horizontal roadway. Both directions of the vertical roadway are separated by a narrow median island. Posted on the median island, an R4-7 sign is shown facing north toward the horizontal roadway, indicating vehicles must keep right when traveling on the south receiving leg of the intersection. <br /> <br /> The second example shows a four-lane vertical roadway, two lanes in each direction, separated by a yellow painted median. The median transitions into a wider raised median that tapers outward as it continues north. Posted at the start of the wider median, an R4-7b sign is shown facing south toward northbound traffic, indicating vehicles must keep right.|thumb|'''Figure 903.2.34.2 '''Examples of Keep Right and Keep Left Sign Placement ''(Sheet 2 of 2)'']]<br /> <br /> =={{SpanID|903.2.35}}903.2.35 DO NOT DRIVE ON SHOULDER Sign (R4-17) (MUTCD Section 2B.43)==<br /> <br /> [[image:R4-17.jpg|center|thumb|&lt;center&gt;'''R4-17'''&lt;/center&gt;|105px]]<br /> <br /> '''Option. '''The DO NOT DRIVE ON SHOULDER (R4-17) sign may be installed to inform road users that using the shoulder of a roadway as a travel lane is prohibited.<br /> <br /> '''Guidance. '''The DO NOT DRIVE ON SHOULDER (R4-17) sign should be considered for special conditions if there is a need determined by district traffic engineering staff. The sign should be considered as a temporary tool to aid in the enforcement of the condition. After it appears the problem has been corrected, these signs should be removed.<br /> <br /> '''Support. '''The R4-17 sign is to be used only where necessary. MoDOT does not want to set driver expectations for general use of this sign.<br /> <br /> =={{SpanID|903.2.36}}903.2.36 Selective Exclusion Signs and Plaques (MUTCD Section 2B.45)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R5-2.jpg|left|thumb|&lt;center&gt;'''R5-2'''&lt;/center&gt;|105px]]<br /> ||[[image:R5-2aP.jpg|left|thumb|&lt;center&gt;'''R5-2aP'''&lt;/center&gt;|105px]]<br /> ||[[image:R5-25.jpg|left|thumb|&lt;center&gt;'''R5-25'''&lt;/center&gt;|105px]]<br /> ||[[image:R5-29.jpg|left|thumb|&lt;center&gt;'''R5-29'''&lt;/center&gt;|105px]]<br /> |}<br /> <br /> '''Option. '''Selective Exclusion signs may be used to provide notice to road users that State or local statutes or ordinances exclude designated types of traffic from using particular roadways or facilities.<br /> <br /> '''Standard. '''Selective Exclusion signs shall clearly indicate the type of traffic that is excluded.<br /> <br /> '''Support. '''Typical exclusion messages include:<br /> ::A. No Trucks (R5-2),<br /> ::B. No Pedestrian Crossing (R9-3),<br /> ::C. EXCEPT LOCAL DELIVERY (R5-2aP) plaque.<br /> ::D. NO VENDING (R5-24)<br /> ::E. NO FISHING FROM BRIDGE (R5-25)<br /> ::F. AUTHORIZED AND EMERGENCY VEHICLES ONLY (R5-29)<br /> <br /> '''Guidance. '''If an exclusion is governed by vehicle weight, a Weight Limit sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.53|EPG 903.2.53]]) should be used instead of a Selective Exclusion sign.<br /> <br /> The Selective Exclusion sign should be placed on the right-hand side of the roadway at an appropriate distance from the intersection so as to be clearly visible to all road users turning into the roadway that has the exclusion. The No Pedestrian Crossing (R9-3) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.46|EPG 903.2.46]]) should be installed so as to be clearly visible to pedestrians who are at a location where an alternative route is available.<br /> <br /> '''Option. '''The No Pedestrian Crossing (R9-3) sign may also be used at underpasses or elsewhere where pedestrian facilities are not provided.<br /> <br /> The EXCEPT LOCAL DELIVERY (R5-2aP) plaque may be mounted below the R5-2 sign.<br /> <br /> The NO VENDING (R5-24) sign may be used at locations where vending is taking place within the right-of-way.<br /> <br /> '''Standard. '''When used, the NO FISHING FROM BRIDGE (R5-25) sign shall be mounted at or near the bridge ends.<br /> <br /> '''Option. '''The NO FISHING FROM BRIDGE (R5-25) sign may be used at locations where fishing from a bridge creates a safety hazard.<br /> <br /> '''Guidance. '''The AUTHORIZED AND EMERGENCY VEHICLES ONLY (R5-29) sign should be used at emergency crossovers to prohibit vehicles from using the emergency crossover unless they have special permission (such as law enforcement vehicles or emergency vehicles) or are performing official business (such as highway agency vehicles).<br /> <br /> The No U Turn sign should be installed above the AUTHORIZED AND EMERGENCY VEHICLES ONLY sign.<br /> <br /> Signing for both directions of traffic should be provided on one post with the signs being installed 90 degrees to the roadway. The signs should be mounted back to back. The post should be located approximately in the middle of the median. If median width is greater than 60 ft., consideration should be given to install separate signs.<br /> <br /> =={{SpanID|903.2.37}}903.2.37 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.46)==<br /> <br /> [[image:R5-1.gif|thumb|center|&lt;center&gt;'''R5-1'''&lt;/center&gt;|105px]]<br /> <br /> '''Standard. '''The DO NOT ENTER (R5-1) sign shall be used at the following locations:<br /> ::A. Where a two-way roadway becomes a one-way roadway;<br /> ::B. The intersection of an interchange exit ramp with a crossroad as specified in [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.39|EPG 903.2.39]] (see [[#fig903.2.39.1|Figure 903.2.39.1]]);<br /> ::C. The intersection of a channelized or turning roadway with a two-way undivided crossroad; and<br /> ::D. Except as provided in the fourth paragraph of this article, an intersection with a divided highway (see [[#fig903.2.37|Figure 903.2.37]]).<br /> <br /> If the DO NOT ENTER sign is mounted behind a STOP or YIELD sign:<br /> ::A. 36 x 36 inch DO NOT ENTER sign shall be used behind a 48 x 48 inch STOP sign; and<br /> ::B. 30 x 30 inch. DO NOT ENTER sign shall be used behind a 60 x 60 inch YIELD sign.<br /> <br /> '''Guidance. '''A DO NOT ENTER sign should be installed at other locations where additional emphasis is needed where wrong-way movements are prominent or where the intersecting angle of roadways is such that the visibility of ONE WAY signs alone does not sufficiently convey the restriction. <br /> <br /> '''Option. '''A DO NOT ENTER sign may be omitted on a low-speed urban street that is a divided highway at a crossing that functions as two separate intersections.<br /> <br /> '''Guidance. '''The DO NOT ENTER sign, if used, should be placed directly in view of a road user at the point where a road user could wrongly enter a divided highway, one-way roadway, or ramp. The sign should be mounted facing traffic that might enter the roadway or ramp in the wrong direction. <br /> <br /> At a crossing with a divided highway; the sign, if used, should be placed on the outside edge side of the roadway facing traffic that might enter the roadway in the wrong direction.<br /> <br /> If the DO NOT ENTER sign would be visible to traffic to which it does not apply, the sign should be turned away from, or shielded from, the view of that traffic.<br /> <br /> A second DO NOT ENTER sign should be used, particularly where traffic approaches from an intersecting roadway ([[#fig903.2.37|Figure 903.2.37]]).<br /> <br /> [[903.1 General (MUTCD Chapter 2A) #903.1.12|EPG 903.1.12]] contains the provisions for the use of continuously-operated or actuated LEDs to enhance the conspicuity of signs.<br /> <br /> {{SpanID|fig903.2.37}}<br /> [[File:Figure 903.2.37 Locations of DO NOT ENTER and WRONG WAY Signing for Divided Highway Crossings that Function as Two Separate Intersections.jpg|thumb|800px|alt=A vertical two-lane roadway intersects a horizontal divided highway with two eastbound lanes, a median, and two westbound lanes. Each direction of the horizontal highway has a left-turn lane at its intersection with the vertical roadway.<br /> <br /> Along the eastbound lanes, a required R5-1 “DO NOT ENTER” sign is posted on the median to the left of the left-turn lane, facing westbound traffic. A second R5-1 sign is posted to the right of the eastbound right lane at the intersection, also facing westbound traffic. Farther west along the eastbound lanes, two R5-1a “WRONG WAY” signs are installed outside of the travel lanes, one on each side of the roadway, both facing westbound traffic.<br /> <br /> Along the westbound lanes, a required R5-1 “DO NOT ENTER” sign is posted on the median to the left of the left-turn lane, facing eastbound traffic. A second R5-1 sign is posted to the right of the westbound right lane at the intersection, also facing eastbound traffic. Farther east along the westbound lanes, two R5-1a “WRONG WAY” signs are installed outside of the travel lanes, one on each side of the roadway, both facing eastbound traffic.<br /> <br /> Spacing guidance is shown: the R5-1 signs are placed 50 to 80 feet from the intersection, while the R5-1a signs are placed 200 to 250 feet from the R5-1 signs.|center|'''Figure 903.2.37 '''Locations of DO NOT ENTER and WRONG WAY Signing for Divided Highway Crossings that Function as Two Separate Intersections]]<br /> <br /> =={{SpanID|903.2.38}}903.2.38 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.47)==<br /> <br /> [[image:R5-1a.gif|thumb|center|&lt;center&gt;'''R5-1a'''&lt;/center&gt;|105px]]<br /> <br /> '''Option. '''The WRONG WAY (R5-1a) sign may be used as a supplement to the DO NOT ENTER sign where a crossroad intersects a one-way roadway in a manner that does not physically discourage or prevent wrong-way entry (see [[#fig903.2.37|Figure 903.2.37]]).<br /> <br /> '''Guidance. '''If used, the WRONG WAY sign should be placed at a location along the one-way roadway farther from the crossroad than the DO NOT ENTER sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.37|EPG 903.2.37]]).<br /> <br /> The WRONG WAY sign should be placed on the same side of the road as the DO NOT ENTER sign.<br /> <br /> '''Support. '''[[903.1 General (MUTCD Chapter 2A) #903.1.12|EPG 903.1.12]] contains the provisions for the use of continuously-operated or actuated LEDs to enhance the conspicuity of signs.<br /> <br /> =={{SpanID|903.2.39}}903.2.39 Wrong-Way Traffic Control at Interchange Ramps (MUTCD Section 2B.48)==<br /> <br /> '''Standard. '''At interchange exit ramp terminals where the ramp intersects a crossroad in such a manner that wrong-way entry could inadvertently be made, the following signs shall be used (see [[#fig903.2.39.1|Figure 903.2.39.1]]):<br /> ::A. At least one ONE WAY sign for each direction of travel on the crossroad shall be placed where the exit ramp intersects the crossroad.<br /> ::B. At least one DO NOT ENTER sign shall be conspicuously placed near the downstream end of the exit ramp in positions appropriate for full view of a road user starting to enter wrongly from the crossroad.<br /> ::C. At least one WRONG WAY sign shall be placed on the exit ramp facing a road user traveling in the wrong direction.<br /> <br /> '''Guidance. '''In addition, the following pavement markings should be used (see [[#fig903.2.39.1|Figure 903.2.39.1]]):<br /> ::A. On two-lane paved crossroads at interchanges, solid double yellow lines should be used as a center line for an adequate distance on both sides approaching the ramp intersections.<br /> ::B. Where crossroad channelization or ramp geometrics do not make wrong-way movements difficult, a lane-use arrow should be placed in each lane of an exit ramp near the crossroad terminal where it will be clearly visible to a potential wrong-way road user.<br /> <br /> '''Option. '''The following traffic control devices may be used to supplement the signs and pavement markings described in the first and second paragraphs of this article:<br /> ::A. Additional ONE WAY signs may be placed, especially on two-lane rural crossroads, appropriately in advance of the ramp intersection to supplement the required ONE WAY sign(s).<br /> ::B. Additional WRONG WAY signs may be used.<br /> ::C. Slender, elongated wrong-way arrow pavement markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #fig3b21|Figure 620.2.22.1]]) intended primarily to warn wrong-way road users that they are traveling in the wrong direction may be placed upstream from the ramp terminus (see [[#fig903.2.39.1|Figure 903.2.39.1]] ) to indicate the correct direction of traffic flow. Wrong-way arrow pavement markings may also be placed on the exit ramp at appropriate locations near the crossroad junction to indicate wrong-way movement.<br /> ::D. Lane-use arrow pavement markings may be placed on the exit ramp and crossroad near their intersection to indicate the permissive direction of flow.<br /> ::E. Lane control signs or movement prohibition signs may be used on the approaches to the exit ramp.<br /> ::D. A Keep Right (R4-7 or R4-7c) may be used on a ramp median nose for wrong-way traffic control.<br /> <br /> '''Guidance. '''On interchange entrance ramps where the ramp merges with the through roadway and the design of the interchange does not clearly make evident the direction of traffic on the separate roadways or ramps, a ONE WAY sign visible to traffic on the entrance ramp and through roadway should be placed on each side of the through roadway near the entrance ramp merging point.<br /> <br /> '''Option. '''On interchange entrance ramps where the ramp merges with the through roadway and the design of the interchange does not clearly make evident the direction of traffic on the separate roadways or ramps a No Left Turn (R3-2) sign may be located on the left-hand side of the entrance ramp at the gore. If a No Left Turn (R3-2) sign is located on the left-hand side, a supplemental R3-2 sign may be installed on the right-hand side of the entrance ramp. <br /> <br /> On interchange entrance ramps where the ramp merges with the through roadway and the design clearly indicates the direction of flow, a ONE WAY sign may be placed visible to traffic on the entrance ramp and/or a NO TURNS (R3-3) sign may be placed visible to traffic on the entrance ramp and through roadway at the gore area.<br /> <br /> '''Support. '''[[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.37|EPG 903.2.37]], [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.38|EPG 903.2.38]], and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.40|EPG 903.2.40]] contain further information on signing to avoid wrong-way movements at at-grade intersections on expressways.<br /> <br /> {{SpanID|fig903.2.39.1}}<br /> [[File:Figure 903.2.39.1. Example of Application of Regulatory Signing and Pavement Markings at an Exit Ramp Termination to Deter Wrong-Way Entry.jpg|800px|alt=The example shows a horizontal two-lane roadway with an entrance ramp connecting from the north and a vertical exit ramp intersecting from the south.<br /> <br /> At the top of the figure, on the horizontal roadway, a guide sign for “I-70 East Columbia” is shown to the right of the roadway, adjacent to a R3-1 “No Right Turn” sign and two R6-1 one-way signs, all facing eastbound traffic. Further east, at the intersection, there are two additional R6-1 one-way signs, back to back—one facing eastbound traffic and the other facing westbound traffic.<br /> <br /> At the bottom of the figure, on the vertical exit ramp, two R5-1a “WRONG WAY” signs are shown, one on each side of the roadway, both facing north. A Wrong-Way arrow is marked on the pavement between the signs. Further north, two R5-1 “DO NOT ENTER” signs are shown on both sides of the roadway, both facing north. As the exit ramp approaches the intersection, it splits into two lanes, one for right turns and one for through/left turns, separated by a triangular-shaped channelizing island.<br /> <br /> At the intersection of the exit ramp right-turn lane, a Wrong-Way arrow is marked on the pavement. A yield line pavement marking is shown across the lane. Adjacent to this marking and on the right side of the lane, an R1-2 “Yield” sign is shown, with an optional R1-1 “Stop” sign alternative, in which case the marking should be a stop line. Immediately behind these signs, an R5-1 “DO NOT ENTER” sign is shown facing toward the northeast and the horizontal roadway.<br /> <br /> In the through/left-turn lane of the exit ramp, an R1-1 “Stop” sign is posted on the island in front of two back-to-back R6-1 one-way signs that face both directions of the horizontal roadway.<br /> <br /> Spacing guidance is shown: the R5-1 signs are placed 50 to 80 feet from the intersection, while the R5-1a “WRONG WAY” signs are placed 200 to 250 feet from the DO NOT ENTER sign.|thumb|center|'''Figure 903.2.39.1.''' Example of Application of Regulatory Signing and Pavement Markings at an Exit Ramp Termination to Deter Wrong-Way Entry]]<br /> <br /> {{SpanID|fig903.2.39.2}}<br /> [[File:Figure 903.2.39.2. Locations of Wrong-Way signing for Divided Highways with Offset Left Turn Lanes.jpg|800px|alt=The example shows a horizontal divided highway intersected by a vertical two-lane roadway. The divided highway has two eastbound lanes, a median, and two westbound lanes, each with a left-turn lane at the intersection.<br /> <br /> Starting with the eastbound approach, two R5-1a “WRONG WAY” signs are located outside of the travel lane, one on each side of the roadway, both facing east. Just east of these, an R5-1 “DO NOT ENTER” sign is posted on the median to the left of the eastbound left-turn lane, and another R5-1 sign is posted to the right of the eastbound right lane. Additionally, a third “DO NOT ENTER” sign is placed just east of the first sign on the right.<br /> <br /> On the westbound approach, two R5-1a “WRONG WAY” signs are located outside of the travel lane, one on each side of the roadway, both facing west. Just west of these, an R5-1 “DO NOT ENTER” sign is posted on the median to the left of the westbound left-turn lane, and another R5-1 sign is posted to the right of the westbound right lane. Additionally, a third “DO NOT ENTER” sign is placed just west of the first sign on the right.<br /> <br /> In total, six R5-1 “DO NOT ENTER” signs and four R5-1a “WRONG WAY” signs are shown, oriented toward drivers who may mistakenly travel the wrong way.|thumb|center|'''Figure 903.2.39.2. ''' Locations of Wrong-Way signing for Divided Highways with Offset Left Turn Lanes&lt;br/&gt;&lt;br/&gt;'''Notes:'''&lt;br/&gt;<br /> &lt;ol style=&quot;margin-left: 1.5em;&quot;&gt;<br /> &lt;li&gt;Distances may be adjusted up to 20’ +/- based on engineering judgement&lt;/li&gt;<br /> &lt;li&gt;4”x72” red sign post delineators are optional&lt;/li&gt;<br /> &lt;li&gt;MoDOT maintained signs shall not be installed on the back of non-MoDOT maintained signs&lt;/li&gt;<br /> &lt;li&gt;See [[#fig903.2.41.1 |Figure 903.2.41.4 ]] for ONE WAY signing for Divided Highways with Offset Left Turn Lanes&lt;/li&gt;<br /> &lt;/ol&gt;<br /> ]]<br /> <br /> =={{SpanID|903.2.40}}903.2.40 ONE WAY Signs (R6-1 and R6-2) (MUTCD Section 2B.49)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R6-1.gif|left|thumb|&lt;center&gt;'''R6-1'''&lt;/center&gt;|170px]]<br /> |[[image:R6-2.gif|left|thumb|&lt;center&gt;'''R6-2'''&lt;/center&gt;|110px]]<br /> |}<br /> <br /> '''Standard. '''Except as provided in the sixth paragraph of this article, the ONE WAY (R6-1 or R6-2) sign shall be used to indicate streets or roadways upon which vehicular traffic is allowed to travel in one direction only.<br /> <br /> ONE WAY signs shall be placed parallel to the one-way street at all alleys and roadways that intersect one-way roadways.<br /> <br /> At the crossing of a roadway with a divided highway that functions as two separate intersections, ONE WAY signs shall be placed, visible to each crossroad approach, on the near right and far left corners of each intersection with the directional roadways (see [[#fig903.2.41.1|Figures 903.2.41.1]] and [[#fig903.2.41.2|903.2.41.2]]).<br /> <br /> At the crossing of a roadway with a divided highway that functions as a single intersection Keep Right (R4-7) signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.34|EPG 903.2.34]]) and/or ONE WAY signs shall be installed (see [[#fig903.2.41.3|Figure 903.2.41.3]] and [[#fig903.2.41.4|Figure 903.2.41.4]]). If Keep Right signs are installed, they shall be placed as close as practicable to the approach ends of the medians and shall be visible to traffic on the divided highway as shown in [[#fig903.2.41.3|Figure 903.2.41.3]] and [[#fig903.2.41.4|Figure 903.2.41.4]]. If ONE WAY signs are installed, they shall be placed on the near right and far left corners of the intersection and shall be visible to each crossroad approach.<br /> <br /> '''Option. '''At the crossing of a roadway with a divided highway, regardless of function as a single or separate intersections, ONE WAY signs may also be placed on the far right corner of the intersection as shown in [[#fig903.2.41.1|Figure 903.2.41.1]], [[#fig903.2.41.2|Figure 903.2.41.2]], [[#fig903.2.41.3|Figure 903.2.41.3]] and [[#fig903.2.41.4|Figure 903.2.41.4]]. <br /> <br /> ONE WAY signs may be omitted on the one-way roadways of divided highways, where the design of interchanges indicates the direction of traffic on the separate roadways.<br /> <br /> '''Support. ''' [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.39|EPG 903.2.39]] contains information for the placement of ONE WAY signs at a crossroad with an interchange.<br /> <br /> '''Standard. '''If used at unsignalized intersections with one-way streets, ONE WAY signs shall be placed on the near right and the far left corners of the intersection facing traffic entering or crossing the one-way street.<br /> <br /> If used at signalized intersections with one-way streets, ONE WAY signs shall be placed near the appropriate signal faces, on the poles holding the traffic signals, on the mast arm or span wire holding the signals, or at the locations specified for unsignalized intersections.<br /> <br /> At unsignalized T-intersections where the roadway at the top of the T-intersection is a one-way roadway, ONE WAY signs shall be placed on the near-right and the far side of the intersection facing traffic on the stem approach.<br /> <br /> ONE WAY (R6-2) signs may be used in lieu of ONE WAY (R6-1) signs on mast arms for signals or where lateral space is limited.<br /> <br /> Where the central island of a roundabout allows for the installation of signs, ONE WAY signs may be used to direct traffic counter-clockwise around the central island (see [[#fig903.2.40.2|Figure 903.2.40.2]] and [[#fig903.2.40.3|Figure 903.2.40.3]]).<br /> <br /> '''Guidance. '''Where used on the central island of a roundabout, the mounting height of a ONE WAY sign should be at least 4 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way.<br /> <br /> {{SpanID|fig903.2.40.1}}<br /> [[File:Figure 903.2.40.1 Example of Regulatory and Warning Signs for a Mini-Roundabout.png|center|thumb|alt=A central island surrounded by a circular roadway is shown with four roadways that enter from the north, south, east, and west.<br /> On the roadway entering the circular roadway from the south, a sign assembly composed of a W2-6 sign mounted above a W13-1P plaque is shown to the right of the roadway facing south. Farther north, a W11-2 sign mounted above a W16-7P plaque is shown to the right of the roadway facing south in advance of a crosswalk. Just beyond this crosswalk, an R1-2 “YIELD” sign is shown on the right side of the roadway facing south, at the entrance to the mini-roundabout.<br /> On the opposite side of the road, before the same crosswalk, a W11-2 sign mounted above a W16-7P plaque is shown facing north.|800px|'''Figure 903.2.40.1''' Example of Regulatory and Warning Signs for a Mini-Roundabout]]<br /> <br /> {{SpanID|fig903.2.40.2}}<br /> [[File:Figure 903.2.40.2 Example of Regulatory and Warning Signs for a One-Lane Roundabout.png|center|thumb|alt=A central island surrounded by a circular roadway is shown with four roadways that enter from the north, south, east, and west.<br /> On the roadway entering the circular roadway from the south, a sign assembly composed of a W2-6 sign mounted above a W13-1P plaque is shown to the right of the roadway facing south. Farther north, a W11-2 sign mounted above a W16-7P plaque is shown to the right of the roadway facing south in advance of a crosswalk. Just beyond this crosswalk, an R1-2 “YIELD” sign is shown on the right side of the roadway facing south as it enters the one-lane roundabout.<br /> Within the central island of the roundabout, an R6-1 “ONE WAY” sign is shown facing south. In the median of the north approach, prior to entering the roundabout, an R1-2 “YIELD” sign is shown facing south.<br /> On the opposite side of the south approach (before the same crosswalk), a W11-2 sign mounted above a W16-7P plaque is shown facing north.|800px|'''Figure 903.2.40.2''' Example of Regulatory and Warning Signs for a One-Lane Roundabout]]<br /> <br /> {{SpanID|fig903.2.40.3}}<br /> [[File:Figure 903.2.40.3 Example of a Regulatory and Warning Signs for a Two-Lane Roundabout with Consecutive Double lefts.png|center|thumb|alt=A central island surrounded by a circular roadway is shown with four roadways that enter from the north, south, east, and west.<br /> On the roadway entering the circular roadway from the south, a sign assembly composed of a W2-6 sign mounted above a W13-1P plaque is shown to the right of the roadway facing south. Farther north, a W11-2 sign mounted above a W16-7P plaque is shown to the right of the roadway facing south in advance of a crosswalk. Just beyond this crosswalk, an R1-2 “YIELD” sign is shown on the right side of the roadway facing south as it enters the one-lane roundabout.<br /> Within the central island of the roundabout, an R6-1 “ONE WAY” sign is shown facing south. In the median of the northbound approach, prior to entering the roundabout, an R1-2 “YIELD” sign is shown facing south. Additionally, in this same median, two sign assemblies composed of a W2-6 sign mounted above a W13-1P plaque are shown: one placed before the crosswalk facing south, and another placed just beyond the crosswalk facing north.<br /> On the opposite side of the north approach (before the same crosswalk), a W11-2 sign mounted above a W16-7P plaque is shown facing north.|800px|'''Figure 903.2.40.3''' Example of a Regulatory and Warning Signs for a Two-Lane Roundabout with Consecutive Double lefts]]<br /> <br /> =={{SpanID|903.2.41}}903.2.41 Divided Highway Crossing Signs (R6-3 and R6-3a) (MUTCD Section 2B.50)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R6-3.gif|left|thumb|&lt;center&gt;'''R6-3'''&lt;/center&gt;|150px]]<br /> |[[image:R6-3a.gif|left|thumb|&lt;center&gt;'''R6-3a'''&lt;/center&gt;|150px]]<br /> |}<br /> <br /> '''Standard. '''On unsignalized minor-street approaches from which both left turns and right turns are permitted onto a divided highway at a crossing that functions as two separate intersections (see [[903.1 General (MUTCD Chapter 2A) #903.1.23|EPG 903.1.23]]), a Divided Highway Crossing (R6-3 or R6-3a) sign shall be used to advise road users that they are approaching an intersection with a divided highway (see [[#fig903.2.41.1|Figure 903.2.41.1]] and [[#fig903.2.41.2|Figure 903.2.41.2]]).<br /> <br /> If a Divided Highway Crossing sign is used at a four-leg intersection, the R6-3 sign shall be used. If used at a T-intersection, the R6-3a sign shall be used.<br /> <br /> The Divided Highway Crossing sign shall be located on the near right corner of the intersection, mounted beneath a STOP or YIELD sign or on a separate support.<br /> <br /> The DIVIDED HIGHWAY (R6-3b) sign may be used in situations where the R6-3 or R6-3a Divided Highway Crossing signs may be confusing.<br /> <br /> {{SpanID|fig903.2.41.1}}<br /> [[File:Figure 903.2.41.1 ONE WAY Signing for Divided Highways with Median Widths Greater than 150 Feet.png|center|thumb|alt=The example shows a horizontal divided highway intersected by a vertical two-lane roadway. The divided highway has two lanes to the east, a wide median greater than 150 feet, and two lanes to the west, each with a left-turn lane at the intersection.<br /> On the vertical roadway, northbound approach, on the right just before the intersection with the east lanes there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing south. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the east lanes, there is an R6-1 “ONE WAY” sign on the right corner facing south.<br /> Further north, at the intersection with the west lanes, an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign faces south. Behind this sign, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the west lanes, there is an R6-1 “ONE WAY” sign on the right corner facing south.<br /> On the vertical roadway, southbound approach, the signing is mirrored. On the right just before the intersection with the west lanes, there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing north. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the west lanes, there is an R6-1 “ONE WAY” sign on the right corner facing north.<br /> Further south, at the intersection with the east lanes, an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign faces north. Behind this sign, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the east lanes, there is an R6-1 “ONE WAY” sign on the right corner facing north.|800px|'''Figure 903.2.41.1''' ONE WAY Signing for Divided Highways with Median Widths Greater than 150 Feet]]<br /> <br /> {{SpanID|fig903.2.41.2}}<br /> [[File:Figure 903.2.41.2 ONE WAY Signing for Divided Highways with Median Widths of 60 Feet to 150 Feet.png|center|thumb|alt=The example shows a horizontal divided highway intersected by a vertical two-lane roadway. The divided highway has two lanes to the east, a median width between 60 and 150 feet, and two lanes to the west, each with a left-turn lane at the intersection.<br /> On the vertical roadway, northbound approach, on the right just before the intersection with the east lanes there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing south. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the east lanes, there is an R6-1 “ONE WAY” sign on the right side of the roadway facing south.<br /> Further north, at the intersection with the west lanes, an R6-1 “ONE WAY” sign with either an R1-1 “STOP” sign or an R1-2 “YIELD” sign faces south. Behind this sign, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the west lanes, there is an R6-1 “ONE WAY” sign on the right corner facing south.<br /> On the vertical roadway, southbound approach, the signing is mirrored. On the right just before the intersection with the west lanes, there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing north. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the west lanes, there is an R6-1 “ONE WAY” sign on the right side of the roadway facing north.<br /> Further south, at the intersection with the east lanes, an R6-1 “ONE WAY” sign with either an R1-1 “STOP” sign or an R1-2 “YIELD” sign faces north. Behind this sign, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the east lanes, there is an R6-1 “ONE WAY” sign on the right corner facing north.|800px|'''Figure 903.2.41.2''' ONE WAY Signing for Divided Highways with Median Widths of 60 Feet to 150 Feet]]<br /> <br /> {{SpanID|fig903.2.41.3}}<br /> [[File:Figure 903.2.41.3 ONE WAY Signing for Divided Highways with Median Widths Narrower Than 60 Feet.png|center|thumb|alt=A vertical two-lane roadway intersects a horizontal highway with two lanes to the east, a median narrower than 60 feet, and two lanes to the west. Each direction of the horizontal highway has a left-turn lane at its intersection with the vertical roadway.<br /> On the vertical roadway, northbound approach, on the right just before the intersection with the east lanes there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing south. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the east lanes, there is an R4-7 “KEEP RIGHT” sign posted on the median facing west.<br /> Further north, past the intersection with the west lanes, an R6-1 “ONE WAY” sign faces south (optional).<br /> On the vertical roadway, southbound approach, the signing is mirrored. On the right just before the intersection with the west lanes, there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing north. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the west lanes, there is an R4-7 “KEEP RIGHT” sign posted on the median facing east.<br /> Further south, past the intersection with the east lanes, an R6-1 “ONE WAY” sign faces north (optional).|800px|'''Figure 903.2.41.3''' ONE WAY Signing for Divided Highways with Median Widths Narrower Than 60 Feet]]<br /> <br /> {{SpanID|fig903.2.41.4}}<br /> [[File:Figure 903.2.41.4 ONE WAY Signing for Divided Highways with Offset Left Turn Lanes.png|center|thumb|alt=A vertical two-lane roadway intersects a horizontal highway with two lanes to the east, a median, and two lanes to the west. Each direction of the horizontal highway has a left-turn lane at its intersection with the vertical roadway, and the left-turn lanes are offset across the median.<br /> On the vertical roadway, north approach, on the right just before the intersection with the east lanes there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing south. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the east lanes, there is an R4-7 “KEEP RIGHT” sign posted on the median facing west.<br /> Further north, past the intersection with the west lanes, an R6-1 “ONE WAY” sign faces south (optional).<br /> On the vertical roadway, south approach, the signing is mirrored. On the right just before the intersection with the west lanes, there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing north. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the west lanes, there is an R4-7 “KEEP RIGHT” sign posted on the median facing east.<br /> Further south, past the intersection with the east lanes, an R6-1 “ONE WAY” sign faces north (optional).|800px|'''Figure 903.2.41.4''' ONE WAY Signing for Divided Highways with Offset Left Turn Lanes]]<br /> <br /> =={{SpanID|903.2.42}}903.2.42 Parking, Standing, and Stopping Signs (R7 and R8 Series) (MUTCD Section 2B.52)==<br /> <br /> '''Support. '''Parking signs pertain to the parking, standing, and stopping of vehicles along the roadway and in designated parking areas. They cover a wide variety of regulations, and only general guidance can be provided here. The word “standing” when used on the R7 and R8 series of signs refers to the practice of a driver keeping the vehicle in a stationary position while continuing to occupy the vehicle. The word “stopping” when used on the R7 and R8 series signs refers to any vehicle, occupied by a driver or not, that stops other than to avoid conflict with other traffic or to comply with official direction. Other types of activities such as active loading, active passenger loading, and/or waiting might be established in State or local codes for use on R7 and R8 series signs.<br /> <br /> Parking signs are categorized as either (1) prohibiting parking or (2) permitting parking with restrictions on how parking is allowed. <br /> <br /> The types of parking, standing, or stopping prohibitions that might be encountered include, but are not limited to:<br /> ::A. Prohibited at all times;<br /> ::B. Prohibited only at certain times of the day and/or days of the week;<br /> ::C. Prohibited with exceptions, such as for bus stops, loading/unloading zones, persons with disabilities, or electric vehicle charging stations; or<br /> ::D. Prohibited under certain conditions, such as Snow Emergency Routes.<br /> <br /> Permissive parking signs allowing parking with restrictions include, but are not limited to:<br /> ::A. Parking only allowed for limited time duration (such as 30 minutes or for 1 hour); <br /> ::B. Metered parking requiring payment at an individual or a multi-space parking meter, or through electronic means such as by telephone or mobile application.;<br /> ::C. Parking only for specific persons (such as those with disabilities or patrons or employees of a business) or specific vehicle types (such as electric vehicles, police/government vehicles, motorcycles, bicycles, or taxis); <br /> ::D. Angled or back-in angled parking when it is not commonly used in the area;<br /> ::E. Parking programs such as neighborhood/residential permits, school areas, or special events; and<br /> ::F. Emergency parking or stopping only.<br /> <br /> The District Engineer is authorized to act on requests for parking restrictions within incorporated areas upon receipt of a city ordinance requesting the same.<br /> <br /> '''Option. '''The District Engineer may authorize parking restrictions after completion of a study by the district staff and review by county and local law enforcement.<br /> <br /> Within interchange areas and on ramps the standard NO PARKING ANYTIME (R7-1) sign may be used.<br /> <br /> '''Guidance. '''Local law enforcement agencies should be consulted when determining if there is a need for no parking signs to be installed.<br /> <br /> =={{SpanID|903.2.43}}903.2.43 Design of Parking, Standing, and Stopping Signs (MUTCD Section 2B.53)==<br /> &lt;center&gt;<br /> {| style=&quot;text-align: center;&quot;<br /> |-<br /> | [[File:R7-1.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-1 '''&lt;/center&gt;]]<br /> | [[File:R7-108.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-108 '''&lt;/center&gt;]]<br /> | [[File:R7-111.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-111 '''&lt;/center&gt;]]<br /> | [[File:R7-111a.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-111a '''&lt;/center&gt;]]<br /> | [[File:R7-112.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-112 '''&lt;/center&gt;]]<br /> | [[File:R7-112a.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-112a '''&lt;/center&gt;]]<br /> |-<br /> | [[File:R7-112b.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-112b '''&lt;/center&gt;]]<br /> | [[File:R7-113.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-113 '''&lt;/center&gt;]]<br /> | [[File:R7-113aP.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-113aP '''&lt;/center&gt;]][[File:R7-113bP.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-113bP '''&lt;/center&gt;]]<br /> | [[File:R7-114a.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-114a '''&lt;/center&gt;]]<br /> | [[File:R7-114b.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R7-114b '''&lt;/center&gt;]]<br /> | [[File:R7-201P.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-201P '''&lt;/center&gt;]]<br /> |-<br /> | [[File:R7-202P.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-202P '''&lt;/center&gt;]]<br /> | [[File:R7-5.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-5 '''&lt;/center&gt;]]<br /> | [[File:R7-8.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-8 '''&lt;/center&gt;]]<br /> | [[File:R7-8aP.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-8aP '''&lt;/center&gt;]]<br /> | [[File:R7-35.png|center|thumb|alt=|105px|&lt;center&gt;'''R7-35 '''&lt;/center&gt;]]<br /> <br /> |}<br /> &lt;/center&gt;<br /> '''Standard. '''Parking, standing, or stopping signs shall be rectangular.<br /> <br /> Public agencies shall follow established law (State law, local ordinance, or regulation) as adopted by the authorized agency regarding what messages are allowed on parking signs. <br /> <br /> The legend on parking signs shall state applicable regulations. Parking signs shall comply with the standards of shape, color, and location.<br /> <br /> Prohibitive parking signs shall be used where parking is prohibited at all times or at specific times. Except as otherwise provided in this article, parking signs shall have a red legend and border on a white background and, when the parking prohibition symbol is used, the symbol “P” shall be black. <br /> <br /> Permissive parking signs shall be used where only time-limited parking or parking in a particular manner is allowed. Permissive parking signs shall have a green legend and border on a white background.<br /> <br /> '''Guidance. '''Parking information, should be displayed from top to bottom of the sign, as applicable, in the following order:<br /> ::A. The restriction or prohibition;<br /> ::B. The times of the day that it is applicable, if not all hours;<br /> ::C. The days of the week that it is applicable, if not every day;<br /> ::D. Qualifying or supplementary information;<br /> ::E. Exemptions to the restriction of prohibition; and<br /> ::F. Any tow-away message or symbol.<br /> <br /> If the parking regulation applies to a limited area or zone, the limits of the regulation should be shown by arrows or supplemental plaques. If arrows are used and if the sign is at the end of a parking zone, there should be a single-headed arrow pointing in the direction that the regulation is in effect. If the sign is at an intermediate point in a zone, there should be a double-headed arrow pointing both ways. When a single sign is used at the transition point between two parking zones, it should display a right arrow and a left arrow pointing in the direction that the respective regulations apply.<br /> <br /> '''Standard. '''The times and days for which the parking regulations are in effect shall be posted if they are not in effect at all times of day or all days of the week. <br /> <br /> '''Option. '''As an alternate to the use of arrows to show designated restriction zones, the following word messages may be used: BEGIN, END, HERE TO CORNER, HERE TO ALLEY, and THIS SIDE OF SIGN.<br /> <br /> '''Standard. '''Where parking spaces are reserved for persons with disabilities, the Accessible Parking (R7-8) sign shall be used to designate the space and shall display the official International Symbol of Accessibility. <br /> <br /> Where parking spaces that are reserved for persons with disabilities are designed to accommodate wheelchair vans, a VAN ACCESSIBLE (R7-8aP) plaque shall be mounted below the R7-8 sign. <br /> <br /> The RESERVED PARKING for Persons with Disabilities (R7-8) sign shall be installed in rest area parking lots 10 ft. to 16 ft. from the edge of the handicap ramp.<br /> <br /> '''Support. '''The R7-8L has a left arrow and the R7-8R a right arrow. The R7-8 does not have an arrow.<br /> <br /> '''Guidance. '''Where parking spaces are designated for parking of electric vehicles, an Electric Vehicle Parking (R7-111 series, R7-112 series, and R7-113) sign should be installed adjacent to the designated spaces. Where there is no time limit, the R7-111 series sign should be used. Where parking is subject to a time limit, the R7-112 series sign should be used. <br /> <br /> Where parking spaces are only designated for charging of electric vehicles, an R7-113 sign or R7-114 series sign should be installed adjacent to the designated spaces.<br /> <br /> Where additional restrictions apply while a vehicle occupies the designated space, the R7-113P series plaques should be installed below the R7-113 sign or the R7-114 series signs.<br /> <br /> '''Option. '''A Tow-Away Zone (R7-201P or R7-201aP) plaque may be mounted below any parking prohibition sign. The word legend TOW-AWAY ZONE may be incorporated into the parking prohibition sign in lieu of using a separate plaque. <br /> <br /> The R7-201P plaque may have a black or red symbol and border on a white background. <br /> <br /> '''Guidance. '''When a legend other than that on the standard parking signs is necessary, letter height, symbol size, and basic sign layout should be consistent with the those shown on the standard parking signs as detailed in the FHWA “Standard Highway Signs” publication (see [[911 General (MUTCD Part 1) #911.1.5|EPG 911 (MUTCD Section 1A.05)]]). '''<br /> <br /> In general, the letter height of the principal legend on parking signs sized for urbanized applications should be at least 2 inches. <br /> <br /> The NO PARKING ON BRIDGE sign (R7-35) should be used at bridge ends or on bridges where motorists tend to block or endanger through traffic by parking on the bridge.<br /> <br /> =={{SpanID|903.2.44}}903.2.44 Placement of Parking, Standing, and Stopping Signs (MUTCD Section 2B.54)==<br /> <br /> '''Support. '''The efficacy of parking, standing, and stopping signs, when used on conventional roads in urbanized or developed environments, depends on their visibility and consistent placement along a street or within a particular block. It is often impracticable for the entire legend to be legible from similar distances as for other types of signs. Therefore, it is important that their conventional form be recognizable from an adequate distance such that the road user can obtain the information upon closer inspection.<br /> <br /> '''Guidance. '''When signs with arrows are used to indicate the extent of the restricted zones, the signs should be set at an angle of not less than 30 degrees nor more than 45 degrees with the line of traffic flow in order to be visible to approaching traffic.<br /> <br /> When signs are placed at the head of perpendicular parking stalls, the signs should be parallel to the roadway facing the parking stall.<br /> <br /> Spacing of signs should be based on legibility, conspicuity, and sign orientation.<br /> <br /> If the zone is long, signs should be used at intermediate points within the zone.<br /> <br /> If the signs are mounted at an angle of 90 degrees to the curb line, two signs should be mounted back to back at the transition point between two parking zones, each with an appended THIS SIDE OF SIGN (R7-202P) supplemental plaque.<br /> <br /> If the signs are mounted at an angle of 90 degrees to the curb line, signs without any arrows or appended plaques should be used at intermediate points within a parking zone, facing in the direction of approaching traffic. Otherwise, the standards of placement should be the same as for signs using directional arrows.<br /> <br /> '''Option. '''Blanket parking regulations that apply to an entire jurisdiction may, if legal, be posted in the vicinity of the jurisdictional boundary lines. Blanket parking regulations that apply to a posted zone or district may, if legal, be posted at the entry points to the zone or district. <br /> <br /> =={{SpanID|903.2.45}}903.2.45 Emergency Restriction Signs (R8-7) (MUTCD Section 2B.55)==<br /> <br /> [[image:R8-7.gif|center|150px|thumb|&lt;center&gt;'''R8-7'''&lt;/center&gt;]]<br /> <br /> '''Standard. '''Emergency Restriction signs shall be rectangular and shall have a black legend and border on a white background. <br /> <br /> '''Option. '''The EMERGENCY STOPPING ONLY (R8-7) sign may be used to discourage or prohibit shoulder parking on the interstate and other freeway highway systems based on the Missouri Revised Statutes, Section 304.024.<br /> <br /> '''Guidance. '''The use of the EMERGENCY STOPPING ONLY sign should be held to a minimum and not erected unless there is a specific problem.<br /> <br /> '''Support. ''' [[913.2 Signs (MUTCD Chapter 8B) #913.2.7|EPG 913.2.7]] contains information for the use of the DO NOT STOP ON TRACKS (R8-8) sign to discourage or prohibit parking or stopping on railroad or light rail transit tracks.<br /> <br />  <br /> <br /> =={{SpanID|903.2.46}}903.2.46 Pedestrian Crossing Signs (R9-3) (MUTCD Section 2B.57)==<br /> &lt;center&gt;<br /> {|<br /> |-<br /> | [[File:R9-3.jpg|thumb|center|&lt;center&gt;'''R9-3'''&lt;/center&gt;|120px]]<br /> | [[File:R9-3a.jpg|thumb|center|&lt;center&gt;'''R9-3a'''&lt;/center&gt;|120px]]<br /> |}&lt;/center&gt;<br /> <br /> '''Option. '''Pedestrian Crossing signs may be used to limit pedestrian crossing to specific locations.<br /> <br /> '''Standard. '''If used, Pedestrian Crossing signs shall be installed to face pedestrian approaches.<br /> <br /> '''Option. '''The No Pedestrian Crossing (R9-3) sign may be used to prohibit pedestrians from crossing a roadway at an undesirable location or in front of a school or other public building where a crossing is not designated.<br /> <br /> The NO PEDESTRIAN CROSSING (R9-3a) word message sign may be used as an alternate to the R9-3 symbol sign.<br /> <br /> '''Support. '''Pedestrians with vision disabilities might need features other than traffic control devices to provide effective communication of the prohibition of pedestrian crossing.<br /> <br /> =={{SpanID|903.2.47}}903.2.47 Traffic Signal Pedestrian and Bicyclist Actuation Signs (R10-3b, R10-3d, R10-3e, R10-4, and R10-25) (MUTCD Section 2B.58)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |-<br /> | [[File:R10-3b.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-3b'''&lt;/center&gt;]]<br /> | [[File:R10-3d.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-3d'''&lt;/center&gt;]]<br /> | [[File:R10-3e.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-3e'''&lt;/center&gt;]]<br /> | [[File:R10-4.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-4'''&lt;/center&gt;]]<br /> | [[File:R10-25.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-25'''&lt;/center&gt;]]<br /> |-<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Standard. '''Where manual actuation of a traffic signal is required for pedestrians or bicyclists to call a signal phase to cross the roadway, traffic signal signs applicable to pedestrian actuation or bicyclist actuation shall be mounted immediately above or incorporated into the push button detector units (see [[902.9 Pedestrian Control Features (MUTCD Chapter 4I) #902.9.5|EPG 902.9.5]]). '''<br /> <br /> '''Support. '''Traffic signal signs applicable to pedestrians include:<br /> ::A. Push Button for Walk Signal (R10-3 series), and<br /> ::B. Push Button for Green Signal (R10-4 series).<br /> <br /> '''Option. '''If the signalized intersection has push buttons but no pedestrian heads the PUSH BUTTON FOR GREEN SIGNAL (R10-4) sign may be used instead of the R10-3e and R10-3j signs.<br /> <br /> '''Guidance. '''The finger in the push button symbol on the R10-4 sign should point in the same direction as the arrow on the sign.<br /> <br /> '''Option. '''Where symbolic pedestrian signal indications are used, an educational sign (R10-3b) may be used at signalized intersections. The R10-3d educational sign may be used to inform pedestrians that the pedestrian clearance time is sufficient only for the pedestrian to cross to the median at locations where pedestrians cross in two stages using a median refuge island. The R10-3e educational sign may be used where countdown pedestrian signals have been provided. <br /> <br /> The R10-3e sign shall be used with pre-timed pedestrian signals. For actuated pedestrian signal, the R10-3eL and R10-3eR shall be mounted immediately above or incorporated in pedestrian pushbutton units.<br /> <br /> The R10-25 sign may be used where a push button detector has been installed for pedestrians to activate In-Roadway Warning Lights (see [[902.20 In-Roadway Warning Lights (MUTCD Chapter 4U) #902.20|EPG 902.20]]) or flashing beacons that have been added to the pedestrian warning signs.<br /> <br /> =={{SpanID|903.2.48}}903.2.48 Traffic Signal Signs and Plaques (R10-5 through R10-23a) (MUTCD Section 2B.59)==<br /> &lt;center&gt;<br /> {|<br /> |-<br /> | [[File:R10-5.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-5 '''&lt;/center&gt;]]<br /> | [[File:R10-6.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-6 '''&lt;/center&gt;]]<br /> | [[File:R10-7.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-7 '''&lt;/center&gt;]]<br /> | [[File:R10-10.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-10 '''&lt;/center&gt;]]<br /> |-<br /> | [[File:R10-12.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-12 '''&lt;/center&gt;]]<br /> | [[File:R10-12a.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-12a '''&lt;/center&gt;]]<br /> | [[File:R10-13.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-13 '''&lt;/center&gt;]]<br /> | [[File:R10-14.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-14 '''&lt;/center&gt;]]<br /> | [[File:R10-14a.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-14a '''&lt;/center&gt;]]<br /> |-<br /> | [[File:R10-14b.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-14b '''&lt;/center&gt;]]<br /> | [[File:R10-15.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-15 '''&lt;/center&gt;]]<br /> | [[File:R10-23.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-23 '''&lt;/center&gt;]]<br /> | [[File:R10-23a.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-23a '''&lt;/center&gt;]]<br /> |-<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''To supplement traffic signal control, traffic signal (R10-5 through R10-30) signs may be used to regulate road users.<br /> <br /> Traffic signal signs may be installed at certain locations to clarify signal control. Among the legends that may be used for this purpose are:<br /> ::A. LEFT (RIGHT) ON GREEN ARROW ONLY (R10-5), <br /> ::B. STOP HERE ON RED (R10-6) for observance of stop lines, <br /> ::C. DO NOT BLOCK INTERSECTION (R10-7) for avoidance of traffic obstructions, <br /> ::D. LEFT (RIGHT) TURN SIGNAL (R10-10),<br /> ::E. U TURN SIGNAL (R10-10a) for exclusive control of a U-turn movement,<br /> ::F. LEFT (RIGHT) TURN YIELD ON GREEN (symbolic circular green) (R10-12), and<br /> ::G. LEFT (RIGHT) TURN YIELD ON FLASHING YELLOW ARROW (R10-12a).<br /> <br /> '''Guidance. '''If used, the LEFT ON GREEN ARROW ONLY sign, the LEFT TURN SIGNAL sign, the LEFT TURN YIELD ON GREEN (symbolic circular green) sign, or the LEFT TURN YIELD ON FLASHING YELLOW ARROW sign should be located adjacent to the left-turn signal face.<br /> <br /> '''Standard. '''The LEFT TURN SIGNAL (R10-10L) sign has been discontinued by MoDOT. These signs shall remain in place until the circular red indication is replaced with a red left arrow (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.6|EPG 902.6.6]] Signal Indications for Protected Only Mode Left-Turn Movements in a Separate Signal Face).<br /> <br /> If an existing R10-10L is at the end of its service life, it shall be removed, and the circular red indication shall be replaced with a red left arrow.<br /> <br /> '''Guidance. '''If used, the RIGHT ON GREEN ARROW ONLY sign, the RIGHT TURN SIGNAL sign, or the RIGHT TURN YIELD ON FLASHING YELLOW ARROW sign should be located adjacent to the right-turn signal face.<br /> <br /> '''Option. '''If used, a U TURN SIGNAL (R10-10a) sign may be installed adjacent to the signal face that exclusively controls a U-turn movement.<br /> <br /> '''Standard. '''The CROSSWALK—STOP ON RED (symbolic circular red) (R10-23) and STOP ON RED-YIELD ON FLASHING RED AFTER STOP (R10-23a) signs shall only be used in conjunction with pedestrian hybrid beacons (see [[902.10 Pedestrian Hybrid Beacons (MUTCD Chapter 4J) #902.10.2|EPG 902.10.2]]).<br /> <br /> The EMERGENCY SIGNAL (R10-13) sign shall be used in conjunction with emergency-vehicle traffic control signals (see [[902.13 Traffic Control Signals for Emergency-Vehicle Access (MUTCD Chapter 4M) #902.13.2|EPG 902.13.2]]).<br /> <br /> The EMERGENCY SIGNAL—STOP ON FLASHING RED (R10-14 or R10-14a) sign shall be used in conjunction with emergency-vehicle hybrid beacons (see [[902.14 Hybrid Beacons for Emergency-Vehicle Access (MUTCD Chapter 4N) #902.14.2|EPG 902.14.2]]).<br /> <br /> '''Option. '''If needed for extra emphasis, a STOP HERE ON FLASHING RED (R10-14b) sign may be installed with an emergency-vehicle hybrid beacon.<br /> <br /> '''Standard. '''The Left Turn Yield to Bicycles (R10-12b) sign shall be limited to applications where the conflicting bicyclist movement would be unexpected in direction, location, or similar condition that would tend to violate the expectation of a turning motorist.<br /> <br /> '''Guidance. '''The Left Turn Yield to Bicycles sign should be located adjacent to the left-turn signal face. <br /> <br /> Currently the R10-12b sign is not used by MoDOT. Contact the Highway Safety and Traffic division when considering the use of this sign.<br /> <br /> Where conditions might warrant additional emphasis to drivers turning at a signalized intersection where potential pedestrian conflicts might not be readily apparent, a Turning Vehicles Yield to Pedestrians (R10-15) sign may be used.<br /> <br /> The R10-15 series signs, where used, should be placed as follows:<br /> ::A. On the near right corner of the signalized intersection for right-turning vehicles.<br /> ::B. On the far left corner of the signalized intersection for the left-turning vehicles onto a two-way street.<br /> ::C. On the near left corner of the signalized intersection for left-turning vehicles from a one-way street onto a one-way street.<br /> <br /> =={{SpanID|903.2.49}}903.2.49 No Turn on Red Signs (R10-11 and R10-30a) (MUTCD Section 2B.60)==<br /> <br /> &lt;center&gt;<br /> {|<br /> | [[File:R10-11.gif|thumb|center|105px|&lt;center&gt;'''R10-11'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Standard. '''Where a right turn on a circular red signal indication (or a left turn on a circular red signal indication from a one-way street to a one-way street) is to be prohibited, a NO TURN ON RED (R10-11) word message sign shall be used. <br /> <br /> The NO TURN ON RED (R10-11) sign shall be used to prohibit a right turn on red.<br /> <br /> '''Guidance. '''If used, the No Turn on Red sign should be installed near the appropriate signal head.<br /> <br /> A No Turn on Red sign should be considered when an engineering study finds that one or more of the following conditions exists:<br /> ::A. Inadequate sight distance to vehicles approaching from the left (or right, if applicable);<br /> ::B. Geometrics or operational characteristics of the intersection that might result in unexpected conflicts;<br /> ::C. An exclusive pedestrian or bicycle phase;<br /> ::D. An unacceptable number of conflicting pedestrian movements with right-turn-on-red maneuvers, especially involving children, older pedestrians, or persons with disabilities;<br /> ::E. More than three right-turn-on-red crashes reported in a 12-month period for the particular approach; or<br /> ::F. The skew angle of the intersecting roadways creates difficulty for drivers to see traffic approaching from their left (or right, if applicable).<br /> <br /> '''Standard. '''If an R10-11 sign with conventional road size as shown in [[#tab903.2.3|Table 903.2.3]] is used on an approach on the far side of the intersection and the distance between the stop line and the sign is greater than 120 feet, then a duplicate sign shall be located on the near side of the intersection to supplement the sign on the far side of the intersection. <br /> <br /> Except as provided by the option below, if right turn on red (RTOR) is restricted, then the NO TURN ON RED (R10-11) sign shall be used in lieu of the RIGHT TURN SIGNAL sign.<br /> <br /> '''Guidance. '''If used, the NO TURN ON RED sign should mounted adjacent to the far right signal indication. Refer to [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.13|EPG 902.6.13]] to determine when a NO TURN ON RED sign should be considered.<br /> <br /> '''Option. '''Where space is limited, the square-shaped NO TURN ON RED (R10-11b) sign may be used instead of the R10-11 sign.<br /> <br /> When a no-turn-on-red restriction applies during certain time periods only, the following alternatives may be used: <br /> ::A Movement Prohibition (R3-1, R3-2, R3-4, R3-18, and R3-27) signs or NO TURN ON RED signs displayed by using a blank-out sign for the time period or one or more portion(s) of a particular cycle of the traffic control signal during which the prohibition is applicable; or<br /> <br /> White LEDs may be used in the border and activated during periods of turn prohibition to enhance the sign conspicuity.<br /> <br /> A RIGHT TURN ON RED MUST YIELD TO U-TURN (R10-30) sign may be installed to remind road users that they must yield to conflicting U-turn traffic on the street or highway onto which they are turning right on a red signal after stopping.<br /> <br /> A RIGHT TURN MUST YIELD TO U-TURN (R10-30a) sign may be installed under a yield sign to remind road users that they must yield to conflicting U-turn traffic on the street or highway on to which they are turning right controlled by a yield sign.<br /> <br /> =={{SpanID|903.2.50}}903.2.50 Ramp Metering Signs (R10-28 and R10-29) (MUTCD Section 2B.61)==<br /> <br /> &lt;center&gt;<br /> {|<br /> | [[File:R10-28.jpg|thumb|center|95px|&lt;center&gt;'''R10-28'''&lt;/center&gt;]]<br /> | [[File:R10-29.jpg|thumb|center|125px|&lt;center&gt;'''R10-29'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''When ramp control signals (see [[902.16 Traffic Control Signals for Freeway Entrance Ramps (MUTCD Chapter 4P) #902.2.16|EPG 902.16]]) are used to meter traffic on a freeway or expressway entrance ramp, regulatory signs with legends appropriate to the control may be installed adjacent to the ramp control signal faces.<br /> <br /> For entrance ramps with only one controlled lane, an XX VEHICLE(S) PER GREEN (R10-28) sign may be used to inform road users of the number of vehicles that are permitted to proceed during each short display of the green signal indication. For entrance ramps with more than one controlled lane, an XX VEHICLE(S) PER GREEN EACH LANE (R10-29) sign may be used to inform road users of the number of vehicles that are permitted to proceed from each lane during each short display of the green signal indication.<br /> <br /> '''Support. '''[[903.12 Changeable Message Signs (MUTCD Chapter 2L) #903.12|EPG 903.12]] contains provisions for the use of blank-out or changeable message signs when the metering is limited by time, day, or condition.<br /> <br /> =={{SpanID|903.2.51}}903.2.51 KEEP OFF MEDIAN Sign (R11-1) (MUTCD Section 2B.62)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |[[File:R11-1.jpg|thumb|center|105px|&lt;center&gt;'''R11-1'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''The KEEP OFF MEDIAN (R11-1) sign may be used to prohibit driving into or parking on the median.<br /> <br /> '''Guidance. '''The KEEP OFF MEDIAN sign should be installed on the left-hand side of the roadway within the median at random intervals as needed wherever there is a tendency for encroachment.<br /> <br /> '''Support. '''A median is the area between two roadways of a divided highway measured from edge of travel way to edge of travel way or the area between a highway and an outer road.<br /> <br /> =={{SpanID|903.2.52}}903.2.52 ROAD CLOSED Sign (R11-2) and LOCAL TRAFFIC ONLY Signs (R11-3 and R11-4) (MUTCD Section 2B.63)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |[[File:R11-2.jpg|thumb|center|135px|&lt;center&gt;'''R11-2'''&lt;/center&gt;]]<br /> |[[File:R11-3.jpg|thumb|center|170px|&lt;center&gt;'''R11-3'''&lt;/center&gt;]]<br /> |[[File:R11-4.jpg|thumb|center|170px|&lt;center&gt;'''R11-4'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Guidance. '''The ROAD CLOSED (R11-2) sign should be installed where roads have been closed to all traffic (except authorized vehicles).<br /> <br /> ROAD CLOSED—LOCAL TRAFFIC ONLY (R11-3) or ROAD CLOSED TO THRU TRAFFIC (R11-4) signs should be used where through traffic is not permitted, or for a closure some distance beyond the sign, but where the highway is open for local traffic up to the point of closure.<br /> <br /> '''Standard. '''The Road Closed (R11-2, R11-3, and R11-4) signs shall be designed as horizontal rectangles. These signs shall be preceded by the applicable Advance Road Closed warning sign with the secondary legend AHEAD and, if applicable, an Advance Detour warning sign (see [[616.8 TTC Zone Warning Signs (MUTCD Chapter 6H) #616.8.4|EPG 616.8.4]]).<br /> <br /> =={{SpanID|903.2.53}}903.2.53 Weight Limit Sign (R12-1) (MUTCD Section 2B.64)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |[[File:R12-1.jpg|thumb|center|105px|&lt;center&gt;'''R12-1'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''In 2022, a new load posting policy was implemented by MoDOT in the EPG. This new policy resulted from a plan of corrective action with FHWA. With this new policy, all structures on the national bridge inventory will be categorized under this new policy within the next 10 years. There are 10,387 structures on the state system. 270 of these structures are major or unusual structures and these will be categorized over the next 10 years. The remaining 10,117 structures consist of 6,940 normal bridges and 3,177 culverts. The normal bridges will be categorized in the next 4 years and the culverts will be reviewed in the last 3 years of the 10 year timeline of the plan. The R12-1 sign remains in use, with the remaining MoDOT bridge posting signs being replaced by one of three new bridge posting signs in this article.<br /> <br /> '''Standard. '''Weight limit signs shall be used to indicate a structure that has a vehicle weight restriction.<br /> <br /> '''Guidance. '''The units shown on any weight limit sign should be tons.<br /> <br /> '''Standard. '''Weight limit signs shall be installed in accordance with the new bridge posting classifications once completed. <br /> <br /> A weight limit sign shall be located at the applicable structure in accordance with (see [[#tab903.2.53|Table 903.2.53]] and [[#fig903.2.53.1|Figures 903.2.53.1]] to [[#fig903.2.53.3|903.2.53.3]]).<br /> <br /> An additional weight limit sign, with an advisory distance or directional legend, shall be located in advance of the applicable section of highway or structure so that prohibited vehicles can detour or turn around prior to the limit zone. <br /> <br /> In commercial zones, bridges with the capacity of more the 65 tons shall not be posted, as normally loads in excess of 65 tons will not occur.<br /> <br /> Once a bridge has been categorized, the bridge posting signs shall be updated within 30 days of the bridge posting reclassification. This includes installing the correct sign and configuring the sign locations to match the appropriate bridge posting figure (see [[#fig903.2.53.1|Figures 903.2.53.1]] to [[#fig903.2.53.3|903.2.53.3]]).<br /> <br /> '''Support. '''If existing weight limit signs need to be replaced prior to a bridge being categorized, contact Highway Safety and Traffic Division, Signing Section, for guidance.<br /> <br /> &lt;div align=&quot;center&quot;;&gt;<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;text-align:center;&quot;<br /> |+ Table 903.2.53, Listing of Bridge Posting Categories<br /> ! style=&quot;background:#BEBEBE&quot; colspan=&quot;6&quot; | Statewide Legal Load Posting Gross Weight Categories<br /> |-<br /> ! Classification || Category || Description || Sign Verbiage || Sign || Figure<br /> |-<br /> | Normal Legal || SW-1 || No Posting Required || N/A || N/A || N/A<br /> |-<br /> | Normal Legal || SW-2 || General Gross Weight Limit || Weight Limit XX Tons || R12-1 || 903.5.36.1<br /> |-<br /> | Normal Legal || SW-3 || Single Unit Vehicle Gross Weight Limit || Weight Limit Single Unit XX Tons || R12-12 || 903.5.36.1<br /> |-<br /> | Normal Legal || SW-4 || Combination Vehicle Gross Weight Limit || Weight Limit Combination XX Tons || R12-13 || 903.5.36.1<br /> |-<br /> | Normal Legal || SW-5 || Single Unit Vehicle and Combination Vehicle Gross Weight Limits || Weight Limit Single Unit XX Tons Combination XX Tons || R12-14 || 903.5.36.1<br /> |-<br /> | colspan=&quot;6&quot; | &lt;/br&gt;<br /> |-<br /> ! style=&quot;background:#BEBEBE&quot; colspan=&quot;6&quot; | Statewide Legal Load Posting Centerline Restriction with Gross Weight Categories<br /> |-<br /> ! Classification || Category || Description || Sign Verbiage || Sign || Figure<br /> |-<br /> | Lane Restricted || LR-1 || Lane Restriction Only || N/A || N/A || 903.5.36.3<br /> |-<br /> | Lane Restricted || LR-2 || Lane Restriction with General Gross Weight Limit || Weight Limit XX Tons || R12-1 || 903.5.36.2<br /> |-<br /> | Lane Restricted || LR-3 || Lane Restriction with Single Unit Vehicle Gross Weight Limit || Weight Limit Single Unit XX Tons || R12-12 || 903.5.36.2<br /> |-<br /> | Lane Restricted || LR-4 || Lane Restriction with Combination Vehicle Gross Weight Limit || Weight Limit Combination XX Tons || R12-13 || 903.5.36.2<br /> |-<br /> | Lane Restricted || LR-5 || Lane Restriction with Single Unit Vehicle and Combination Vehicle Gross Weight Limits || Weight Limit Single Unit XX Tons Combination XX Tons || R12-14 || 903.5.36.2<br /> |-<br /> | colspan=&quot;6&quot; | &lt;/br&gt;<br /> |-<br /> ! style=&quot;background:#BEBEBE&quot; colspan=&quot;6&quot; | Commercial Zone Areas Gross Weight Categories<br /> |-<br /> ! Classification || Category || Description || Sign Verbiage || Sign || Figure <br /> |-<br /> | Commercial Zone || CZ-1 || No Posting Required || N/A || N/A || N/A <br /> |-<br /> | Commercial Zone || CZ-2 || General Gross Weight Limit || Weight Limit XX Tons || R12-1 || 903.5.36.1<br /> |-<br /> | Commercial Zone || CZ-3 || Single Unit Vehicle Gross Weight Limit || Weight Limit Single Unit XX Tons || R12-12 || 903.5.36.1<br /> |-<br /> | Commercial Zone || CZ-4 || Combination Vehicle Gross Weight Limit || Weight Limit Combination XX Tons || R12-13 || 903.5.36.1<br /> |-<br /> | Commercial Zone || CZ-5 || Single Unit Vehicle and Combination Vehicle Gross Weight Limits || Weight Limit Single Unit XX Tons Combination XX Tons || R12-14 || 903.5.36.1<br /> |-<br /> | colspan=&quot;6&quot; | &lt;/br&gt;<br /> |-<br /> ! style=&quot;background:#BEBEBE&quot; colspan=&quot;6&quot; | Other Miscellaneous Load Posting Categories<br /> |-<br /> ! Classification || Category || Description || Sign Verbiage || Sign || Figure <br /> |-<br /> | Fire Truck || FT-1|| General Gross Weight Limit for Emergency Vehicles Included in the FAST Act, Federal Reauthorization Bill || Weight Limit XX Tons || R12-1 || 903.5.36.1<br /> |-<br /> | Closed Bridge || K-CD || Closed to All Traffic || N/A || N/A || N/A<br /> |-<br /> | Closed Bridge || K-CIF || Closed to All Traffic as the Result of a Critical Inspection Finding || N/A || N/A || N/A<br /> |-<br /> | Other || OT-1 || For Local Agency Bridges that have Signage that Doesn't Fit the Normal Legal, Lane Restricted, or Commercial Zone Categories || N/A || N/A || N/A<br /> |-<br /> |}<br /> &lt;/div&gt;<br /> <br /> &lt;div class=&quot;flex-container1&quot;&gt;<br /> {{SpanID|fig903.2.53.1}}<br /> &lt;div&gt;[[File:Figure 903.2.53.1 Weight Limit Restrictions.png|center|700px|thumb|&lt;center&gt;'''Figure 903.2.53.1''' Weight Limit Restrictions&lt;/center&gt;]] &lt;/div&gt;<br /> {{SpanID|fig903.2.53.2}}<br /> &lt;div&gt;[[File:Figure 903.2.53.2 One Lane Bridge Weight and Width Restrictions.png|center|700px|thumb|&lt;center&gt;'''Figure 903.2.53.2''' One Lane Bridge Weight and Width Restrictions&lt;/center&gt;]]&lt;/div&gt;<br /> {{SpanID|fig903.2.53.3}}<br /> &lt;div&gt;[[File:Figure 903.2.53.3 One Lane Bridge Width Restrictions.png|center|700px|thumb|&lt;center&gt;'''Figure 903.2.53.3''' One Lane Bridge Width Restrictions&lt;/center&gt;]]&lt;/div&gt;<br /> &lt;/div&gt;<br /> <br /> =={{SpanID|903.2.54}}903.2.54 Weigh Station Sign (R13 Series) (MUTCD Section 2B.65)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R13-11.jpg|left|thumb|&lt;center&gt;'''R13-11'''&lt;/center&gt;|130px]]<br /> ||[[image:R13-15P.jpg|left|thumb|&lt;center&gt;'''R13-15P'''&lt;/center&gt;|130px]]<br /> ||[[image:R13-16.png|left|thumb|&lt;center&gt;'''R13-16'''&lt;/center&gt;|80px]]<br /> |}<br /> <br /> '''Standard. '''The BUSES WEIGH sign (R13-11) should be used at all weigh stations to supplement the standard weigh station signing.<br /> <br /> '''Guidance. '''The OPEN-CLOSED plaque (R13-15P) should be installed below all WEIGH STATION RIGHT LANE signs whenever an automatic OPEN-CLOSED sign has not been provided.<br /> <br /> The BEFORE PULLING ON SCALE (R13-16) sign should be installed just to the right of the weigh scale and immediately in front thereof. A 30 in. STOP sign should be mounted above the sign.<br /> <br /> =={{SpanID|903.2.55}}903.2.55 TRUCK ROUTE Sign (R14-1) (MUTCD Section 2B.66)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |[[File:R14-1.png|thumb|center|135px|&lt;center&gt;'''R14-1'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Guidance. '''The TRUCK ROUTE (R14-1) sign should be used to mark a route that has been designated to allow truck traffic.<br /> <br /> =={{SpanID|903.2.56}}903.2.56 Photo Enforced Signs and Plaques (R10-18a and R10-19P) (MUTCD Section 2B.69)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |[[File:R10-18a.jpg|thumb|center|&lt;center&gt;'''R10-18a'''&lt;/center&gt;|105px]]<br /> |[[File:R10-19P.jpg|thumb|center|&lt;center&gt;'''R10-19P'''&lt;/center&gt;|105px]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''A Signal Ahead (W3-3) sign and a Traffic Signal Photo Enforced (R10-18a) sign may be used on the same approach provided that they are on separate supports.<br /> <br /> A Photo Enforced (R10-19P) plaque may be mounted below a regulatory sign to advise road users that the regulation is being enforced by photographic equipment.<br /> <br /> '''Standard. '''The Traffic Signal Photo Enforced (R10-18a) sign shall be used on approaches to signalized locations where red-light cameras are present.<br /> <br /> The Traffic Signal Photo Enforced (R10-18a) sign shall not be installed on approaches to signalized locations where red-light cameras are not present on any of the approaches to the signalized location.<br /> <br /> A Traffic Signal Photo Enforced (R10-18a) sign shall not be installed on the same support in combination with a Signal Ahead (W3-3) sign.<br /> <br /> If used below a regulatory sign, the Photo Enforced (R10-19P) plaque shall be a rectangle with a black legend and border on a white background.<br /> <br /> '''Support. '''For more information about photo enforcement requirements, see [[:Category:950 Automated Traffic Enforcement|EPG 950]].<br /> <br /> =={{SpanID|903.2.57}}903.2.57 STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLES Sign (R16-25) (MUTCD Section 2B.71)==<br /> <br /> &lt;center&gt;<br /> {|<br /> | [[File:R16-25.jpg|thumb|center|175px|&lt;center&gt;'''R16-25'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''The STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLES (R16-25) sign is used to inform motorists of Missouri Revised Statutes 304.022, which requires motorists to drive with caution when approaching stopped emergency vehicles.<br /> <br /> '''Guidance. '''The STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLES sign should be installed on Interstates entering the state at the state line. The location of the sign should be as close to the state line as possible and placed at the discretion of MoDOT.<br /> <br /> '''Option. '''Additional STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLES signs may be installed on U.S. routes entering the state where there are no adjacent interstates and rest areas at the request of the Missouri State Highway Patrol.<br /> <br /> '''Standard. '''Requests for additional signs shall be forwarded to the appropriate district engineer for approval. These signs shall only be installed on divided highways. The installation of this sign shall not interfere with or detract from any other regulatory, warning, or guide signs.<br /> <br /> =={{SpanID|903.2.58}}903.2.58 Headlight Use Signs (R16-5a) (MUTCD Section 2B.73)==<br /> <br /> '''Support. '''The HEADLIGHTS ON WHEN WIPERS ARE REQUIRED (R16-5a) sign, supported by RSMo 307.020 in 2004, was developed to inform motorists of the new law directing them to turn on headlights when wipers are on and during inclement weather. The use of these signs has been discontinued as the law has been in place for more than 15 years and many vehicles come equipped with headlights that turn on when wipers are activated. Existing signs are to be removed at the end of their sign life.<br /> <br /> =={{SpanID|903.2.59}}903.2.59 Seat Belt Symbol (MUTCD Section 2B.74)==<br /> <br /> &lt;center&gt;<br /> {|<br /> | [[File:R16-30.jpg|thumb|center|175px|&lt;center&gt;'''R16-30'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Guidance. '''The seat belt symbol should not be used alone. If used, the seat belt symbol should be incorporated into regulatory sign messages for mandatory seat belt use.<br /> <br /> '''Support. '''The seat belt symbol is illustrated in the FHWA “Standard Highway Signs” publication (see [[911 General (MUTCD Part 1) #911.1.5|EPG 911 (MUTCD Section 1A.05)]]).<br /> <br /> '''Guidance. '''The R16-2, R16-3, R16-24, R16-27, and R16-27a seatbelt signs have been discontinued. These signs should remain in place to the end of their service life.<br /> <br /> The STATE LAW BUCKLE UP PHONE DOWN (R16-30) sign should be installed at the end of the on ramp of rest areas and Missouri Welcome Centers on the interstate system. The STATE LAW BUCKLE UP PHONE DOWN (R16-30a) sign should be installed on Interstate and U.S. Routes at the state line entering Missouri. Neither sign should be installed at any other location along a roadway.<br /> <br /> '''Support. '''A growing number of cities and counties are passing local ordinances to make seat belt usage a primary law in their communities. To promote the use of seat belts a PRIMARY SEAT BELT CITY / COUNTY - ORDINANCE sign may be installed by MoDOT upon request.<br /> <br /> '''Standard. '''If a city/county has an established primary seat belt ordinance, MoDOT will install PRIMARY SEAT BELT CITY / COUNTY - ORDINANCE signs upon request once a copy of the ordinance has been received. When the PRIMARY SEAT BELT CITY / COUNTY - ORDINANCE is installed they shall be mounted to the right of the city limit sign or the entering county line sign.<br /> <br /> '''Option. '''If insufficient space is available to mount the assembly to the right of these signs, the assembly shall be installed 200 ft. downstream of the city limit or county line signs at the appropriate sign spacing.<br /> <br /> =={{SpanID|903.2.60}}903.2.60 Barricades (MUTCD Section 2B.75)==<br /> <br /> '''Option. '''Barricades may be used to mark any of the following conditions:<br /> ::A. The end of a roadway,<br /> ::B. A ramp or lane that is closed for operational purposes, or<br /> ::C. The permanent or semi-permanent closure or termination of a roadway.<br /> <br /> '''Standard. '''When used to warn and alert road users of the terminus of a roadway, other than in temporary traffic control zones, barricades shall meet the design criteria of [[616.11 TTC Zone Channelizing Devices (MUTCD Chapter 6K) #616.11.7|EPG 616.11.7]] for a Type 3 Barricade, except that the colors of the stripes shall be retroreflective white and retroreflective red.<br /> <br /> '''Option. '''An end-of-roadway marker or markers may be used as described in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.73|EPG 903.3.73]].<br /> <br /> '''Guidance. '''Appropriate advance warning signs (see [[903.3 Ground-Mounted Sign Supports #903.3|EPG 903.3]]) should be used.<br /> <br /> =={{SpanID|903.2.61}}903.2.61 NO PARKING ALL TRAILERS AND TRUCKS OVER 6 TONS (R7-36)==<br /> <br /> [[File:R7-36.png|thumb|center|105px|alt=|&lt;center&gt;'''R7-36'''&lt;/center&gt;]]<br /> <br /> '''Standard. '''NO PARKING ALL TRAILERS AND TRUCKS OVER 6 TONS (R7-36) signs shall be placed in each commuter parking lot. A sign shall be installed at or near each entrance of the commuter parking lot.<br /> <br /> '''Support. '''This parking restriction is necessary because commuter lots have been used by commercial trailers and trucks for extended periods of parking.<br /> <br /> =={{SpanID|903.2.62}}903.2.62 STOP FOR SCHOOL BUS SIGN (R16-26)==<br /> <br /> '''Standard. '''The STOP FOR SCHOOL BUS (R16-26) sign has been discontinued. MoDOT shall no longer provide STOP FOR SCHOOL BUS (R16-26) signs. Existing STOP FOR SCHOOL BUS (R16-26) signs shall be left in place until they reach the end of their service life.<br /> <br /> =={{SpanID|903.2.63}}903.2.63 Other Regulatory Signs==<br /> <br /> '''Option. '''Regulatory word message signs other than those classified and specified in the EPG and the federal Standard Highway Signs and Markings book may be developed to aid the enforcement of other laws or regulations.<br /> <br /> Except for symbols on regulatory signs, minor modifications in the design may be permitted provided that the essential appearance characteristics are met.<br /> <br /> '''Standard. '''Special regulatory signs shall be approved by the State Highway Safety and Traffic Engineer.<br /> <br /> =={{SpanID|903.2.64}}903.2.64 Engine Brake Muffler Required Signing==<br /> <br /> [[File:R5-23.jpg|thumb|center|105px|alt=|&lt;center&gt;'''R5-23'''&lt;/center&gt;]]<br /> <br /> '''History. '''MoDOT once had a NOISE ORDINANCE ENFORCED policy which was developed to address cities’ requests to install NO JAKE BRAKE signing. These requests were generated when a community experienced excessive noise related to improperly installed/operated engine braking systems on commercial vehicles. Jake brakes, or engine braking systems, are safety features of commercial vehicles. MoDOT was not willing to post signs on state routes which prohibited the use of these safety devices. However, to address the increasing requests for signing, MoDOT did permit the installation of NOISE ORDINANCE ENFORCED signs if a city passed an appropriate ordinance. This program was replaced with the current ENGINE BRAKE MUFFLERS REQUIRED signing in January 2022. This change was designed to address shortcomings of the noise ordinance signing program, which included difficulty in enforcing a noise level and noise ordinances which did not contain language relevant to engine braking noise levels. The current program is based on the direction other states have taken, focusing on the physical equipment on a commercial vehicle which can be more easily inspected and evaluated for deficiencies. This signing program is also targeting the primary concern of excessive noise from engine braking.<br /> <br /> '''Support. '''Commercial vehicles are commonly equipped with an engine braking system. These systems supplement the vehicle’s mechanical brakes aiding in slowing these heavy vehicles safely. These safety systems, when not properly installed, can create excessive noise which many communities find objectionable. MoDOT does not permit regulatory signs which prohibit the use of these safety devices, however, the ENGINE BRAKE MUFFLERS REQUIRED signing conveys to truck drivers they must use these safety devices in an appropriate manner.<br /> <br /> '''Option. '''If a community experiences issues with excessive noise from improperly used and installed engine braking systems on commercial vehicles, they can pass an ordinance and request MoDOT to install ENGINE BRAKE MUFFLERS REQUIRED signing at their city limit sign locations. MoDOT will install and maintain these signs with only a copy of the ordinance for our records, no fee or contract is involved. A jurisdiction can pass an ordinance specifically related to engine braking or include the language as part of another ordinance, such as a noise ordinance.<br /> <br /> '''Standard. '''Before MoDOT will install ENGINE BRAKE MUFFLERS REQUIRED signing, a city must pass an appropriate ordinance which will be approved and kept on file by CO Highway Safety and Traffic. The ordinance shall include the following language:<br /> <br /> Engine compression braking devices on any commercial vehicle, as defined in Missouri Revised Statute RSMo Section 301.010, may only be used within the city limits of [CITY NAME] if the truck is equipped with an adequate muffler (factory muffler or equivalent aftermarket muffler) which is properly maintained to prevent any excessive or unusual noise. If the truck’s exhaust system is equipped with a muffler cut-off, bypass, or similar device, that device shall not be activated when the engine brake is being utilized. Unmuffled engine braking system shall only be utilized within the city limits by commercial motor vehicles in emergency situations to protect life or property. Engine braking systems on rescue vehicles, city and state vehicles are exempt from this ordinance if used in the performance of official duties.<br /> <br /> ENGINE BRAKE MUFFLER REQUIRED signing shall only be installed at the city limit location.<br /> <br /> ENGINE BRAKE MUFFLER REQUIRED signing shall not be installed on freeways or expressways within the city limits where the posted speed limit is 45 mph or greater due to the critical need for the device at higher speeds.<br /> <br /> Existing NOISE ORDINANCE ENFORCED signs shall be removed at the end of the signs’ service life, with no new NOISE ORDINANCE ENFORCED signs being installed after January 2022.<br /> <br /> Individual sign installation locations can be denied by MoDOT if engineering judgement determines the prohibition would negatively impact safety, such as on long steep grades or abrupt/unexpected approaches to intersections.<br /> <br /> '''Option. '''If the city limit on a freeway or expressway is within a posted speed limit of 45 mph or greater and the posted speed limit on that route drops to 40 mph or less, the ENGINE BRAKE MUFFLER REQUIRED sign may be installed adjacent to the speed limit sign where the speed limit drops below 45 mph.<br /> <br /> At the end of a NOISE ORDINANCE ENFORCED sign’s life, or before, a city may request the new ENGINE BRAKE MUFFLER REQUIRED signing once the appropriate ordinance is passed.<br /> <br /> If there is insufficient space to the right of the city limit sign to place the ENGINE BRAKE MUFFLER REQUIRED sign, it may be installed 200 ft. downstream of the city limit sign.<br /> <br /> =={{SpanID|903.2.65}}903.2.65 Regulatory Signs For Trash/Dumping (R5-26, R5-28)==<br /> <br /> [[File:R5-18.gif|thumb|center|220px|alt=|&lt;center&gt;'''R5-28'''&lt;/center&gt;]]<br /> <br /> '''Standard. '''The NO DUMPING sign (R5-28) shall be erected only at locations where the Department of Natural Resources has given us written notice that solid waste is being disposed of on highway right of way. NO MORE TRASH signs (R5-26) are not typically installed along MoDOT roadways. NO MORE TRASH signs (R5-26) should only be installed at commuter lots, rest areas or roadside parks. NO MORE TRASH signs shall only be installed along the roadway if a major liter issue has been identified and the sign is needed for enforcement purposes. Existing NO MORE TRASH signs (R5-26) shall be left in place until they reach the end of their service life.<br /> <br /> =={{SpanID|903.2.66}}903.2.66 Regulation Signs For Roadside Parks and Commuter Parking Lots (R20-1)==<br /> <br /> [[image:R19-1.gif|center|thumb|&lt;center&gt;'''R20-1'''&lt;/center&gt;|175px]]<br /> <br /> '''Support. '''Regulation signs are displayed at MoDOT maintained roadside parks and commuter parking lots to convey the rules and regulations pertaining to each type of facility.<br /> <br /> '''Guidance. '''A minimum of one regulation sign should be installed at each MoDOT maintained roadside park and commuter parking lot, with the sign(s) being installed in centralized location(s) where the sign will be within normal sight of visitors once they leave their vehicles.<br /> <br /> =={{SpanID|903.2.67}}903.2.67 Rest Area Regulatory Signing (R20-2, R20-3, R20-4)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R20-2.jpg|left|thumb|&lt;center&gt;'''R20-2'''&lt;/center&gt;|195px]]<br /> ||[[image:R19-3.gif|left|thumb|&lt;center&gt;'''R20-3'''&lt;/center&gt;|175px]]<br /> || [[image:R19-4.gif|left|thumb|&lt;center&gt;'''R20-4'''&lt;/center&gt;|125px]]<br /> |} <br /> <br /> '''Guidance. '''The REST AREA MAINTAINED BY (R20-3) sign should be installed in a prominent area along the entrance ramp to the rest area, preferably in the gore area separating truck / car traffic.<br /> <br /> '''Standard. '''The TRUCKS-CARS (R20-4) sign shall be installed at the gore point inside the rest area to direct various vehicles to the appropriate parking lot.<br /> <br /> A minimum of three REST AREA REGULATIONS (R20-2) signs shall be installed at each rest area.<br /> <br /> The REST AREA MAINTAINED BY (R20-3) sign shall be installed at all rest areas to inform the public who is responsible to maintain the facility prior to the gore point.<br /> <br /> =={{SpanID|903.2.68}}903.2.68 Access Management Signing (R21-1 through R21-5)==<br /> <br /> '''Standard. '''ACCESS MANAGEMENT (R22-1 through R22-5) signs have been discontinued. MoDOT shall no longer provide ACCESS MANAGEMENT (R22-1 through R22-5) signs. Existing ACCESS MANAGEMENT (R22-1 through R22-5) signs shall be left in place until they reach the end of their service life.<br /> <br /> =={{SpanID|903.2.69}}903.2.69 Trucks and Buses 300 Ft Interval Sign (R4-30)==<br /> <br /> '''Standard.''' TRUCKS AND BUSES (R4-30) signs have been discontinued. MoDOT shall no longer provide TRUCKS AND BUSES (R4-30) signs. Existing TRUCKS AND BUSES (R4-30) signs shall be left in place until they reach the end of their service life.<br /> <br /> =={{SpanID|903.2.70}}903.2.70 FINES DOUBLED ENDS Sign (R2-20)==<br /> <br /> [[File:R2-20.jpg|center|thumb|70px|&lt;center&gt;'''R2-20'''&lt;/center&gt;]]<br /> <br /> '''Support. '''The FINES DOUBLED ENDS (R2-20) sign is not to be used on a system-wide basis. It is part of a signing package intended for special use at locations where severe crashes are occurring. There is a requirement for regional support to focus a safety campaign involving local law enforcement and public information efforts to reduce the number and severity of crashes within the travel safe zone (see [[907.3 Travel Safe Zones #907.3.2|EPG 907.3.2]]).<br /> <br /> '''Standard: '''A FINES DOUBLED ENDS sign shall be used to mark the end of a designated travel safe zone. This sign is installed in conjunction with the TRAVEL SAFE ZONE – FINES DOUBLED (W26-1) sign.</div>

TaracksA https://epgtest.modot.org/index.php?title=908.2_Signs_(MUTCD_Chapter_7B)&diff=60945 2025-11-25T22:47:39Z

<p>TaracksA: </p> <hr /> <div>[[Category:908 Traffic Controls for School Areas (MUTCD Part 7)|908.2]]<br /> <br /> =={{SpanID|908.2.1}}908.2.1 Design of School Signs (MUTCD Section 7B.01) ==<br /> <br /> '''Standard'''. Except as provided in [[903.1 General (MUTCD Chapter 2A) #903.1.7|EPG 903.1.7]], the sizes of signs and plaques to be used in school areas shall be as shown in [[#tab908.2.1|Table 908.2.1]].<br /> <br /> Signs and plaques larger than those shown in [[#tab908.2.1|Table 908.2.1]] shall only be used if approved by the MoDOT Highway Safety and Traffic Division (see [[903.1 General (MUTCD Chapter 2A) #903.1.7|EPG 903.1.7]]).<br /> <br /> School warning signs, including the “SCHOOL” portion of the School Speed Limit (S5-1) sign and including any supplemental plaques used in association with these warning signs, shall have a fluorescent yellow-green background with a black legend and border unless otherwise provided in the EPG for a specific sign.<br /> <br /> The signs used for school area traffic control shall be retroreflective.<br /> <br /> '''Support. '''[[903.1 General (MUTCD Chapter 2A) #903.1.13|EPG 903.1.13]] and [[903.1 General (MUTCD Chapter 2A) #903.1.14|EPG 903.1.14]] contain provisions regarding the installation, placement, and location of signs. <br /> <br /> [[903.1 General (MUTCD Chapter 2A) #903.1.15|EPG 903.1.15]] contains provisions regarding the mounting heights of signs. <br /> <br /> [[903.1 General (MUTCD Chapter 2A) #903.1.16|EPG 903.1.16]] contains provisions regarding the lateral offsets of signs.<br /> <br /> The FHWA “Standard Highway Signs” publication (see [[:Category:911_General_(MUTCD_Part_1) #911.1.5|EPG 911 (MUTCD Section 1A.05)]]) contains information regarding sign lettering.<br /> <br /> '''Option. '''In-roadway signs for school traffic control areas may be used consistent with the requirements of [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.19|EPG 903.2.19]] and [[#908.2.3| EPG 908.2.3]].<br /> <br /> {{SpanID|tab908.2.1}}<br /> &lt;div style=&quot;text-align: center&quot;&gt;<br /> {| class=&quot;wikitable&quot; style=&quot;text-align: center; display: inline-table;&quot;<br /> |+ Table 908.2.1, School Area Sign and Plaque Sizes<br /> |-<br /> ! rowspan=&quot;2&quot; | Sign or Plaque<br /> ! rowspan=&quot;2&quot; | Sign Designation<br /> ! rowspan=&quot;2&quot; | EPG Article<br /> ! colspan=&quot;3&quot; | Conventional Road<br /> |-<br /> ! Standard<br /> ! Oversized<br /> ! Special<br /> |-<br /> | style=&quot;text-align: left&quot; | School<br /> | S1-1<br /> | [[#908.2.2|908.2.2]]<br /> | 36 x 36<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; | School Bus Stop Ahead<br /> | S3-1<br /> | [[#908.2.4|908.2.4]]<br /> | 36 x 36<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; | School<br /> | S4-3P<br /> | [[#908.2.2|908.2.2]]<br /> | 36 x 12<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; | School Speed Limit XX When Flashing<br /> | S5-1<br /> | [[#908.2.5|908.2.5]]<br /> | 36 x 72<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; | End School Zone<br /> | S5-2<br /> | [[#908.2.2|908.2.2]]<br /> | 24 x 30<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; | End School Speed Limit<br /> | S5-3<br /> | [[#908.2.5|908.2.5]]<br /> | 24 x 30<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; | Yield Here for School Crossing<br /> | R1-5a<br /> | [[#908.2.3|908.2.3]]<br /> | 36 x 36<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; | In-Street School Crossing<br /> | R1-6b<br /> | [[#908.2.3|908.2.3]]<br /> | 12 x 36<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; | Directional Arrow<br /> | W16-5P<br /> | [[#908.2.2|908.2.2]], [[#908.2.3|908.2.3]]<br /> | 21 x 15<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; | Advance Turn Arrow<br /> | W16-6P<br /> | [[#908.2.2|908.2.2]], [[#908.2.3|908.2.3]]<br /> | 21 x 15<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; | Downward Diagonal Arrow<br /> | W16-7P<br /> | [[#908.2.2|908.2.2]], [[#908.2.3|908.2.3]]<br /> | 21 x 15<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; | Ahead<br /> | W16-9P<br /> | [[#908.2.2|908.2.2]], [[#908.2.3|908.2.3]]<br /> | 24 x 12<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; colspan=&quot;7&quot; | '''Note:'''<br /> # Dimensions are shown in inches and are shown as width x height<br /> |}&lt;/div&gt;<br /> <br /> =={{SpanID|908.2.2}}908.2.2 School Area Signs and Plaques (MUTCD Section 7B.02) ==<br /> <br /> &lt;div style=&quot;text-align: center;&quot;&gt;<br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;<br /> <br /> [[File:S1-1.png|thumb|none|alt=|150px|'''S1-1''']]<br /> <br /> &lt;/div&gt;<br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;<br /> <br /> [[File:S4-3P.png|thumb|none|alt=|124px|'''S4-3P''']]<br /> <br /> &lt;/div&gt;<br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;<br /> <br /> [[File:W16-5.png|thumb|none|alt=|88px|'''W16-5P''']]<br /> &lt;/div&gt;<br /> <br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;<br /> [[File:W16-6.png|thumb|none|alt=|88px|'''W16-6P''']]<br /> <br /> &lt;/div&gt;<br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;<br /> [[File:W16-7.png|thumb|none|alt=|88px|'''W16-7P''']]<br /> <br /> &lt;/div&gt;<br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;<br /> <br /> [[File:W16-9.png|thumb|none|alt=|100px|'''W16-9P''']]<br /> <br /> &lt;/div&gt;<br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;<br /> <br /> [[File:S5-2.png|thumb|none|alt=|120px|'''S5-2''']]<br /> <br /> &lt;/div&gt;<br /> &lt;/div&gt;<br /> <br /> '''Support. '''Many state and local jurisdictions find it beneficial to advise road users that they are approaching a school that is adjacent to a highway, where additional care is needed, even though no school crossing is involved and the speed limit remains unchanged. Additionally, some jurisdictions designate school zones that have a unique legal standing in that fines for speeding or other traffic violations within designated school zones are increased or special enforcement techniques such as photo radar systems are used (see [[:Category:950 Automated Traffic Enforcement #950|EPG 950]]). It is important and sometimes legally necessary to mark the beginning and end points of these designated school zones so that the road user is given proper notice.<br /> <br /> The School (S1-1) sign has the following four applications:<br /> <br /> ::A. School Area – the S1-1 sign can be used to warn road users that they are approaching school buildings or grounds immediately adjacent to the highway.<br /> <br /> ::B. School Zone – the S1-1 sign can be used to identify the location of the beginning of a designated school zone.<br /> <br /> ::C. School Advance Crossing – if combined with an AHEAD (W16-9P) plaque to comprise the School Advance Crossing assembly, the S1-1 sign can be used to warn road users that they are approaching a crossing where schoolchildren cross the roadway (see [[#908.2.3|EPG 908.2.3]]). MoDOT does not use the XX FEET plaque for School Advance Crossing assemblies.<br /> <br /> ::D. School Crossing – if combined with a diagonal downward-pointing arrow (W16-7P) plaque to comprise the School Crossing assembly, the S1-1 sign can be used to warn approaching road users of the location of a crossing where schoolchildren cross the roadway (see [[#908.2.3|EPG 908.2.3]]).<br /> <br /> '''Option. '''If a school area or school zone is located on a cross street in close proximity to the intersection, a School (S1-1) sign with a supplemental arrow (W16-5P or W16-6P) plaque may be installed on each approach of the street or highway to warn road users making a turn onto the cross street that they will encounter a school area soon after making the turn.<br /> <br /> '''Standard. '''If a school zone has been designated under State or local statute, a School (S1-1) sign shall be installed to identify the beginning point(s) of the designated school zone (see [[#fig908.2.2|Figure 908.2.2]]).<br /> <br /> '''Option. '''If a school zone is not established by a State or local statute, school zone signing may be installed adjacent to the school’s property lines or as determined by engineering judgement. <br /> <br /> A School Zone (S1-1) sign may be supplemented with a SCHOOL (S4-3P) plaque.<br /> <br /> '''Standard'''. The downstream end of a designated school zone shall be identified with an END SCHOOL ZONE (S5-2) sign (see [[#fig908.2.2|Figure 908.2.2]]).<br /> <br /> '''Option. '''A Warning Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3]]) may be installed above a School (S1-1) sign for supplemental emphasis at a school zone. <br /> <br /> '''Standard. '''Prior to the installation of a Warning Beacon, a TR08 Roadside Flashers for School Operations contract shall be executed. <br /> <br /> <br /> {{SpanID|fig908.2.2}}<br /> [[File:Fig7B-2A_ExofSigningforSchoolZone.jpg|center|thumb|alt=A school is shown on the right side of a vertical roadway with two-way traffic. In advance on the school on the right side of the roadway, a S1-1 sign is shown mounted above a S4-3P. Beyond the school to the right of the roadway is an S5-2 sign. The same series and placements of signs are shown on the left side of the roadway. |750px| '''Figure 908.2.2''' Example of Signing for a School Zone]]<br /> <br /> =={{SpanID|908.2.3}}908.2.3 School Crossing Signs (MUTCD Section 7B.03)==<br /> &lt;div style=&quot;text-align: center; &quot;&gt;<br /> &lt;div style=&quot;display: inline-block; vertical-align: bottom;&quot;&gt;<br /> <br /> [[File:School area signs.png|thumb|none|alt=|490px|'''School area signs''']]<br /> <br /> &lt;/div&gt;<br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;<br /> <br /> [[File:Signs in advance of the school crossing.png|thumb|none|alt=|280px|'''Signs in advance of the school crossing'''&lt;br&gt;**Reduced size signs for in-street use (see [[#908.2.3|EPG 908.2.3]]):&lt;br&gt;&lt;ul&gt;&lt;li&gt;S1-1&lt;pre style=&quot;padding: 0;margin:0;border:none;display: inline;&quot;&gt;&amp;nbsp;&amp;nbsp;&amp;#9;&lt;/pre&gt;12 x 12 inches&lt;/li&gt;&lt;li&gt; W16-9P&lt;pre style=&quot;padding: 0;margin:0;border:none;display: inline;&quot;&gt;&amp;#9;&lt;/pre&gt;12 x 6 inches&lt;/li&gt;&lt;/ul&gt;]]<br /> <br /> &lt;/div&gt;<br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;<br /> <br /> [[File:In-street signs at the school crossing.png|thumb|none|alt=|270px|'''In-street signs at the school crossing'''&lt;br&gt;**Reduced size signs for in-street use (see [[#908.2.3|EPG 908.2.3]]):&lt;br&gt;&lt;ul&gt;&lt;li&gt;S1-1&lt;pre style=&quot;padding: 0;margin:0;border:none;display: inline;&quot;&gt;&amp;nbsp;&amp;nbsp;&amp;#9;&lt;/pre&gt;12 x 12 inches&lt;/li&gt;&lt;li&gt; W16-7P&lt;pre style=&quot;padding: 0;margin:0;border:none;display: inline;&quot;&gt;&amp;#9;&lt;/pre&gt;12 x 6 inches&lt;/li&gt;&lt;/ul&gt;]]<br /> <br /> &lt;/div&gt;<br /> {| class=&quot;wikitable&quot; style=&quot;inline-table; margin: auto;text-align: left;&quot;<br /> |-<br /> |}<br /> <br /> &lt;/div&gt;<br /> <br /> '''Standard. '''The School Advance Crossing assembly shall consist of a School (S1-1) sign supplemented with an AHEAD (W16-9P) plaque.<br /> <br /> Except as provided in the first Option paragraph below, a School Advance Crossing assembly shall be used in advance (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #tab903.3.4|Table 903.3.4]] for advance placement guidelines) of the first School Crossing assembly that is encountered in each direction as traffic approaches a school crosswalk).<br /> <br /> Prior to the installation of an Advanced School Crossing sign(s), a TR10 or TR11 School Crossing contract shall be executed. <br /> <br /> '''Option. '''The School Advance Crossing assembly may be omitted (see [[#fig908.2.5.1|Figure 908.2.5.1]]) where a School Zone (S1-1) sign (see [[#908.2.2|EPG 908.2.2]]) is installed to identify the beginning of a school zone in advance of the School Crossing assembly if determined to be unnecessary by engineering judgement.<br /> <br /> If a school crosswalk is located on a cross street in close proximity to an intersection, a School Advance Crossing assembly with a supplemental arrow (W16-5P or W16-6P) plaque may be installed on each approach of the street or highway to warn road users making a turn onto the cross street that they will encounter a school crosswalk soon after making the turn (see [[#fig908.2.5.1|Figure 908.2.5.1]]). <br /> <br /> If used, the School Crossing assembly shall be installed at the school crossing (see [[#fig908.2.5.1|Figure 908.2.5.1]]), or as close to it as possible, and shall consist of a School (S1-1) sign supplemented with a diagonal downward-pointing arrow (W16-7P) plaque (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.62|EPG 903.3.62]]) to show the location of the crossing.<br /> <br /> The School Crossing assembly shall not be used at crossings other than those adjacent to schools.<br /> <br /> The School Crossing assembly shall not be installed on an approach controlled by a STOP or a YIELD sign except as provided in the first two Option paragraphs below. <br /> <br /> Prior to the installation of a School Crossing sign(s), a TR10 or TR11 School Crossing contract shall be executed. All requests for School Crossing sign(s) shall be reviewed in the district. <br /> <br /> '''Option. '''The School Crossing assembly may be installed on an approach to a circular intersection controlled by a YIELD sign where the crosswalk is at least 20 feet in advance of the yield point at the entrance to a circulatory roadway. <br /> <br /> At a signalized or stop-controlled intersection the School Crossing assembly may be installed on an approach to a channelized right turn lane controlled by a YIELD sign where the crosswalk is at least 20 feet in advance of the yield point. <br /> <br /> A Yield Here To School Crossing (R1-5a) sign may be used, in accordance with the provisions of [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.18|EPG 903.2.18]], in advance of a marked crosswalk that crosses an uncontrolled multi-lane approach within school zones.<br /> <br /> The In-Street School Crossing (R1-6b) sign may only be used at midblock school crossings on approaches that are not controlled by a traffic control signal, a pedestrian hybrid beacon, or emergency-vehicle hybrid beacon. <br /> <br /> '''Standard. '''When used at an uncontrolled crossing, the In-Street School Crossing sign shall be used only as a supplement to a School Crossing assembly with a diagonal downward-pointing arrow (W16-7P) plaque at the crosswalk location. <br /> <br /> An In-Street School Crossing sign shall not be placed in advance of the crosswalk to educate road users about the State law prior to reaching the crosswalk, nor shall it be installed as an educational display that is not near any crosswalk.<br /> <br /> '''Option. '''In-Street School Crossing signs may be mounted back-to-back on the center line of an undivided roadway.<br /> <br /> '''Standard. '''In-Street School Crossing signs shall only be installed:<br /> :A. Permanently on a raised island, or<br /> :B. Temporarily on a portable base.<br /> <br /> If an In-Street School Crossing sign is installed permanently in the roadway, the sign support shall comply with the mounting height and special mounting support requirements for an In-Street Pedestrian Crossing (R1-6) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.19|EPG 903.2.19]]). <br /> <br /> If an In-Street School Crossing sign is temporarily placed in the roadway, the sign shall be retroreflective and shall be deployed on a portable temporary sign support. The sign support shall be a crashworthy portable base meeting a minimum of NCHRP 350 standards. The top of an In-Street School Crossing sign shall be a maximum of 4 feet above the pavement surface. <br /> <br /> Temporary In-Street School Crossing signs shall be removed from the roadway when the school crossing guard is not present. <br /> <br /> '''Support. '''MoDOT does not provide or install temporary In-Street School Crossing signs. If used, temporary portable In-Street School Crossing signs are supplied and installed by school districts. <br /> <br /> '''Standard. '''The In-Street School Crossing sign shall not be used on approaches that are controlled by a traffic control signal, pedestrian hybrid beacon, or an emergency-vehicle hybrid beacon.<br /> <br /> =={{SpanID|908.2.4}}908.2.4 School Bus Stop Signs (MUTCD Section 7B.04) ==<br /> <br /> <br /> &lt;div style=&quot;text-align: center;&quot;&gt;<br /> &lt;div style=&quot;display: inline-block; vertical-align: middle;&quot;&gt;<br /> <br /> [[File:S3-1.png|thumb|none|alt=|150px|'''S3-1''']]<br /> <br /> &lt;/div&gt;<br /> &lt;/div&gt;<br /> <br /> <br /> '''Support'''. [https://revisor.mo.gov/main/OneSection.aspx?section=304.050 Section 304.050, RSMo], paragraph 5, defines, by state statute the locations where school buses can stop to load and unload passengers based on the number of lanes on the roadway, presence of shoulders, visibility, and speed limits.<br /> <br /> It is not intended that School Bus Stop Ahead (S3-1) signs be used everywhere a school bus stops to load or unload passengers, but for use where terrain and roadway features limit the approach sight distance and where there is no opportunity to relocate the school bus stop to another location with adequate sight distance. For this article, a school bus stop is defined as the location where schoolchildren wait to be picked up by a school bus and/or where schoolchildren are discharged from a school bus. <br /> <br /> '''Standard.''' Requests for School Bus Stop Ahead signs shall be submitted to MoDOT district staff by the school district. When a request for a S3-1 sign is received, sight distance shall be evaluated at the school bus stop location. Sight distance shall be measured using a 3.5-foot driver’s eye height and an 8-foot object height. Each approach for the school bus stop shall be measured independently for each direction of travel along the roadway.<br /> <br /> If the minimum sight distance in [[#tab908.2.4 | Table 908.2.4]] is not met, a school bus stop shall not be allowed by state statute. If the maximum sight distance in [[#tab908.2.4 | Table 908.2.4]] is not met, the school district shall attempt to relocate the school bus stop to a location that does meet or exceed the maximum sight distance.<br /> <br /> {{SpanID|tab908.2.4}}<br /> {| class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot;<br /> |+ Table 908.2.4, Sight Distance Requirements for use of the S3-1 Sign<br /> ! Posted Speed (mph)<br /> ! Minimum Sight Distance (ft.)<br /> ! Maximum Sight Distance (ft.) <br /> |-<br /> | align=&quot;center&quot;|30|| align=&quot;center&quot;| 300|| align=&quot;center&quot;| 500<br /> |-<br /> | align=&quot;center&quot;|35|| align=&quot;center&quot;| 300|| align=&quot;center&quot;| 500<br /> |-<br /> | align=&quot;center&quot;|40|| align=&quot;center&quot;| 300|| align=&quot;center&quot;| 500<br /> |-<br /> | align=&quot;center&quot;|45|| align=&quot;center&quot;| 300|| align=&quot;center&quot;| 500<br /> |-<br /> | align=&quot;center&quot;|50|| align=&quot;center&quot;| 300|| align=&quot;center&quot;| 510<br /> |-<br /> | align=&quot;center&quot;|55|| align=&quot;center&quot;| 300|| align=&quot;center&quot;| 560<br /> |-<br /> | align=&quot;center&quot;|60|| align=&quot;center&quot;| 300|| align=&quot;center&quot;| 625<br /> |-<br /> | align=&quot;center&quot;|65|| align=&quot;center&quot;| 500|| align=&quot;center&quot;| 700<br /> |-<br /> | align=&quot;center&quot;|70|| align=&quot;center&quot;| 500|| align=&quot;center&quot;|740<br /> |}<br /> <br /> '''Option.''' If the school district has reviewed a school bus stop location and there are no viable alternative locations to relocate the school bus stop, the school district may submit a letter to MoDOT district staff verifying that there are no alternate locations.<br /> <br /> The School Bus Stop Ahead sign may be installed on an approach to a school bus stop based on engineering judgement if all the following conditions are met:<br /> ::A. Sight distance exceeds the minimum value in [[#tab908.2.4|Table 908.2.4]] when measured as described in the first Standard paragraph above,<br /> ::B. Sight distance is less than the maximum value in [[#tab908.2.4|Table 908.2.4]] when measured as described in the first Standard paragraph above, and<br /> ::C. A letter has been provided to MoDOT as described in the previous paragraph. <br /> <br /> '''Guidance.''' Each approach to a school bus stop should be evaluated independently as it may not be necessary to install S3-1 signs for both approaches to a school bus stop. <br /> <br /> If a School Bus Stop Ahead sign is installed, it should be located for a stop condition per [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #tab903.3.4|Table 903.3.4]]. <br /> <br /> '''Standard.''' To ensure proper placement of signs and encourage driver compliance, all requests for School Bus Stop Ahead signs shall be submitted by school district staff, and the school district must verify the status of all school bus stops with signing as active or inactive on a yearly basis. <br /> <br /> '''Guidance.''' MoDOT district staff should send a standard letter requesting verification of school bus stop status prior to the fall session. <br /> <br /> '''Option.''' If the school district fails to verify the status of school bus stops, the MoDOT district may remove the School Bus Stop Ahead signs at those stops. <br /> <br /> '''Guidance.''' If the signs are removed due to lack of compliance with these requirements, the signs should not be reinstalled for one year. Whenever the school district moves a school bus stop location with S3-1 sign(s), they should advise the district office as soon as possible rather than waiting for the annual review.<br /> <br /> =={{SpanID|908.2.5}}908.2.5 School Speed Limit Signs (MUTCD Section 7B.05)==<br /> <br /> &lt;div style=&quot;text-align: center;&quot;&gt;<br /> &lt;div style=&quot;position: relative; display: inline-block; vertical-align: middle; whitespace: nowrap;&quot;&gt;<br /> <br /> &lt;div style=&quot;display:inline-block;vertical-align: middle;&quot;&gt;<br /> [[File:S5-1.png|thumb|none|alt=|110px|'''School Speed Limit When Flashing Sign &amp;#8212; S5-1''']]<br /> &lt;/div&gt;<br /> <br /> &lt;div style=&quot;display: inline-block; width: 126px;&quot;&gt;&lt;/div&gt;<br /> &lt;div style=&quot;box-sizing: border-box; position: absolute; left: 116px; right: auto;;height: 100%;text-align: left; padding-left: 0.4em; /*padding-bottom: 2.27em;*/padding-right: 0.4em; margin-bottom: 0.5em;display: inline-block; width: 120px; vertical-align: bottom; height: calc(100% - 0.5em); background-color: #f8f9fa;border:1px solid #c8ccd1;border-left: none;&quot;&gt;<br /> '''Note:'''&lt;br/&gt;The sign with WHEN FLASHING legend shall be accompanied by a flashing yellow Speed Limit Sign Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S)#902.18.4|EPG 902.18.4]])<br /> &lt;/div&gt;<br /> <br /> &lt;/div&gt;<br /> <br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;<br /> <br /> [[File:S5-3.png|thumb|none|alt=|120px|'''S5-3''']]<br /> <br /> &lt;/div&gt;<br /> &lt;/div&gt;<br /> <br /> '''Standard. '''A School Speed Limit When Flashing (S5-1) sign shall be used to indicate the speed limit where a reduced school speed limit zone has been established based upon an engineering study or where a reduced school speed limit is specified for such areas by statute. The School Speed Limit When Flashing sign shall be placed at or as near as practicable to the point where the reduced school speed limit zone begins (see Figures [[#908.2.5.1|908.2.5.1]] and [[#908.2.5.2|908.2.5.2]]).<br /> <br /> If a reduced school speed limit zone has been established, a School (S1-1) sign shall be installed in advance (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #tab903.3.4|Table 903.3.4]] for advance placement guidelines) of the first School Speed Limit When Flashing (S5-1) sign that is encountered in each direction as traffic approaches the reduced school speed limit zone (see Figures [[#908.2.5.1|908.2.5.1]] and [[#908.2.5.2|908.2.5.2]]).<br /> <br /> The downstream end of an authorized and posted reduced school speed limit zone shall be identified with an END SCHOOL SPEED LIMIT (S5-3) sign (see Figures [[#908.2.5.1|908.2.5.1]] and [[#908.2.5.2|908.2.5.2]]). <br /> <br /> '''Option. '''A standard Speed Limit sign showing the speed limit for the section of highway that is downstream from the authorized and posted reduced school speed limit zone may be mounted on the same post above the END SCHOOL SPEED LIMIT (S5-3) sign or the END SCHOOL ZONE (S5-2) sign.<br /> <br /> '''Guidance. '''The beginning point of a reduced school speed limit zone should be at least 200 feet in advance of the school grounds or a school crossing; however, this 200-foot distance should be increased if the reduced school speed limit is 30 mph or higher. The maximum beginning point of a reduced school speed limit zone should not be greater than 500 feet in advance of the school grounds or a school crossing.<br /> <br /> '''Standard.''' When a School Speed Limit When Flashing (S5-1) sign is used, a Speed Limit Sign Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.4|EPG 902.18.4]]) shall be used to identify the periods that the school speed limit is in effect. <br /> <br /> Prior to the installation of a School Speed Limit When Flashing sign with a Speed Limit Sign Beacon, a TR08 Roadside Flashers for School Operations contract shall be executed. <br /> <br /> '''Guidance'''. If a Speed Limit Sign Beacon is installed, no other Warning Beacons should be permitted on school zone signs inside the same school zone. <br /> <br /> '''Standard. '''Upon receipt of a school speed limit request, the district shall perform a site investigation. A speed study and a crash study may be performed based on engineering judgement. The school speed limit shall be 10 mph below the posted speed limit. In no case shall a school speed limit of less than 25 mph be allowed.<br /> <br /> If in the course of the speed study it is determined that the posted speed for the corridor is not proper, the posted speed shall be reevaluated and changed as necessary following [[905.2 Traffic Studies #905.2.14|EPG 905.2.14]].<br /> <br /> {{SpanID|fig908.2.5.1}}<br /> [[File:F07B-02-2-01.png|center|thumb|alt=A school is shown on the right side of a vertical roadway with two-way traffic. In advance of the school, to the right of the vertical roadway, a series of signs and sign assemblies are shown. Furthest from the school, a sign assembly composed of an S1-1 plaque mounted above an S4-3P (optional) plaque is shown. This sign assembly is followed by an S5-1 sign with a warning beacon mounted above. Continuing towards the school, another sign assembly is shown composed of an S1-1 sign mounted above a W16-9P plaque. At the School Crossing, there is a S1-1 sign mounted above a W16-7PL plaque. Beyond the school a sign assembly is shown composed of an R2-1 (optional) sign mounted above an S5-3 sign. On the left side of the roadway, the same series and placements of signs are shown.|750px| '''Figure 908.2.5.1''' Example of Signing for a School Zone with a School Speed Limit and School Crossing]]<br /> <br /> {{SpanID|fig908.2.5.2}}<br /> [[File:Fig7B-2_ExofSigningforaSchoolSpeedLimit.jpg|center|thumb|alt=A school is shown on the right side of a vertical roadway with two-way traffic. In advance of the school, to the right of the vertical roadway, a series of signs and sign assemblies are shown. Furthest from the school, a sign assembly composed of an S1-1 plaque mounted above an S4-3P (optional) plaque is shown. This sign assembly is followed by an S5-1 sign with a warning beacon mounted above. Beyond the school a sign assembly is shown composed of an R2-1 (optional) sign mounted above an S5-3 sign. On the left side of the roadway, the same series and placements of signs are shown.|750px| '''Figure 908.2.5.2''' Example of Signing for a School Speed Limit]]<br /> <br /> =={{SpanID|908.2.6}}908.2.6 Higher Fines Zone Signs and Plaques in School Areas (MUTCD Section 7B.06)==<br /> <br /> '''Standard. '''Higher Fines Zone Signs and Plaques are not used by MoDOT. There is no authority under state law to charge higher fines for moving or speeding violations in school zones.<br /> <br /> =={{SpanID|908.2.7}}908.2.7 Parking and Stopping (R7 and R8 Series) Signs (MUTCD Section 7B.07) ==<br /> <br /> '''Option. '''Parking and stopping regulatory signs may be used to prevent parked or waiting vehicles from blocking pedestrians’ views, and drivers’ views of pedestrians, and to control vehicles as a part of the school traffic plan.<br /> <br /> '''Support. '''Parking signs and other signs governing the stopping and standing of vehicles in school areas cover a wide variety of regulations. <br /> <br /> [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.43|EPG 903.2.43]] through [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.45|903.2.45]] contain information regarding the signing of parking regulations in school zone areas.</div>

TaracksA https://epgtest.modot.org/index.php?title=616.13_Other_TTC_Zone_Design_Features_and_Safety_Devices_(MUTCD_Chapter_6M)&diff=60924 2025-11-25T20:58:41Z

<p>TaracksA: /* {{SpanID|616.13.6}}616.13.6 Temporary Transverse Rumble Strips (Section 6M.06) */</p> <hr /> <div>[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.13]]<br /> =={{SpanID|616.13.1}}616.13.1 General (MUTCD Section 6M.01) ==<br /> <br /> '''Support. '''Although certain devices and design features, such as lighting, barriers, dividers, crash cushions, and screens, are sometimes used in TTC zones to supplement traffic control devices or enhance traffic operations or safety for road users, they are not considered to be traffic control devices. The following Sections describe the most commonly used devices and design features. [[:Category:911 General (MUTCD Part 1)#Design_of_Traffic_Control_Devices_(MUTCD_Section_1D.04)|EPG 911 (MUTCD Section 1D.04)]] contains additional information about these devices and design features.<br /> <br /> =={{SpanID|616.13.2}}616.13.2 Positive Protection and Temporary Traffic Barriers (MUTCD Section 6M.02) ==<br /> <br /> '''Support. '''Temporary traffic barriers, including portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants, and to protect workers, bicyclists, and pedestrians.<br /> <br /> Positive protection devices means devices that contain or redirect vehicles and meet applicable industry crashworthiness evaluation criteria. <br /> <br /> Additional information for temporary traffic barriers is located in [[:Category:617 Traffic Barrier|EPG 617]], [https://www.modot.org/missouri-standard-specifications-highway-construction Specifications Section 617], [https://www.modot.org/media/16894 Standard Plan 617.20], and [https://www.modot.org/media/16895 Standard Plan 619.10].<br /> <br /> '''Standard. '''At a minimum, agencies shall use positive protection devices in work zones with high anticipated operating speeds that provide workers no means of escape from motorized traffic intruding into the workspace unless an engineering study determines otherwise. An engineering study shall include at a minimum the information as approved by the Highway Safety and Traffic Division.<br /> <br /> Positive protection devices shall be considered in other situations that place workers at increased risk from motorized traffic, and where positive protection devices offer the highest potential for increased safety for workers and road users.<br /> <br /> Considerations for positive protection shall include, but are not limited to, the following circumstances: <br /> :A. Work zones that provide workers no means of escape from motorized traffic such as tunnels or bridges;<br /> :B. Long-term stationary work zones of two weeks or more resulting in substantial worker exposure to motorized traffic;<br /> :C. Projects with anticipated operating speeds of 45 mph or greater, especially when combined with high traffic volumes;<br /> :D. Work operations that place workers, pedestrians, or bicyclists close to travel lanes open to traffic; and<br /> :E. Roadside hazards, such as drop-offs or unfinished bridge decks, that will remain in place overnight or longer.<br /> <br /> Temporary traffic barrier shall be required on the following:<br /> :A. Roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), and <br /> :B. Bridge rehabilitation jobs with bridge rail replacement and/or full depth repair.<br /> <br /> '''Guidance. '''Temporary traffic barrier should be considered for long-term bridge repair work.<br /> <br /> '''Support. '''When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [https://www.modot.org/missouri-standard-specifications-highway-construction Specifications Section 617]. Delineators pay items are used only to retrofit existing permanent concrete traffic barrier.<br /> <br /> Work zone setups vary depending on the nature of the positive protection used.<br /> <br /> 23 CFR Part 630.1108(a) contains additional requirements for certain projects.<br /> <br /> '''Option. '''Temporary traffic barriers may be used to separate two-way vehicular traffic.<br /> <br /> '''Standard. '''Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.<br /> <br /> Temporary traffic barriers, including their end treatments, shall be crashworthy (see definition 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)]]). <br /> <br /> Short intermittent segments of temporary traffic barrier shall not be used because they nullify the containment and redirective capabilities of the temporary traffic barrier, increase the potential for serious injury both to vehicle occupants and pedestrians, and encourage the presence of blunt leading ends. Adjacent temporary traffic barrier segments shall be properly connected in order to provide the overall strength required for the temporary traffic barrier to perform properly. <br /> <br /> '''Guidance. '''Appropriate channelizing devices and pavement marking should always be used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance should be provided between the edge of the driving lane and the barrier. A longitudinal buffer area should be provided between the channelizer taper and the barrier taper.<br /> <br /> '''Support. '''Temporary traffic barrier includes portable concrete, portable steel, or movable barrier which can all be moved laterally and/or longitudinally when needed and/or from site to site. More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO and [[617.1 Temporary Traffic Barriers|EPG 617.1]].<br /> <br /> =={{SpanID|616.13.3}}616.13.3 Temporary Raised Islands (MUTCD Section 6M.03)==<br /> <br /> '''Standard. '''Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices'''.'''<br /> <br /> '''Option. '''A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.<br /> <br /> Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.<br /> <br /> '''Guidance. '''Temporary raised islands should have the basic dimensions of 4 inches high by at least 12 inches wide and have rounded or chamfered corners.<br /> <br /> The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.<br /> <br /> '''Standard. '''At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60-inch wide passageway for the crossing pedestrian.<br /> <br /> =={{SpanID|616.13.4}}616.13.4 Detectable Edging for Pedestrians (Section 6M.04)==<br /> <br /> '''Support. '''Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with vision disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.<br /> <br /> '''Guidance. '''A continuously-detectable edging should be provided throughout the length of a temporary pedestrian facility such that it can be followed by pedestrians using long canes for guidance. This edging should extend at least 8 inches above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2 inches above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users. <br /> <br /> '''Support. '''Examples of detectable edging for pedestrians include:<br /> :A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.<br /> :B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.<br /> :C. Sections of lumber interconnected and fixed in place to form a continuous edge.<br /> :D. Formed-in-place asphalt or concrete curb.<br /> :E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.<br /> :F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.<br /> :G. Chain link or other fencing equipped with a continuous bottom rail.<br /> <br /> '''Guidance. '''Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.<br /> <br /> =={{SpanID|616.13.5}}616.13.5 Crash Cushions (Section 6M.05)==<br /> <br /> '''Support. '''Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, shadow vehicles, and other obstacles. Specific information on the use of crash cushions can be found in “Roadside Design Guide,” 4th Edition, 2011, AASHTO.<br /> <br /> See [[617.1 Temporary Traffic Barriers|EPG 617.1]] and [[:Category:612 Impact Attenuators#612.1_Truck-Mounted_Attenuators|EPG 612.1]].<br /> <br /> '''Standard. '''Crash cushions shall be crashworthy (see definition 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)]]). They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.<br /> <br /> '''Support. '''Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects, and other obstacles.<br /> <br /> '''Standard. '''Stationary crash cushions shall be designed for the specific application intended.<br /> <br /> An approved crash cushion shall be installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion shall be installed on the upstream end for divided facilities, and on both ends for all two-way facilities.<br /> <br /> Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of shadow trucks and shall be used in accordance with the manufacturer’s specifications. If used, the shadow vehicle with the attenuator shall be located in advance of the work area, workers, or equipment to reduce the severity of rear-end crashes from errant vehicles.<br /> <br /> '''Support. '''See [[:Category:612 Impact Attenuators|EPG 612]] for the use of protective vehicle and truck/trailer-mounted attenuators.<br /> <br /> Trucks or trailers are often used as shadow vehicles to protect workers or work equipment from errant vehicles. These shadow vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating, or strobe lights and are located properly in advance of the workers and/or equipment that they are protecting. However, these shadow vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck-mounted attenuators.<br /> <br /> '''Guidance. '''The shadow truck should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the shadow truck and strike the protected workers and/or equipment.<br /> <br /> '''Support. '''Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO contains additional information regarding the use of shadow vehicles.<br /> <br /> =={{SpanID|616.13.6}}616.13.6 Temporary Transverse Rumble Strips (Section 6M.06)==<br /> <br /> '''Support. '''Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips.<br /> <br /> Temporary rumble strips (see [https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]) are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.<br /> <br /> Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.<br /> <br /> '''Standard. '''If the color of a transverse rumble strip used within a travel lane is not the color of the pavement, the color of the rumble strip shall be orange. <br /> <br /> When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with [https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf Figure 616.6.87.1] on center with the RUMBLE STRIPS AHEAD sign.<br /> <br /> If temporary rumble strips are used in work zones, any damage done to pavement shall be restored to the existing condition.<br /> <br /> ===616.13.6.1 Temporary Rumble Strips for Work Zones===<br /> <br /> '''Standard. '''Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. <br /> <br /> '''Guidance. '''If the project is a long-term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.<br /> <br /> '''Support. '''When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in [https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C].<br /> <br /> ===616.13.6.2 Placement of Temporary Rumble Strips for Work Zones===<br /> <br /> '''Support. '''Generally, temporary rumble strips are placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.<br /> <br /> '''Standard. '''Temporary rumble strips shall be placed perpendicular to traffic.<br /> <br /> '''Guidance. '''The following information is applicable to temporary long-term rumble strips, except where noted.<br /> :A. Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.<br /> :B. Temporary rumble strips should be place on tangent roadway segments. Placement at or just beyond a vertical curve crest should be avoided.<br /> :C. Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material.<br /> :D. Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.<br /> :E. Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips should be considered if constant maintenance is required.<br /> :F. Additional sets of temporary long-term rumble strips should be used to get the attention of drivers.<br /> <br /> '''Standard. '''Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed. If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.<br /> <br /> {{SpanID|fig616.13.6.1}}<br /> [[File:Rumble_Strip_Placement-Jan2023_Page_1.png|thumb|center|800px|alt=|'''Figure 616.13.6.1''' Temporary Rumble Strip (TRS) Placement]]<br /> <br /> {{SpanID|fig616.13.6.2}}<br /> [[File:Rumble_Strip_Placement-Jan2023_Page_2.png|thumb|center|800px|alt=|'''Figure 616.13.6.2''' Temporary Rumble Strip Placement using Traffic Control Signals ''(long-term stationary)]]<br /> <br /> {{SpanID|fig616.13.6.3}}<br /> [[File:Rumble_Strip_Placement-Jan2023_Page_3.png|thumb|center|800px|alt=|'''Figure 616.13.6.3''' Rumble Strip Placement on a Divided Highway ''long-term stationary)'']]<br /> <br /> =={{SpanID|616.13.7}}616.13.7 Screens (Section 6M.07)==<br /> <br /> '''Support. '''Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.<br /> <br /> See [[617.1 Temporary Traffic Barriers|EPG 617.1]] for additional information.<br /> <br /> '''Guidance. '''Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the operation of vehicles. <br /> <br /> '''Option. '''Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.<br /> <br /> '''Guidance. '''Design of screens should be in accordance with Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO.<br /> <br /> =={{SpanID|616.13.8}}616.13.8 Lighting for Night Work (Section 6M.08)==<br /> <br /> '''Support. '''Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[616.14 Types of Temporary Traffic Control Zone Activities (MUTCD Chapter 6N)#616.14.18|EPG 616.14.18]]).<br /> <br /> '''Guidance. '''When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings, and other areas.<br /> <br /> When used, floodlighting should be installed in a manner that minimizes glare to approaching road users, flaggers, or workers. <br /> <br /> The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night, and periodically. Lighting should be sufficient so as to give road users the capability to identify a worker as a person. Care should be taken to minimize the potential for shadows to conceal workers within the work area.<br /> <br /> '''Support. '''Desired work area illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot candles. <br /> <br /> '''Option. '''Typical work area lighting installations may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting.<br /> <br /> '''Support. '''Temporary fixed lighting illuminates specific areas of significance to guide road users within the TTC zone during nighttime hours. <br /> <br /> '''Option. '''Temporary fixed lighting may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, temporary signals, islands temporary bypasses, and crossovers. Temporary fixed lighting may also be considered for areas of potential conflict, such as temporary ramps, intersections, and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. <br /> <br /> '''Guidance. '''When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting should be considered in lieu of work zone lighting. <br /> <br /> '''Standard. '''If temporary fixed lighting is used, it shall be designed and shown in the plans.<br /> <br /> '''Support. '''Refer to [https://www.modot.org/missouri-standard-specifications-highway-construction| Specifications Section 901] for roadway lighting requirements and [[:Category:901 Lighting|EPG 901]] for lighting design.<br /> <br /> '''Standard. '''Except in emergency situations, flagger stations shall be illuminated at night. <br /> <br /> ===616.13.8.1 Fleet Lighting===<br /> <br /> '''Support. '''Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone.<br /> <br /> '''Standard. '''Except as provided in the following paragraph, all work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. <br /> <br /> '''Option. '''Vehicles and pieces of equipment may operate without warning lights activated if the vehicles and equipment are located within a workspace delineated by channelizers or protected by a temporary traffic barrier. For this situation, activation of the lights is not required. <br /> <br /> '''Support. '''For Maintenance lighting requirements, see [[616.31 MoDOT Fleet Lighting|EPG 616.31]]. For construction projects see [[616.23 Construction Inspection Guidelines for Sec 616|EPG 616.23]].</div>

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<p>TaracksA: /* {{SpanID|616.12.7}}616.12.7 Flashing Beacons and Warning Lights (MUTCD Section 6L.07) */</p> <hr /> <div>[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.12]]<br /> =={{SpanID|616.12.1}}616.12.1 Temporary Traffic Control Signals (MUTCD Section 6L.01) ==<br /> <br /> '''Standard. '''Temporary traffic control signals (see [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D)#902.4.11|EPG 902.4.11]]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals (MUTCD Part 4)|EPG 902]].<br /> <br /> '''Support. '''Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, and intersections.<br /> <br /> '''Standard. '''A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.15 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4O)#902.15.2|EPG 902.15.2]].<br /> <br /> '''Guidance. '''When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.<br /> <br /> '''Support. '''Where pedestrians are detoured to a temporary traffic control signal, an accessible pedestrian signal (see [[902.11 Accessible Pedestrian Signals and Detectors (MUTCD Chapter 4K)|EPG 902.11]]) provides information in non-visual formats (such as audible tones and/or speech messages, and vibrating surfaces) so that a pedestrian with vision disabilities can know when to cross the street along the alternate route.<br /> <br /> '''Option. '''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.<br /> <br /> '''Support. '''Wood pole span wire signals are typically used for temporary signals. Temporary lighting is typically provided on the wood poles (silhouette discernment lighting as described in [[:Category:901_Lighting|EPG 901]]).<br /> <br /> '''Guidance. '''Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.<br /> <br /> '''Support. '''Factors related to the design and application of temporary traffic control signals include the following:<br /> :A. Safety and road user needs;<br /> :B. Work staging and operations;<br /> :C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);<br /> :D. Sight distance restrictions;<br /> :E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);<br /> :F. Road-user volumes including roadway and intersection capacity;<br /> :G. Affected side streets and driveways;<br /> :H. Vehicle speeds;<br /> :I. The placement of other TTC devices;<br /> :J. Parking;<br /> :K. Turning restrictions;<br /> :L. Pedestrians;<br /> :M. The nature of adjacent land uses (such as residential or commercial);<br /> :N. Legal authority;<br /> :O. Signal phasing and timing requirements;<br /> :P. Full-time or part-time operation;<br /> :Q. Actuated, fixed-time, or manual operation;<br /> :R. Power failures or other emergencies;<br /> :S. Inspection and maintenance needs;<br /> :T. Need for detailed placement, timing, and operation records; and<br /> :U. Operation by contractors or by others.<br /> <br /> Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact, and vandalism.<br /> <br /> '''Guidance. '''Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings, and channelizing devices.<br /> <br /> Temporary traffic control signals not in use should be covered or removed.<br /> <br /> If a temporary traffic control signal is located within ½ mile of an adjacent traffic control signal, consideration should be given to interconnected operation.<br /> <br /> '''Standard. '''Temporary traffic control signals shall not be located within 200 feet of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F)#902.6.18|EPG 902.6.18]], [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F)#902.6.19|EPG 902.6.19]], and [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D)#913.4.9|EPG 913.4.9]], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.<br /> <br /> =={{SpanID|616.12.2}}616.12.2 Automated Flagger Assistance Devices – General (MUTCD Section 6L.02)==<br /> <br /> '''Support. '''Automated Flagger Assistance Devices (AFADs) enable a flagger(s) to be positioned out of the lane of traffic and are used to control road users through TTC zones. These devices are designed to be remotely operated either by a single flagger at one end of the TTC zone or at a central location, or by separate flaggers near each device’s location.<br /> <br /> There are two types of AFADs:<br /> :A. An AFAD (see [[#616.12.3|EPG 616.12.3]]) that uses a remotely controlled STOP/SLOW sign on either a trailer or a movable cart system to alternately control right-of-way.<br /> :B. An AFAD (see [[#616.12.4|EPG 616.12.4]]) that uses remotely controlled red and yellow lenses and a gate arm to alternately control right-of-way.<br /> <br /> AFADs might be appropriate for short-term and intermediate-term activities (see [[616.14 Types of Temporary Traffic Control Zone Activities (MUTCD Chapter 6N)#616.14.1|EPG 616.14.1]]). Typical applications include TTC activities such as, but not limited to:<br /> :A. Bridge maintenance,<br /> :B. Haul road crossings, and<br /> :C. Pavement patching.<br /> <br /> '''Standard. '''AFADs shall only be used in situations where there is only one lane of approaching traffic in the direction to be controlled.<br /> <br /> When used at night, the AFAD location shall be illuminated in accordance with [[616.4 Flagger Control (MUTCD Chapter 6D)#616.4.6|EPG 616.4.6]].<br /> <br /> '''Guidance. '''AFADs should not be used for long-term stationary work (see [[616.14 Types of Temporary Traffic Control Zone Activities (MUTCD Chapter 6N)#616.14.1|EPG 616.14.1]]).<br /> <br /> '''Standard. '''Because AFADs are not traffic control signals, they shall not be used as a substitute for or a replacement for a continuously operating temporary traffic control signal as described in [[#616.12.1|EPG 616.12.1]].<br /> <br /> AFADs shall meet the crashworthy (see definition in [[911 General (MUTCD Part 1)#Definitions_of_Words_and_Phrases_Used_in_this_Manual_(MUTCD_Section_1C.02)|EPG 911 (MUTCD Section 1C.02)]]) performance criteria contained in [[616.1 General (MUTCD Chapter 6A)#616.1.4|EPG 616.1.4]].<br /> <br /> '''Guidance. '''If used, AFADs should be located in advance of one-lane, two-way tapers and downstream from the point where approaching traffic is to stop in response to the device.<br /> <br /> '''Standard. '''If used, AFADs shall be placed so that all of the signs and other items controlling traffic movement are readily visible to the driver of the initial approaching vehicle with advance warning signs alerting other approaching traffic to be prepared to stop.<br /> <br /> If used, an AFAD shall be operated only by a flagger (see [[616.4 Flagger Control (MUTCD Chapter 6D)#616.4.1|EPG 616.4.1]]) who has been trained on the operation of the AFAD. The flagger(s) operating the AFAD(s) shall not leave the AFAD(s) unattended at any time while the AFAD(s) is being used.<br /> <br /> The use of AFADs shall conform to one of the following methods:<br /> :A. An AFAD at each end of the TTC zone (Method 1), or<br /> :B. An AFAD at one end of the TTC zone and a flagger at the opposite end (Method 2).<br /> <br /> Except as provided in the following Option paragraph, two flaggers shall be used when using either Method 1 or Method 2.<br /> <br /> '''Option. '''A single flagger may simultaneously operate two AFADs (Method 1) or may operate a single AFAD on one end of the TTC zone while being the flagger at the opposite end of the TTC zone (Method 2) if both of the following conditions are present:<br /> :A. The flagger has an unobstructed view of the AFAD(s), and<br /> :B. The flagger has an unobstructed view of approaching traffic in both directions.<br /> <br /> '''Guidance. '''When an AFAD is used, the advance warning signing should include a ROAD WORK AHEAD (WO20-1) sign, a ONE LANE ROAD (WO20-4) sign, and a BE PREPARED TO STOP (WO3-4) sign.<br /> <br /> '''Standard. '''When the AFAD is not in use, the signs associated with the AFAD, both at the AFAD location and in advance, shall be removed or covered.<br /> <br /> '''Guidance. '''A State or local agency that elects to use AFADs should adopt a policy, based on engineering judgment, governing AFAD applications. The policy should also consider more detailed and/or more restrictive requirements for AFAD use, such as the following:<br /> :A. Conditions applicable for the use of Method 1 and Method 2 AFAD operation,<br /> :B. Volume criteria,<br /> :C. Maximum distance between AFADs,<br /> :D. Conflicting lenses/indications monitoring requirements,<br /> :E. Fail-safe procedures,<br /> :F. Additional signing and pavement markings,<br /> :G. Application consistency,<br /> :H. Larger signs or lenses to increase visibility, and<br /> :I. Use of backplates.<br /> <br /> =={{SpanID|616.12.3}}616.12.3 STOP/SLOW Automated Flagger Assistance Devices (MUTCD Section 6L.03) ==<br /> <br /> '''Standard. '''A STOP/SLOW Automated Flagger Assistance Device (AFAD) shall include a STOP/SLOW sign that alternately displays the STOP (R1-1) face and the SLOW (WO20-8) face of a STOP/SLOW paddle (see [[#fig616.12.3|Figure 616.12.3]]).<br /> <br /> The AFAD’s STOP/SLOW sign shall have an octagonal shape, shall be fabricated of rigid material, and shall be mounted with the bottom of the sign a minimum of 6 feet above the pavement on an appropriate support. The size of the STOP/SLOW sign shall be at least 24 x 24 inches with letters at least 8 inches high. The background of the STOP face shall be red with white letters and border. The background of the SLOW face shall be diamond-shaped and orange with black letters and border. Both faces of the STOP/SLOW sign shall be retroreflectorized.<br /> <br /> The AFAD’s STOP/SLOW sign shall have a means to positively lock, engage, or otherwise maintain the sign assembly in a stable condition when set in the STOP or SLOW position.<br /> <br /> The AFAD’s STOP/SLOW sign shall be supplemented with active conspicuity devices by incorporating either:<br /> :A. White or red flashing lights within the STOP face and white or yellow flashing lights within the SLOW face meeting the provisions contained in [[616.4 Flagger Control (MUTCD Chapter 6D)#616.4.2|EPG 616.4.2]]; or<br /> :B. A Stop Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S)#902.18.5|EPG 902.18.5]]) mounted a maximum of 24 inches above the STOP face and a Warning Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S)#902.18.3|EPG 902.18.3]]) mounted a maximum of 24 inches above, below, or to the side of the SLOW face. The Stop Beacon shall not be flashed or illuminated when the SLOW face is displayed, and the Warning Beacon shall not be flashed or illuminated when the STOP face is displayed. Except for the mounting locations, the beacons shall comply with the provisions of [[902.18 Flashing Beacons (MUTCD Chapter 4S)|EPG 902.18]].<br /> <br /> '''Option. '''Type B warning light(s) (see [[#616.12.7|EPG 616.12.7]]) may be used in lieu of the Warning Beacon during the display of the SLOW face of the AFAD’s STOP/SLOW sign.<br /> <br /> '''Standard. '''If Type B warning lights are used in lieu of a Warning Beacon, they shall flash continuously when the SLOW face is displayed and shall not be flashed or illuminated when the STOP face is displayed.<br /> <br /> '''Option. '''The faces of the AFAD’s STOP/SLOW sign may include louvers to improve the stability of the device in windy or other adverse environmental conditions.<br /> <br /> '''Standard. '''If louvers are used, the louvers shall be designed such that the full sign face is visible to approaching traffic at a distance of 50 feet or greater.<br /> <br /> '''Guidance. '''The STOP/SLOW AFAD should include a gate arm that descends to a down position across the approach lane of traffic when the STOP face is displayed and then ascends to an upright position when the SLOW face is displayed.<br /> <br /> '''Option. '''In lieu of a stationary STOP/SLOW sign with a separate gate arm, the STOP/SLOW sign may be attached to a mast arm that physically blocks the approach lane of traffic when the STOP face is displayed and then moves to a position that does not block the approach lane when the SLOW face is displayed.<br /> <br /> '''Standard. '''Gate arms, if used, shall be fully retroreflectorized on both sides, and shall have vertical alternating red and white stripes at 16-inch intervals measured horizontally as shown in [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D)#913.4.1|Figure 913.4.1]]. When the arm is in the down position blocking the approach lane:<br /> :A. The minimum vertical aspect of the arm and sheeting shall be 2 inches, and<br /> :B. The end of the arm shall reach at least to the center of the lane being controlled.<br /> <br /> A WAIT ON STOP (R1-7) sign (see [[#fig616.12.3|Figure 616.12.3]]) shall be displayed to road users approaching the AFAD.<br /> <br /> '''Option: '''A GO ON SLOW (R1-8) sign (see [[#fig616.12.3|Figure 616.12.3]]) may also be displayed to road users approaching the AFAD.<br /> <br /> The WAIT ON STOP/ GO ON SLOW (R1-7a) sign (see [[#fig616.12.3|Figure 616.12.3]]) may also be used to display both messages to approaching road users. <br /> <br /> '''Standard. '''The GO ON SLOW sign, if used, and the WAIT ON STOP sign shall be positioned on the same support structure as the AFAD or immediately adjacent to the AFAD such that they are in the same direct line of view of approaching traffic as the sign faces of the AFAD.<br /> <br /> To inform road users to stop, the AFAD shall display the STOP face and the red or white lights, if used, within the STOP face shall flash or the Stop Beacon shall flash. To inform road users to proceed, the AFAD shall display the SLOW face and the yellow or white lights, if used, within the SLOW face shall flash or the Warning Beacon or the Type B warning lights shall flash.<br /> <br /> If STOP/SLOW AFADs are used to control traffic in a one-lane, two-way TTC zone, safeguards shall be incorporated to prevent the flagger(s) from simultaneously displaying the SLOW face at each end of the TTC zone. Additionally, the flagger(s) shall not display the AFAD’s SLOW face until all oncoming vehicles have cleared the one-lane portion of the TTC zone.<br /> <br /> <br /> {{SpanID|fig616.12.3}}<br /> [[File:F06L-01_Example of the Use of a STOP-SLOW Automated_v2.png|thumb|center|700px|alt=&quot;A vertical two-lane roadway with one lane of traffic in each direction is shown.<br /> <br /> At the bottom of the figure on the right shoulder, three advance warning signs (WO20-1, WO20-4, and WO3-4) are shown consecutively facing approaching traffic. Beyond these signs, an AFAD with recommended gate is shown, placed before optional channelizing devices positioned along the center line of the two opposing lanes.<br /> <br /> At the AFAD, facing approaching traffic, four sign assemblies are shown. The first assembly consists of an R1-1 sign mounted above an R1-7a sign, with a flashing red beacon mounted above the R1-1 sign. To the right, the word “OR” is shown next to a second assembly that is identical except it uses a WO20-8 sign with a flashing yellow beacon instead of the R1-1 with red beacon.<br /> <br /> A third sign assembly is shown with an R1-1 sign mounted above an R1-7 sign and an optional R1-8 sign. The R1-1 has a flashing red beacon above it. To the right, the word “OR” is shown next to a fourth assembly that is identical except it uses a WO20-8 sign with a flashing yellow beacon instead of the R1-1 with red beacon.<br /> <br /> Past these sign assemblies, channelizing devices begin tapering diagonally from left to right across the lane and continue straight along the center of the roadway adjacent to a work space shown in the right lane. The devices then taper back across the lane toward the right shoulder further up the figure.<br /> <br /> At the top of the figure, on the right shoulder, the same series of diamond-shaped warning signs, an AFAD with recommended gate, and the same set of sign assemblies are shown for traffic approaching from the opposite direction.&quot;<br /> |'''Figure 616.12.3''' Example of the Use of a STOP/SLOW Automated Flagger Assistance Device (AFAD)]]<br /> <br /> =={{SpanID|616.12.4}}616.12.4 Red/Yellow Lens Automated Flagger Assistance Devices (MUTCD Section 6L.04)==<br /> <br /> '''Standard. '''A Red/Yellow Lens Automated Flagger Assistance Device (AFAD) shall alternately display a steadily illuminated CIRCULAR RED lens and a flashing CIRCULAR YELLOW lens to control traffic without the need for a flagger in the immediate vicinity of the AFAD or on the roadway (see [[#fig616.12.4|Figure 616.12.4]]).<br /> <br /> Red/Yellow Lens AFADs shall have at least one set of CIRCULAR RED and CIRCULAR YELLOW lenses that are 12 inches in diameter. Unless otherwise provided in this Section, the lenses and their arrangement, CIRCULAR RED on top and CIRCULAR YELLOW below, shall comply with the applicable provisions for traffic signal indications in [[:Category:902 Signals (MUTCD Part 4)|EPG 902]]. If the set of lenses is post-mounted, the bottom of the housing (including brackets) shall be at least 7 feet above the pavement. If the set of lenses is located over any portion of the highway that can be used by motor vehicles, the bottom of the housing (including brackets) shall be at least 15 feet above the pavement.<br /> <br /> '''Option. '''Additional sets of CIRCULAR RED and CIRCULAR YELLOW lenses, located over the roadway or on the left-hand side of the approach and operated in unison with the primary set, may be used to improve visibility and/or conspicuity of the AFAD.<br /> <br /> '''Standard. '''A Red/Yellow Lens AFAD shall include a gate arm that descends to a down position across the approach lane of traffic when the steady CIRCULAR RED lens is illuminated and then ascends to an upright position when the flashing CIRCULAR YELLOW lens is illuminated. The gate arm shall be fully retroreflectorized on both sides, and shall have vertical alternating red and white stripes at 16-inch intervals measured horizontally as shown in [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D)#fig913.4.1|Figure 913.4.1]]. When the arm is in the down position blocking the approach lane:<br /> :A. The minimum vertical aspect of the arm and sheeting shall be 2 inches, and<br /> :B. The end of the arm shall reach at least to the center of the lane being controlled.<br /> <br /> A Stop Here On Red (R10-6 or R10-6a) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)#903.2.48|EPG 903.2.48]]) shall be installed on the right-hand side of the approach at the point at which drivers are expected to stop when the steady CIRCULAR RED lens is illuminated (see [[#fig616.12.4|Figure 616.12.4]]).<br /> <br /> To inform road users to stop, the AFAD shall display a steadily illuminated CIRCULAR RED lens and the gate arm shall be in the down position. To inform road users to proceed, the AFAD shall display a flashing CIRCULAR YELLOW lens and the gate arm shall be in the upright position.<br /> <br /> If Red/Yellow Lens AFADs are used to control traffic in a one-lane, two-way TTC zone, safeguards shall be incorporated to prevent the flagger(s) from actuating a simultaneous display of a flashing CIRCULAR YELLOW lens at each end of the TTC zone. Additionally, the flagger shall not actuate the AFAD’s display of the flashing CIRCULAR YELLOW lens until all oncoming vehicles have cleared the one-lane portion of the TTC zone.<br /> <br /> A change interval shall be provided as the transition between the display of the flashing CIRCULAR YELLOW indication and the display of the steady CIRCULAR RED indication. During the change interval, the CIRCULAR YELLOW lens shall be steadily illuminated. The gate arm shall remain in the upright position during the display of the steadily illuminated CIRCULAR YELLOW change interval.<br /> <br /> A change interval shall not be provided between the display of the steady CIRCULAR RED indication and the display of the flashing CIRCULAR YELLOW indication.<br /> <br /> '''Guidance. '''The steadily illuminated CIRCULAR YELLOW change interval should have a duration of at least 5 seconds, unless a different duration, within the range of durations recommended by [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F)#902.6.17|EPG 902.6.17]], is justified by engineering judgment.<br /> <br /> <br /> {{SpanID|fig616.12.4}}<br /> <br /> [[File:F06L-02_Example of the Use of a Red-Yellow Lens Automated_v2.png|thumb|center|700px|alt=&quot;A vertical two-lane roadway with one lane of traffic in each direction is shown.<br /> <br /> At the bottom of the figure on the right shoulder, WO20-1, WO20-4, WO3-4, and R10-6 signs are shown consecutively, facing approaching traffic. Beyond the R10-6 sign, an AFAD with recommended gate is shown centered across the right lane. Optional channelizing devices are shown on the center line in advance of the AFAD.<br /> <br /> On the AFAD, a black square with a circular red signal face is shown above a second black square with a circular yellow signal face. At this point, channelizing devices begin tapering diagonally from left to right across the lane toward the center of the roadway.<br /> <br /> Farther up the figure, a work space is shown in the right lane. Channelizing devices continue straight along the center of the roadway adjacent to the work space, then taper back across the right lane toward the right shoulder.<br /> <br /> At the top of the figure on the right shoulder, WO20-1 and WO20-4 signs are again shown consecutively, facing approaching traffic from the opposite direction. Beyond the WO20-4 sign, a sign assembly consisting of a WO20-7 sign mounted above an optional WO16-2P plaque is shown. Past this sign assembly, a flagger is shown standing at the shoulder and extending slightly into the adjacent lane.&quot;<br /> |'''Figure 616.12.4''' Example of the Use of a Red Yellow Lens Automated Flagger Assistance Device (AFAD)]]<br /> <br /> =={{SpanID|616.12.5}}616.12.5 Portable Changeable Message Signs (MUTCD Section 6L.05) ==<br /> <br /> '''Support. '''Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[903.11 Tourist-Oriented Directional Signs (MUTCD Chapter 2K)|EPG 903.11]]. The information in this article describes situations where the provisions for portable changeable message signs differ from those given in [[903.11 Tourist-Oriented Directional Signs (MUTCD Chapter 2K)|EPG 903.11]].<br /> <br /> Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.<br /> <br /> Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.<br /> <br /> The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:<br /> :A. Conveying complex messages,<br /> :B. Displaying real time information about conditions ahead, and<br /> :C. Providing information to assist road users in making decisions prior to the point where actions must be taken.<br /> <br /> Some typical applications include the following:<br /> :A. Where the speed of vehicular traffic is expected to drop substantially;<br /> :B. Where significant queuing and delays are expected;<br /> :C. Where adverse environmental conditions are present;<br /> :D. Where there are changes in alignment or surface conditions;<br /> :E. Where advance notice of ramp, lane, or roadway closures is needed;<br /> :F. Where crash or incident management is needed; and/or<br /> :G. Where changes in the road user pattern occur.<br /> <br /> '''Guidance. '''The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material.<br /> <br /> '''Standard. '''Portable changeable message signs shall comply with the applicable design and application principles established in [[903.1 General (MUTCD Chapter 2A)|EPG 903.1]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages<br /> <br /> CMSs shall not be used to replace static sign messages. <br /> <br /> '''Support. '''[[903.12 Changeable Message Signs (MUTCD Chapter 2L)#903.12.2|EPG 903.12.2]] contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.<br /> <br /> '''Standard. '''The colors used for legends on portable changeable message signs shall comply with those shown in [[903.1 General (MUTCD Chapter 2A) #tab903.1.6|Table 903.1.6]].<br /> <br /> '''Support. '''[[903.12 Changeable Message Signs (MUTCD Chapter 2L)#903.12.4|EPG 903.12.4]] contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.<br /> <br /> '''Guidance. '''Portable changeable message signs should be visible from ½ mile under both day and night conditions.<br /> <br /> '''Support. '''[[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)#903.2.20|EPG 903.2.20]] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.<br /> <br /> '''Guidance. '''A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.<br /> <br /> Except as provided in the following paragraph, the letter height used for portable changeable message sign messages should be a minimum of 18 inches.<br /> <br /> '''Option. '''For portable changeable message signs mounted on service patrol trucks or other incident response vehicles, a letter height as short as 10 inches may be used. Shorter letter sizes may also be used on a portable changeable message sign used on low speed facilities provided that the message is legible from at least 650 feet.<br /> <br /> The portable changeable message sign may vary in size.<br /> <br /> '''Guidance. '''Messages on a portable changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.<br /> <br /> '''Support. '''Road users have difficulties in reading messages displayed in more than two phases on a typical three-line portable changeable message sign.<br /> <br /> '''Standard. '''Except when being used to simulate an Arrow Board display (see [[903.12 Changeable Message Signs (MUTCD Chapter 2L)#903.12.6|EPG 903.12.6]]), techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, traveling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.<br /> <br /> '''Guidance. '''When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.<br /> <br /> All messages should be designed with consideration given to the principles provided in this article and also taking into account the following:<br /> :A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:<br /> # The problem or situation that the road user will encounter ahead,<br /> # The location of or distance to the problem or situation, and<br /> # The recommended driver action.<br /> :B. If more than two phases are needed to display a message, additional portable changeable message signs should be used. When multiple portable changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.<br /> <br /> '''Standard. '''When the word messages shown in [[:Category:911 General (MUTCD Part 1)#tab1d1|MUTCD Table 1D-1]] or [[:Category:911 General (MUTCD Part 1)#tab1d2| Table 1D-2]] need to be abbreviated on a portable changeable message sign, the provisions described in [[911 General (MUTCD Part 1)#Abbreviations_Used_on_Traffic_Control_Devices_(MUTCD_Section_1D.08)|EPG 911 (MUTCD Section 1D.08)]] shall be followed.<br /> <br /> In order to maintain legibility, portable changeable message signs shall automatically adjust their brightness under varying light conditions.<br /> <br /> The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.<br /> <br /> Portable changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.<br /> <br /> The mounting of portable changeable message signs on a trailer, a large truck, or a service patrol truck shall be such that the bottom of the message sign shall be a minimum of 7 feet above the roadway in urban areas and 5 feet above the roadway in rural areas when it is in the operating mode.<br /> <br /> '''Guidance. '''Portable changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.<br /> <br /> When portable changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.<br /> <br /> Portable changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable message sign message.<br /> <br /> Portable changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practicable. Where a traffic barrier is not available to shield the portable changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a portable changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Plan 616.10]).<br /> <br /> When portable changeable message signs are used in TTC zones, they should display only TTC messages.<br /> <br /> When portable changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is impracticable, they should be delineated with retroreflective TTC devices.<br /> <br /> Portable changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.<br /> <br /> =={{SpanID|616.12.6}}616.12.6 Arrow Boards (MUTCD Section 6L.06) ==<br /> <br /> '''Standard. '''An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone.<br /> <br /> '''Guidance. '''An arrow board in the arrow or chevron mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.<br /> <br /> If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.<br /> <br /> An arrow board should be placed on the shoulder of the roadway or, if practicable, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.<br /> <br /> '''Standard. '''Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications shown in [[#fig616.12.6|Figure 616.12.6]].<br /> <br /> '''Support. '''Type B arrow boards are truck-mounted units, appropriate for maintenance or mobile operations. Type C arrow boards are trailer-mounted units, intended to be used on high-speed, high-volume motor vehicle traffic control projects. Type D arrow boards are intended for use on vehicles authorized by the State or local agency. <br /> <br /> <br /> {{SpanID|fig616.12.6}}<br /> [[File:F06L-03_Advance Warning Arrow Board Display Specifications_v2.png|thumb|center|600px|alt=&quot;A set of operating modes is shown along with representative arrow board displays illustrated as yellow dots on a horizontal rectangular black background. The display column includes the note “right arrow shown; left is similar.”<br /> <br /> Under “Operating Mode,” the first heading is “1. At least one of the three following modes shall be provided.” The following modes are listed with corresponding displays:<br /> <br /> • Flashing Arrow:<br /> A horizontal arrow pointing to the right is shown, consisting of five yellow dots forming the shaft and five yellow dots forming the arrowhead. A label beneath the display states “Merge Right,” with a note indicating that “Merge Left” is similar.<br /> <br /> • Sequential Arrow:<br /> Three displays are shown, each illustrating a right-pointing arrow composed of a five-dot arrowhead and a shaft of increasing length. The shafts are shown with two, three, and five yellow dots, respectively. Each display is labeled “Merge Right,” with a note indicating that “Merge Left” is similar.<br /> <br /> • Sequential Chevron:<br /> Three displays are shown, each consisting of one or more right-pointing chevrons, with each chevron formed by five yellow dots. The first illustration contains one chevron at the left side of the panel. The second contains two chevrons centered across the panel. The third contains three chevrons spanning the panel. A label below these displays states “Merge Right.”<br /> <br /> Under “Operating Mode,” the second heading is “2. The following mode shall be provided: Flashing Double Arrow.”<br /> The accompanying display shows a double-headed horizontal arrow composed of three yellow dots in the center and arrowheads of five yellow dots each at both ends. A label beneath the display states “Merge Right or Left.”<br /> <br /> Under “Operating Mode,” the third heading is “3. At least one of the following modes shall be provided: Flashing Caution or Alternating Diamond Caution.”<br /> Two displays are shown under “Display,” separated by the word “or”:<br /> <br /> The first display shows four yellow dots, one positioned near each corner of the panel. A label beneath it reads “Flashing Caution.”<br /> <br /> The second display shows two alternating diamond patterns, each diamond composed of eight yellow dots, displayed on opposite sides of the panel. A label beneath this display reads “Alternating Diamond Caution.”<br /> <br /> Below the operating modes, a table lists arrow board types and associated specifications:<br /> <br /> • Type B arrow boards have a minimum size of 60 × 30 inches, a minimum legibility distance of 3/4 mile, a minimum of 13 elements, and are designated as Truck Mounted.<br /> • Type C arrow boards have a minimum size of 96 × 48 inches, a minimum legibility distance of 1 mile, a minimum of 15 elements, and are designated as Trailer Mounted.<br /> • Type D arrow boards have no minimum size requirement, a minimum legibility distance of 1/2 mile, and a minimum of 12 elements, and are designated for Emergency Vehicle use.<br /> <br /> A footnote states that the length of the arrow equals 48 inches and the width of the arrowhead equals 24 inches.&quot;<br /> |'''Figure 616.12.6''' Advance Warning Arrow Board Specifications]]<br /> <br /> <br /> '''Standard. '''Type B and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.<br /> <br /> All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.<br /> <br /> '''Guidance. '''The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 feet, except on vehicle-mounted arrow boards, which should be as high as practicable.<br /> <br /> A vehicle-mounted arrow board should be provided with remote controls.<br /> <br /> '''Standard. '''Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.<br /> <br /> '''Guidance. '''Full brilliance should be used for daytime operation of arrow boards.<br /> <br /> '''Standard. '''The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.<br /> <br /> '''Guidance. '''If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.<br /> <br /> '''Standard. '''The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.<br /> <br /> An arrow board shall have the following three mode selections:<br /> <br /> :A. A Flashing Arrow, Sequential Arrow, or Sequential Chevron mode;<br /> :B. A flashing Double Arrow mode; and<br /> :C. A flashing Caution or Alternating Diamond Caution mode.<br /> <br /> An arrow board in the arrow or chevron mode shall be used only for stationary or moving lane closures on multi-lane roadways.<br /> <br /> For shoulder work, for blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the caution mode.<br /> <br /> '''Guidance. '''For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.<br /> <br /> Where the shoulder is narrow, the arrow board should be located in the closed lane.<br /> <br /> '''Standard. '''When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.<br /> <br /> '''Guidance. '''When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper (see [[616.16 Typical Applications (MUTCD Chapter 6P)|TA-37]]). When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.<br /> <br /> For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.<br /> <br /> '''Standard. '''A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating, or strobe lights.<br /> <br /> Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.<br /> <br /> '''Option. '''A portable changeable message sign may be used to simulate an arrow board display.<br /> <br /> =={{SpanID|616.12.7}}616.12.7 Flashing Beacons and Warning Lights (MUTCD Section 6L.07) ==<br /> <br /> '''Option. '''Flashing beacons (see [[902.18 Flashing Beacons (MUTCD Chapter 4S)|EPG 902.18]]) and/or warning lights may be used to supplement certain retroreflectorized signs and channelizing devices as described in this article. <br /> <br /> '''Support. '''Type A and Type B warning lights are portable, powered, yellow, lens-directed, enclosed lights.<br /> <br /> '''Standard. '''Warning lights shall comply with the provisions in Chapter 13 of the publication entitled, “Equipment and Materials Standards of the Institute of Transportation Engineers,” 1998, Institute of Transportation Engineers.<br /> <br /> When warning lights are used, they shall be mounted on signs or channelizing devices in a manner that, if hit by an errant vehicle, they will not be likely to penetrate the windshield.<br /> <br /> '''Guidance. '''The maximum spacing for warning lights should be identical to the channelizing device spacing requirements.<br /> <br /> '''Standard. '''Except for the sequential flashing warning lights that are described in the following paragraph, flashing warning lights shall not be used for delineation, as a series of flashers fails to identify the desired vehicle path.<br /> <br /> If a series of sequential flashing warning lights is used on channelizing devices that form a merging taper, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute. <br /> <br /> '''Guidance. '''Sequential flashing warning lights should be used for merging tapers on interstate highways during nighttime operations.<br /> <br /> '''Option. '''Sequential flashing warning lights may be used for merging tapers on other multi-lane highways as determined by the district.<br /> <br /> '''Standard. '''Type A Low-Intensity Flashing warning lights for sequential flashing shall be maintained so as to be capable of being visible on a clear night from a distance of 3,000 feet. Type B High-Intensity Flashing warning lights for AFADs shall be maintained so as to be capable of being visible on a sunny day when viewed without the sun directly on or behind the device from a distance of 1,000 feet. <br /> <br /> Warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.<br /> <br /> {{SpanID|fig616.12.7}}<br /> [[File:Sequential Flashing Warning Light.png|thumb|center|850px|alt=|'''Figure 616.12.7''' Sequential Flashing Warning Light]]<br /> <br /> =={{SpanID|616.12.8}}616.12.8 High-Level Warning Devices (Flag Trees) (MUTCD Section 6L.08)==<br /> <br /> '''Support. '''MoDOT does not use the High-Level Warning Devices.</div>

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TaracksA https://epgtest.modot.org/index.php?title=903.5_Guide_Signs_-_Freeways_and_Expressways_(MUTCD_Chapter_2E)&diff=60820 2025-11-25T20:01:23Z

<p>TaracksA: /* {{SpanID|903.5.58}}903.5.58 Lane Reduction */</p> <hr /> <div>[[Category:903 Highway Signing (MUTCD Part 2)|903.05]]<br /> {|align=&quot;right&quot;<br /> |__TOC__<br /> |}<br /> =={{SpanID|903.5.1}}903.5.1 Scope of Freeway and Expressway Guide Sign Standards (MUTCD Section 2E.01)==<br /> <br /> '''Support. '''The provisions of EPG 903.5 provide a uniform and effective system of signing for high-volume, high-speed motor vehicle traffic on freeways and expressways. The requirements and specifications for expressway signing exceed those for conventional roads (see [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4|EPG 903.4]]), but are less than those for freeway signing. Since there are many geometric design variables to be found in existing roads, a signing concept commensurate with prevailing conditions is the primary consideration. [[911 General (MUTCD Part 1)#911.3.2|EPG 911 (MUTCD Section 1C.02)]] includes definitions of freeway and expressway.<br /> <br /> Guide signs for freeways and expressways are primarily identified by the name of the sign rather than by an assigned sign designation. Guidelines for the design of guide signs for freeways and expressways are provided in the FHWA’s “Standard Highway Signs” publication (see [[911 General (MUTCD Part 1)#911.1.5|EPG 911 (MUTCD Section 1A.05)]]).<br /> <br /> '''Standard. '''The provisions of EPG 903.5 shall apply to any highway that meets the definition of freeway or expressway facilities.<br /> <br /> =={{SpanID|903.5.2}}903.5.2 Freeway and Expressway Signing Principles (MUTCD Section 2E.02)==<br /> <br /> '''Support. '''The development of a signing system for freeways and expressways is approached on the premise that the signing is primarily for the benefit and direction of road users who are unfamiliar with the route or area. The signing furnishes road users with clear instructions for orderly progress to their destinations. Sign installations are an integral part of the facility and, as such, are best planned concurrently with the development of highway location and geometric design. For optimal results, plans for signing are analyzed during the earliest stages of preliminary design, and details are correlated as final design is developed. The excessive signing found on many major highways usually is the result of using a multitude of signs that are too small and that are poorly designed and placed to accomplish the intended purpose.<br /> <br /> Freeway and expressway signing is to be considered and developed as a planned system of installations. An engineering study is sometimes necessary for proper solution of the problems of many individual locations, but, in addition, consideration of an entire route is necessary.<br /> <br /> '''Guidance. '''Road users should be guided with consistent signing on the approaches to interchanges, when they drive from one State to another, and when driving through rural or urban areas. Because geographical, geometric, and operating factors regularly create significant differences between urban and rural conditions, the signing should take these conditions into account.<br /> <br /> Guide signs on freeways and expressways should serve distinct functions as follows:<br /> :A. Give directions to destinations, or to streets or highway routes, at intersections or interchanges;<br /> :B. Furnish advance notice of the approach to intersections or interchanges;<br /> :C. Direct road users into appropriate lanes in advance of diverging or merging movements;<br /> :D. Identify routes and directions on those routes;<br /> :E. Show distances to destinations;<br /> :F. Indicate access to general motorist services, rest, scenic, and recreational areas; and<br /> :G. Provide other information of navigational value to the road user.<br /> <br /> =={{SpanID|903.5.3}}903.5.3 Guide Sign Classification (MUTCD Section 2E.03)==<br /> <br /> '''Support. '''Freeway and expressway guide signs are classified and addressed as follows:<br /> :A. Interchange signs (see [[#903.5.21|EPG 903.5.21]] through [[#903.5.23|903.5.23]] and [[#903.5.25|EPG 903.5.25]] through [[#903.5.42|903.5.42]]);<br /> :B. Interchange Sequence signs (see [[#903.5.24|EPG 903.5.24]]);<br /> :C. Post-Interchange signs (see EPG [[#903.5.45|903.5.45]] and [[#903.5.46|903.5.46]]);<br /> :D. Community Interchanges Identification signs (see [[#903.5.50|EPG 903.5.50]]);<br /> :E. Next Exits signs (see [[#903.5.51|EPG 903.5.51]]);<br /> :F. Weigh Station signs (see [[#903.5.52|EPG 903.5.52]]);<br /> :G. Route signs and Trailblazer Assemblies (see [[#903.5.53|EPG 903.5.53]]);<br /> :H. General Information signs (see [[903.8 General Information Signs (MUTCD Chapter 2H) #903.8|EPG 903.8]]);<br /> :I. Emergency Reference Markers (see [[903.8 General Information Signs (MUTCD Chapter 2H) #903.8.11|EPG 903.8.11]]);<br /> :J. General Service signs (see [[903.9 General Service Signs (MUTCD Chapter 2I) #903.9|EPG 903.9]]);<br /> :K. Rest and Scenic Area signs (see [[903.9 General Service Signs (MUTCD Chapter 2I) #903.9.3|EPG 903.9.3]]);<br /> :L. Tourist Information and Welcome Center signs (see [[903.9 General Service Signs (MUTCD Chapter 2I) #903.9.4|EPG 903.9.4]]);<br /> :M. Carpool and Ridesharing signs (see [[903.9 General Service Signs (MUTCD Chapter 2I) #903.9.6|EPG 903.9.6]]);<br /> :N. Specific Service signs (see [[903.10 Specific Service Signs (MUTCD Chapter 2J) #903.10|EPG 903.10]]); and<br /> :O. Recreational and Cultural Interest Area signs (see [[903.13 Recreational, Historic Site, and Cultural Interest Area Signs (MUTCD Chapter 2M) #903.13|EPG 903.13]]).<br /> <br /> =={{SpanID|903.5.4}}903.5.4 Characteristics of Urban Signing (MUTCD Section 2E.04)==<br /> <br /> '''Support. '''Urban conditions are characterized not so much by city limits or other arbitrary boundaries as by the following features:<br /> :A. Mainline roadways with more than two lanes in each direction;<br /> :B. High traffic volumes on the through roadways;<br /> :C. High volumes of traffic entering and leaving interchanges;<br /> :D. Interchanges that are closely spaced;<br /> :E. Roadway and interchange lighting;<br /> :F. Three or more interchanges serving the major city;<br /> :G. A loop, circumferential, or spur route serving a sizable portion of the urban population; and<br /> :H. Visual clutter from roadside development.<br /> <br /> Operating conditions and road geometrics on urban freeways and expressways usually make special sign treatments desirable, including:<br /> :A. Use of Interchange Sequence signs (see [[#903.5.24|EPG 903.5.24]]);<br /> :B. Use of sign spreading to the maximum extent possible (see [[#903.5.41|EPG 903.5.41]]);<br /> :C. Reduction to a minimum of post-interchange signs (see [[#903.5.45|EPG 903.5.45]]);<br /> :D. Display of advance signs at distances closer to the interchange, with appropriate adjustments in the legend (see [[#903.5.23|EPG 903.5.23]]);<br /> :E. Use of overhead signs on roadway structures and independent sign supports (see [[#903.5.19|EPG 903.5.19]]);<br /> :F. Use of Overhead Arrow-per-Lane guide signs in advance of interchanges with option lanes (see [[#903.5.39|EPG 903.5.39]]); and<br /> :G. Frequent use of street names as the principal message in guide signs.<br /> <br /> Lower speeds, which are often characteristic of urban operations, do not justify lower signing standards. Typical traffic patterns are more complex for the road user to negotiate, and large, easy-to-read legends are, therefore, just as necessary as on rural highways.<br /> <br /> =={{SpanID|903.5.5}}903.5.5 Characteristics of Rural Signing (MUTCD Section 2E.05)==<br /> <br /> '''Support. '''Rural areas ordinarily have greater distances between interchanges, which permits adequate spacing for the sequences of signs on the approach to and departure from each interchange. However, the absence of traffic in adjoining lanes and on entering or exiting ramps often adds monotony or inattention to rural driving. This increases the importance of signs that call for decisions or actions.<br /> <br /> '''Guidance. '''Where there are long distances between interchanges and the alignment is relatively unchanging, signs should be positioned for their best effect on road users. The tendency to group all signing in the immediate vicinity of rural interchanges should be avoided by considering the entire route in the development of signing plans. Extra effort should be given to the placement of signs at natural target locations to command the attention of the road user, particularly when the message requires an action by the road user.<br /> <br /> =={{SpanID|903.5.6}}903.5.6 Designation of Destinations (MUTCD Section 2E.07)==<br /> <br /> '''Standard. '''The direction of a freeway and the major destinations or control cities along it shall be clearly identified through the use of appropriate destination legends (see [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.31|EPG 903.4.31]]). Successive freeway guide signs shall provide continuity in destination names and consistency with available map information. At any decision point, a given destination shall be indicated by way of only one route.<br /> <br /> '''Guidance. '''Control city legends should be used in the following situations along a freeway:<br /> :A. At interchanges between freeways;<br /> :B. At separation points of overlapping freeway routes;<br /> :C. On directional signs on intersecting routes, to guide traffic entering the freeway;<br /> :D. On Pull-Through signs; and<br /> :E. On the bottom line of post-interchange distance signs.<br /> <br /> In a limited number of locations, the use of the name of a neighboring state or adjacent county might be more relevant than the control city. These identifiers should be used sparingly and only if such a designation is in the best interest of the motorists in that region.<br /> <br /> '''Support. '''Continuity of destination names is also useful on expressways serving long-distance or intrastate travel.<br /> <br /> The determination of major destinations or control cities is important to the quality of service provided by the freeway. Control cities on freeway guide signs are selected by the States and are contained in the “Guidelines for the Selection of Supplemental Guide Signs for Traffic Generators Adjacent to Freeways, 5th Edition/Guide Signs, Part II: Guidelines for Airport Guide Signing/Guide Signs, Part III: List of Control Cities for Use in Guide Signs on Interstate Highways,” published by and available from the American Association of State and Highway Transportation Officials. Central Office Highway Safety and Traffic Division selects and maintains control cities for each route to maintain consistency in signing across the state, see [[#tab903.5.7|Table 903.5.7]].<br /> <br /> {{SpanID|tab903.5.7}}<br /> {| class=&quot;wikitable&quot; <br /> |-<br /> |+ '''Table 903.5.7''' Interstate Sign Control Cities<br /> |- style=&quot;font-weight:bold; text-align:center;&quot;<br /> ! Interstate<br /> ! Cities<br /> |- style=&quot;vertical-align:middle;&quot;<br /> | 29<br /> | Kansas City, St. Joseph, Council Bluffs, Sioux City, Fargo, Grand Forks, Winnipeg<br /> |- style=&quot;vertical-align:middle;&quot;<br /> | 35 NB<br /> | Laredo, San Antonio, Austin, Waco, Dallas–Fort Worth, Oklahoma City, Wichita, Kansas City, Ames, Mason City, Albert Lea, St. Paul–Minneapolis, Duluth<br /> |- style=&quot;vertical-align:middle;&quot;<br /> | 35 SB<br /> | Duluth, St. Paul–Minneapolis, Albert Lea, Mason City, Ames, Des Moines, Kansas City, Oklahoma City, Dallas–Fort Worth, Waco, Austin, San Antonio, Laredo<br /> |- style=&quot;vertical-align:middle;&quot;<br /> | 44<br /> | Wichita Falls, Lawton, Oklahoma City, Tulsa, Joplin, Springfield, Rolla, St. Louis<br /> |- style=&quot;vertical-align:middle;&quot;<br /> | 49<br /> | Joplin, Kansas City<br /> |- style=&quot;vertical-align:middle;&quot;<br /> | 55<br /> | New Orleans, Hammond, McComb, Jackson, Grenada, Memphis, Blytheville, Sikeston, Cape Girardeau, St. Louis, Chicago<br /> |- style=&quot;vertical-align:middle;&quot;<br /> | 57 NB<br /> | Sikeston, Charleston, Cairo, Chicago<br /> |- style=&quot;vertical-align:middle;&quot;<br /> | 57 SB<br /> | Chicago, Cairo, Charleston, Sikeston, Memphis<br /> |- style=&quot;vertical-align:middle;&quot;<br /> | 64 EB<br /> | St. Louis, Louisville, Lexington, Ashland, Huntington, Charleston, Beckley, Lewisburg, Lexington, Staunton, Richmond, Norfolk, Chesapeake<br /> |- style=&quot;vertical-align:middle;&quot;<br /> | 64 WB<br /> | Richmond, Staunton, Lexington, Lewisburg, Beckley, Charleston, Huntington, Ashland, Lexington, Louisville, St. Louis, Wentzville<br /> |- style=&quot;vertical-align:middle;&quot;<br /> | 70 EB<br /> | I-15, Grand Junction, Denver, Limon, Hays, Salina, Topeka, Kansas City, Columbia, Wentzville, St. Louis, Indianapolis, Columbus, Wheeling, Washington (PA), New Stanton, Breezewood, Hancock, Hagerstown, Washington D.C., Baltimore<br /> |- style=&quot;vertical-align:middle;&quot;<br /> | 70 WB<br /> | Baltimore, Washington D.C., Frederick, Hagerstown, Breezewood, Wheeling, Columbus, Indianapolis, St. Louis, Wentzville, Columbia, Kansas City, Topeka, Salina, Hays, Limon, Denver, Grand Junction, I-15<br /> |}<br /> <br /> =={{SpanID|903.5.7}}903.5.7 General (MUTCD Section 2E.08)==<br /> <br /> '''Support. '''Effective signs are legible to road users approaching them, and are readable and comprehensible in the viewing time provided to permit proper responses. Desired design characteristics include: (a) long visibility distances; (b) large lettering, symbols, and arrows; and (c) short legends.<br /> <br /> =={{SpanID|903.5.8}}903.5.8 Color of Guide Signs (MUTCD Section 2E.09)==<br /> <br /> '''Standard. '''Guide signs on freeways and expressways, except as otherwise provided in the EPG, shall have white letters, symbols, arrows, and borders on a green background.<br /> <br /> In the case of “EXIT ONLY” sign panels or other legends that require extra emphasis, the legend shall be black on fluorescent-yellow background.<br /> <br /> '''Support. '''Color requirements for route signs and trailblazers; for signs with blank-out or changeable messages; for signs for services, rest areas, park and recreational areas; and for certain miscellaneous signs are provided in the individual Sections dealing with the particular sign or sign group.<br /> <br /> =={{SpanID|903.5.9}}903.5.9 Retroreflection or Illumination (MUTCD Section 2E.10)==<br /> <br /> '''Standard. '''Letters, numerals, symbols, arrows, and borders of all guide signs shall be retroreflective. The background of all guide signs that are not independently illuminated shall be retroreflective.<br /> <br /> '''Support. '''Where there is no serious interference from extraneous light sources, retroreflective post-mounted signs usually provide adequate nighttime visibility.<br /> <br /> On freeways and expressways where much driving at night is done with low-beam headlights, the amount of headlight illumination incident to an overhead sign display is relatively small.<br /> <br /> '''Option. '''Overhead sign lighting may be installed based on engineering judgement.<br /> <br /> '''Guidance. '''Overhead sign lighting should be limited to signs located in tunnels or under structures.<br /> <br /> =={{SpanID|903.5.10}}903.5.10 Interchange Classification (MUTCD Section 2E.11)==<br /> <br /> '''Support. '''For signing purposes, MoDOT does not classify interchanges as major, intermediate, or minor with regard to signage.<br /> <br /> =={{SpanID|903.5.11}}903.5.11 Size of Signs and Letters (MUTCD Section 2E.12)==<br /> <br /> '''Standard. '''Except as provided in [[903.1 General (MUTCD Chapter 2A) #903.1.7|EPG 903.1.7]], the sizes of freeway and expressway guide signs that have standardized designs shall be as shown in [[#tab903.5.11.1|Table 903.5.11.1]].<br /> <br /> '''Support. '''[[903.1 General (MUTCD Chapter 2A) #903.1.7|EPG 903.1.7]] contains information regarding the applicability of the various columns in [[#tab903.5.11.1|Table 903.5.11.1]].<br /> <br /> '''Option. '''Signs larger than those shown in [[#tab903.5.11.1|Table 903.5.11.1]] may be used (see [[903.1 General (MUTCD Chapter 2A) #903.1.7|EPG 903.1.7]]).<br /> <br /> '''Standard. '''The nominal loop height of the lower-case letters shall be ¾ of the height of the initial upper-case letter (see the second Standard paragraph of [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.5|EPG 903.4.5]] for additional information on the specification of letter heights). Other word legends such as cardinal directions, action messages, and special characters shall be composed of all upper-case letters with a minimum letter height of 8 inches. Interline and edge spacing shall be as provided in [[#903.5.12|EPG 903.5.12]].<br /> <br /> For all freeway and expressway signs that do not have a standardized design, the message dimensions shall be determined first, and the outside sign dimensions secondarily. Minimum numeral and letter sizes for expressway guide signs shall be as shown in [[#tab903.5.11.2|Table 903.5.11.2]]. Minimum numeral and letter sizes for freeway guide signs shall be as shown in [[#tab903.5.11.3|Table 903.5.11.3]].<br /> <br /> All names of places, streets, and highways on freeway and expressway guide signs shall be composed of lower-case letters with initial upper-case letters. The letters and the numerals used shall be FHWA Standard Alphabet Series E (modified) as provided in the FHWA’s “Standard Highway Signs” publication (see [[911 General (MUTCD Part 1)#911.1.5|EPG 911 (Section 1A.05)]]). <br /> <br /> Lettering size on freeway and expressway signs shall be the same for both rural and urban conditions.<br /> <br /> '''Support. '''Sign size is determined primarily in terms of the length of the message and the size of the lettering necessary for proper legibility. Letter style and height, and arrow design have been standardized for freeway and expressway signs to assure uniform and effective application.<br /> <br /> Designs for upper-case and lower-case FHWA Standard Alphabets, together with tables of recommended letter spacing, are shown in the FHWA’s “Standard Highway Signs” publication (see [[911 General (MUTCD Part 1)#911.1.5|EPG 911 (MUTCD Section 1A.05)]]).<br /> <br /> {{SpanID|tab903.5.11.1}}<br /> &lt;center&gt;<br /> {| class=&quot;wikitable&quot; style=&quot;text-align:center;&quot;<br /> |-<br /> |+ '''Table 903.5.11.1''' Freeway or Expressway Guide Sign and Plaque Sizes<br /> |-<br /> ! rowspan=&quot;2&quot; | Sign or Plaque<br /> ! rowspan=&quot;2&quot; | Sign Designation<br /> ! rowspan=&quot;2&quot; | EPG Article<br /> ! colspan=&quot;3&quot; | Conventional Road<br /> ! Freeway/Expressway<br /> |-<br /> ! Standard<br /> ! Oversized<br /> ! Special<br /> ! (in. x in.)<br /> |-<br /> | style=&quot;text-align:left;&quot; | Interchange Advance Guide (1 destination)<br /> | E1-1<br /> | [[#903.5.23|903.5.23]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Interchange Advance Guide (2 destinations)<br /> | E1-2<br /> | [[#903.5.23|903.5.23]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Interchange Advance Guide (3 destinations)<br /> | E1-3<br /> | [[#903.5.23|903.5.23]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |- style=&quot;text-align:left;&quot;<br /> | colspan=&quot;7&quot; | Exit Number (plaque)<br /> |-<br /> | style=&quot;text-align:left;&quot; | 1-, 2-Digit Exit Number<br /> | E1-5P<br /> | [[#903.5.23|903.5.23]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 30<br /> |-<br /> | style=&quot;text-align:left;&quot; | 3-Digit Exit Number<br /> | E1-5aP<br /> | [[#903.5.23|903.5.23]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 30<br /> |-<br /> | style=&quot;text-align:left;&quot; | 1-, 2-Digit Exit Number (with single-letter suffix)<br /> | E1-5bP<br /> | [[#903.5.23|903.5.23]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 30<br /> |-<br /> | style=&quot;text-align:left;&quot; | 3-Digit Exit Number (with single-letter suffix)<br /> | E1-5cP<br /> | [[#903.5.23|903.5.23]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 30<br /> |-<br /> | style=&quot;text-align:left;&quot; | 1-, 2-Digit Exit Number (with dual-letter suffix)<br /> | E1-5dP<br /> | [[#903.5.23|903.5.23]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 30<br /> |-<br /> | style=&quot;text-align:left;&quot; | 3-Digit Exit Number (with dual-letter suffix)<br /> | E1-5eP<br /> | [[#903.5.23|903.5.23]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 30<br /> |- style=&quot;text-align:left;&quot;<br /> | colspan=&quot;7&quot; | Left Exit Number (plaque)<br /> |-<br /> | style=&quot;text-align:left;&quot; | 1-, 2-Digit Exit Number<br /> | E1-5fP<br /> | [[#903.5.23|903.5.23]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 30<br /> |-<br /> | style=&quot;text-align:left;&quot; | 3-Digit Exit Number<br /> | E1-5gP<br /> | [[#903.5.23|903.5.23]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 30<br /> |-<br /> | style=&quot;text-align:left;&quot; | 1-, 2-Digit Exit Number (with single-letter suffix)<br /> | E1-5hP<br /> | [[#903.5.23|903.5.23]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 30<br /> |-<br /> | style=&quot;text-align:left;&quot; | 3-Digit Exit Number (with single-letter suffix)<br /> | E1-5iP<br /> | [[#903.5.23|903.5.23]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 30<br /> |-<br /> | style=&quot;text-align:left;&quot; | 1-, 2-Digit Exit Number (with dual-letter suffix)<br /> | E1-5jP<br /> | [[#903.5.23|903.5.23]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 30<br /> |-<br /> | style=&quot;text-align:left;&quot; | 3-Digit Exit Number (with dual-letter suffix)<br /> | E1-5kP<br /> | [[#903.5.23|903.5.23]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 30<br /> |-<br /> | style=&quot;text-align:left;&quot; | Left (plaque)<br /> | E1-5mP<br /> | [[#903.5.23|903.5.23]]<br /> | -<br /> | -<br /> | -<br /> | 72 X 30<br /> |-<br /> | style=&quot;text-align:left;&quot; | Next Exit (plaque)<br /> | E2-1P, E2-1aP<br /> | [[#903.5.44|903.5.44]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 36<br /> |-<br /> | style=&quot;text-align:left;&quot; | Supplemental<br /> | E3-1, E3-2<br /> | [[#903.5.49|903.5.49]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Exit Gore<br /> | E5-1<br /> | [[#903.5.26|903.5.26]]<br /> | -<br /> | -<br /> | -<br /> | 72 X 60<br /> |-<br /> | style=&quot;text-align:left;&quot; | Exit Gore (with exit number)<br /> | E5-1a<br /> | [[#903.5.26|903.5.26]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 72<br /> |-<br /> | style=&quot;text-align:left;&quot; | 1-, 2-Digit Exit Number<br /> | E5-1a<br /> | [[#903.5.26|903.5.26]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 72<br /> |-<br /> | style=&quot;text-align:left;&quot; | 3-Digit Exit Number<br /> | E5-1a<br /> | [[#903.5.26|903.5.26]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | 3-Digit Exit Number (with single-letter suffix)<br /> | E5-1a<br /> | [[#903.5.26|903.5.26]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | 3-Digit Exit Number (with dual-letter suffix)<br /> | E5-1a<br /> | [[#903.5.26|903.5.26]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Pull-Through<br /> | E6-1 - E6-2a<br /> | [[#903.5.27|903.5.27]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Pull-Through (Destination)<br /> | E6-1a<br /> | [[#903.5.27|903.5.27]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Pull Through (Down Arrows)<br /> | E6-2<br /> | [[#903.5.27|903.5.27]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Pull Through (Destination, Down Arrows)<br /> | E6-2a<br /> | [[#903.5.27|903.5.27]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Post-Interchange Distance (1 line)<br /> | E7-1<br /> | [[#903.5.46|903.5.46]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 24<br /> |-<br /> | style=&quot;text-align:left;&quot; | Post-Interchange Distance (2 line)<br /> | E7-2<br /> | [[#903.5.46|903.5.46]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 48<br /> |-<br /> | style=&quot;text-align:left;&quot; | Post-Interchange Distance (3 line)<br /> | E7-3<br /> | [[#903.5.46|903.5.46]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 60<br /> |-<br /> | style=&quot;text-align:left;&quot; | Interchange Sequence<br /> | E9-1, E9-2<br /> | [[#903.5.24|903.5.24]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Next Exits<br /> | E9-3, E9-3a<br /> | [[#903.5.51|903.5.51]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Community Interchanges<br /> | E9-4, E9-5<br /> | [[#903.5.50|903.5.50]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Exit Only (with arrow)<br /> | E11-1, 1d<br /> | [[#903.5.28|903.5.28]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Exit<br /> | E11-1a<br /> | [[#903.5.28|903.5.28]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Only<br /> | E11-1b<br /> | [[#903.5.28|903.5.28]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Exit Only<br /> | E11-1c<br /> | [[#903.5.28|903.5.28]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Exit Only (with two arrows)<br /> | E11-1e, 1f<br /> | [[#903.5.28|903.5.28]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Exit Direction Advisory Speed (panel)<br /> | E13-2<br /> | [[#903.5.25|903.5.25]]<br /> | <br /> | <br /> | <br /> | 162 X 64<br /> |-<br /> | style=&quot;text-align:left;&quot; | Interstate Route (1, 2 digits)<br /> | M1-1<br /> | [[#903.5.53|903.5.53]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 24<br /> |-<br /> | style=&quot;text-align:left;&quot; | Interstate Route (3 digits)<br /> | M1-1<br /> | [[#903.5.53|903.5.53]]<br /> | -<br /> | -<br /> | -<br /> | 30 X 24<br /> |-<br /> | style=&quot;text-align:left;&quot; | Interstate Loop (1, 2 digits)<br /> | M1-2<br /> | [[#903.5.53|903.5.53]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 24<br /> |-<br /> | style=&quot;text-align:left;&quot; | Interstate Loop (3 digits)<br /> | M1-2<br /> | [[#903.5.53|903.5.53]]<br /> | -<br /> | -<br /> | -<br /> | 30 X 24<br /> |-<br /> | style=&quot;text-align:left;&quot; | U.S. Route (1, 2 digits)<br /> | M1-4<br /> | [[#903.5.53|903.5.53]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 24<br /> |-<br /> | style=&quot;text-align:left;&quot; | U.S. Route (3 digits)<br /> | M1-4<br /> | [[#903.5.53|903.5.53]]<br /> | -<br /> | -<br /> | -<br /> | 30 X 24<br /> |-<br /> | style=&quot;text-align:left;&quot; | State Route (1 or 2 digits)<br /> | M1-5<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.11|903.4.11]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 24<br /> |-<br /> | style=&quot;text-align:left;&quot; | State Route (3 digits)<br /> | M1-5<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.11|903.4.11]]<br /> | -<br /> | -<br /> | -<br /> | 30 X 24<br /> |-<br /> | style=&quot;text-align:left;&quot; | State Route (Letter)<br /> | M1-5a<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.11|903.4.11]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 24<br /> |-<br /> | style=&quot;text-align:left;&quot; | Junction (plaque)<br /> | M2-1P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.13|903.4.13]]<br /> | -<br /> | -<br /> | -<br /> | 21 X 15<br /> |-<br /> | style=&quot;text-align:left;&quot; | North (plaque)<br /> | M3-1P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.14|903.4.14]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 12<br /> |-<br /> | style=&quot;text-align:left;&quot; | East (plaque)<br /> | M3-2P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.14|903.4.14]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 12<br /> |-<br /> | style=&quot;text-align:left;&quot; | South (plaque)<br /> | M3-3P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.14|903.4.14]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 12<br /> |-<br /> | style=&quot;text-align:left;&quot; | West (plaque)<br /> | M3-4P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.14|903.4.14]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 12<br /> |-<br /> | style=&quot;text-align:left;&quot; | Alternate (plaque)<br /> | M4-1P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.16|903.4.16]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 12<br /> |-<br /> | style=&quot;text-align:left;&quot; | Spur (plaque)<br /> | M4-1bP<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.17|903.4.17]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 12<br /> |-<br /> | style=&quot;text-align:left;&quot; | Business (plaque)<br /> | M4-3P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.18|903.4.18]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 12<br /> |-<br /> | style=&quot;text-align:left;&quot; | To (plaque)<br /> | M4-5P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.19|903.4.19]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 12<br /> |-<br /> | style=&quot;text-align:left;&quot; | Advance Turn Arrow (90° Left/Right)<br /> | M5-1P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.22|903.4.22]]<br /> | -<br /> | -<br /> | -<br /> | 21 X 15<br /> |-<br /> | style=&quot;text-align:left;&quot; | Advance Turn Arrow (45° Left/Right)<br /> | M5-2P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.22|903.4.22]]<br /> | -<br /> | -<br /> | -<br /> | 21 X 15<br /> |-<br /> | style=&quot;text-align:left;&quot; | Advance Turn Arrow (Curved Stem)<br /> | M5-3P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.22|903.4.22]]<br /> | -<br /> | -<br /> | -<br /> | 21 X 15<br /> |-<br /> | style=&quot;text-align:left;&quot; | Lane Designation (Left)<br /> | M5-4P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.23|903.4.23]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 18<br /> |-<br /> | style=&quot;text-align:left;&quot; | Lane Designation (Center)<br /> | M5-5P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.23|903.4.23]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 18<br /> |-<br /> | style=&quot;text-align:left;&quot; | Lane Designation (Right)<br /> | M5-6P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.23|903.4.23]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 18<br /> |-<br /> | style=&quot;text-align:left;&quot; | Directional Arrow (Left/Right)<br /> | M6-1P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.24|903.4.24]]<br /> | -<br /> | -<br /> | -<br /> | 21 X 15<br /> |-<br /> | style=&quot;text-align:left;&quot; | Directional Arrow (45° Left/Right)<br /> | M6-2P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.24|903.4.24]]<br /> | -<br /> | -<br /> | -<br /> | 21 X 15<br /> |-<br /> | style=&quot;text-align:left;&quot; | Directional Arrow (Straight)<br /> | M6-3P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.24|903.4.24]]<br /> | -<br /> | -<br /> | -<br /> | 21 X 15<br /> |-<br /> | style=&quot;text-align:left;&quot; | Directional Arrow (Two-Way)<br /> | M6-4P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.24|903.4.24]]<br /> | -<br /> | -<br /> | -<br /> | 21 X 15<br /> |-<br /> | style=&quot;text-align:left;&quot; | Directional Arrow (Two-Way 45° Left/Right)<br /> | M6-5P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.24|903.4.24]]<br /> | -<br /> | -<br /> | -<br /> | 21 X 15<br /> |-<br /> | style=&quot;text-align:left;&quot; | Directional Arrow (Up &amp; Left/Right)<br /> | M6-6P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.24|903.4.24]]<br /> | -<br /> | -<br /> | -<br /> | 21 X 15<br /> |-<br /> | style=&quot;text-align:left;&quot; | Directional Arrow (Up &amp; 45° Left/Right)<br /> | M6-7P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.24|903.4.24]]<br /> | -<br /> | -<br /> | -<br /> | 21 X 15<br /> |-<br /> | style=&quot;text-align:left;&quot; | Destination (1 line)<br /> | D1-1<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.32|903.4.32]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Destination (2 lines)<br /> | D1-2<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.32|903.4.32]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Destination (3 lines)<br /> | D1-3<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.32|903.4.32]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Destination and Distance (1 line)<br /> | D1-1a<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.32|903.4.32]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Destination and Distance (2 lines)<br /> | D1-2a<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.32|903.4.32]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Destination and Distance (3 lines)<br /> | D1-3a<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.32|903.4.32]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Circular Intersection Destination (1 line)<br /> | D1-1d<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.35|903.4.35]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Circular Intersection Departure Guide<br /> | D1-1e<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.35|903.4.35]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Circular Intersection Destination (2 lines)<br /> | D1-2d<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.35|903.4.35]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Circular Intersection Destination (3 lines)<br /> | D1-3d<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.35|903.4.35]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Distance (1 line)<br /> | D2-1<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.38|903.4.38]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Distance (2 lines)<br /> | D2-2<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.38|903.4.38]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Distance (3 lines)<br /> | D2-3<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.38|903.4.38]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Street Name (1 line)<br /> | D3-1<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.40|903.4.40]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Street Name (2 lines)<br /> | D3-1b<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.40|903.4.40]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Advance Street Name<br /> | D3-2<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.41|903.4.41]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |-<br /> | style=&quot;text-align:left;&quot; | Parking Area<br /> | D4-1<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.42|903.4.42]]<br /> | -<br /> | -<br /> | -<br /> | 30 X 24<br /> |-<br /> | style=&quot;text-align:left;&quot; | Commuter<br /> | D4-1P<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.42|903.4.42]]<br /> | -<br /> | -<br /> | -<br /> | 30 X 6<br /> |-<br /> | style=&quot;text-align:left;&quot; | Commuter Parking<br /> | D4-1a<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.42|903.4.42]]<br /> | -<br /> | -<br /> | -<br /> | 60 X 36<br /> |-<br /> | style=&quot;text-align:left;&quot; | Advance Weigh Station Distance<br /> | D8-1<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.45|903.4.45]]<br /> | -<br /> | -<br /> | -<br /> | 108 X 84<br /> |-<br /> | style=&quot;text-align:left;&quot; | Weigh Station Advance Direction<br /> | D8-2<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.45|903.4.45]]<br /> | -<br /> | -<br /> | -<br /> | 120 X 72<br /> |-<br /> | style=&quot;text-align:left;&quot; | Weigh Station Entrance Direction<br /> | D8-3<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.45|903.4.45]]<br /> | -<br /> | -<br /> | -<br /> | 84 X 72<br /> |-<br /> | style=&quot;text-align:left;&quot; | Combination Lane Use/Destination<br /> | D15-1<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.34|903.4.34]]<br /> | -<br /> | -<br /> | -<br /> | Varies X 96<br /> |-<br /> | style=&quot;text-align:left;&quot; | Advance Passing Lane<br /> | D17-4<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.47|903.4.47]]<br /> | -<br /> | -<br /> | -<br /> | Varies<br /> |}<br /> <br /> <br /> {{SpanID|tab903.5.11.2}}<br /> &lt;center&gt;'''&lt;strong&gt;Table 903.5.11.2&lt;/strong&gt; Minimum Letter and Numeral Sizes for Expressway Guide Signs'''&lt;/center&gt;<br /> &lt;div style=&quot;display:flex; flex-direction:row;flex-wrap:no-wrap;gap:1.3em;align-items:flex-start;align-content:stretch;&quot;&gt;<br /> {| class=&quot;wikitable&quot; style=&quot;text-align:center;display:inline;display:inline-table;max-width:30%;max-width:30%&quot;<br /> |- style=&quot;text-align:center;&quot;<br /> ! Type of Sign<br /> ! Minimum Size<br /> ! Overhead<br /> |-<br /> ! colspan=&quot;3&quot; style=&quot;text-align:left;&quot; | A. Advance Guide, Exit Direction, and Overhead Guide Signs<br /> |-<br /> | colspan=&quot;3&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Exit Number Plaques<br /> |-<br /> | Words<br /> | style=&quot;text-align:center;&quot; | 10<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> | Numerals &amp; Letters<br /> | style=&quot;text-align:center;&quot; | 15<br /> | style=&quot;text-align:center;&quot; | 15<br /> |-<br /> | colspan=&quot;3&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Interstate Route Signs<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 14*<br /> | style=&quot;text-align:center;&quot; | 14*<br /> |-<br /> | 1- or 2-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 36 X 36<br /> | style=&quot;text-align:center;&quot; | 36 X 36<br /> |-<br /> | 3-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 45 X 36<br /> | style=&quot;text-align:center;&quot; | 45 X 36<br /> |-<br /> | colspan=&quot;3&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | U.S. or State Route Signs<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 18<br /> | style=&quot;text-align:center;&quot; | 18<br /> |-<br /> | 1- or 2-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 36 X 36<br /> | style=&quot;text-align:center;&quot; | 36 X 36<br /> |-<br /> | 3-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 45 X 36<br /> | style=&quot;text-align:center;&quot; | 45 X 36<br /> |-<br /> | colspan=&quot;3&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | U.S. or State Route Text Identification (Example: US 56)<br /> |-<br /> | Numerals &amp; Letters<br /> | style=&quot;text-align:center;&quot; | 18<br /> | style=&quot;text-align:center;&quot; | 15<br /> |-<br /> | colspan=&quot;3&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Cardinal Directions<br /> |-<br /> | First Letters<br /> | style=&quot;text-align:center;&quot; | 18<br /> | style=&quot;text-align:center;&quot; | 15<br /> |-<br /> | Rest of Word<br /> | style=&quot;text-align:center;&quot; | 15<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> | colspan=&quot;3&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Auxiliary and Alternative Route Legends (Examples: JCT, TO, ALT, BUSNIESS)<br /> |-<br /> | Words<br /> | style=&quot;text-align:center;&quot; | 15<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> | colspan=&quot;3&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Names of Destinations<br /> |-<br /> | Upper-Case Letters<br /> | style=&quot;text-align:center;&quot; | 20<br /> | style=&quot;text-align:center;&quot; | 16<br /> |-<br /> | Lower-Case Letters<br /> | style=&quot;text-align:center;&quot; | 15<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> | Distance Numbers<br /> | style=&quot;text-align:center;&quot; | 18<br /> | style=&quot;text-align:center;&quot; | 15<br /> |-<br /> | Distance Fraction Numerals<br /> | style=&quot;text-align:center;&quot; | 12<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> | Distance Words<br /> | style=&quot;text-align:center;&quot; | 10<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> ! colspan=&quot;3&quot; style=&quot;text-align:left;&quot; | B. Gore Signs<br /> |-<br /> | Words<br /> | style=&quot;text-align:center;&quot; | 10<br /> | style=&quot;text-align:center;&quot; | -<br /> |-<br /> | Numerals &amp; Letters<br /> | style=&quot;text-align:center;&quot; | 12<br /> | style=&quot;text-align:center;&quot; | -<br /> |-<br /> |}<br /> {| class=&quot;wikitable&quot; style=&quot;text-align:center;display:inline;display:inline-table;max-width:30%&quot;<br /> |- style=&quot;text-align:center;&quot;<br /> ! Type of Sign<br /> ! Minimum Size<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | C. Pull-Through Signs<br /> |-<br /> | Destinations - Upper-Case Letters<br /> | style=&quot;text-align:center;&quot; | 13.33<br /> |-<br /> | Destinations - Lower-Case Letters<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> | colspan=&quot;2&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Route Signs<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 14*<br /> |-<br /> | 1- 2-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 36 X 36<br /> |-<br /> | 3-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 45 X 45<br /> |-<br /> | Cardinal Directions - First Letters<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> | Cardinal Directions - Rest of Word<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | D. Supplemental Guide Signs<br /> |-<br /> | Exit Number - Words<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | Exit Number - Numerals and Letters<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> | Place Names - Upper-Case Letters<br /> | style=&quot;text-align:center;&quot; | 10.67<br /> |-<br /> | Place Names - Lower-Case Letters<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | Action Messages<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | colspan=&quot;2&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Route Signs<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 9*<br /> |-<br /> | 1- 2-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 24 X 24<br /> |-<br /> | 3-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 30 X 24<br /> |-<br /> |}<br /> {| class=&quot;wikitable&quot; style=&quot;text-align:center;display:inline;display:inline-table;max-width:30%&quot;<br /> |- style=&quot;text-align:center;&quot;<br /> ! Type of Sign<br /> ! Minimum Size<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | E. Interchange Sequence or Community Interchanges Identification Signs<br /> |-<br /> | Words - Upper-Case Letters<br /> | style=&quot;text-align:center;&quot; | 10.67<br /> |-<br /> | Words - Lower-Case Letters<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 10.67<br /> |-<br /> | Fraction Numerals<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | colspan=&quot;2&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Route Signs<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 9*<br /> |-<br /> | 1- 2-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 24 X 24<br /> |-<br /> | 3-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 30 X 24<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | F. Next XX Exits Sign<br /> |-<br /> | Place Names - Upper-Case Letters<br /> | style=&quot;text-align:center;&quot; | 10.67<br /> |-<br /> | Place Names - Lower-Case Letters<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | Next XX EXITS - Words<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | NEXT XX EXITS - Number<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | G. Distance Signs<br /> |-<br /> | Words - Upper-Case Letters<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | Words - Lower-Case Letters<br /> | style=&quot;text-align:center;&quot; | 6<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | colspan=&quot;2&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Route Signs<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 6*<br /> |-<br /> | 1- 2-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 18 X 18<br /> |-<br /> | 3-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 22.5 X 18<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | H. General Service Signs (see [[903.9 General Service Signs (MUTCD Chapter 2I) #903.9 |EPG 903.9]])<br /> |-<br /> | Exit Number - Words<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | Exit Number - Numerals and Letters<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> | Services<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | I. Rest Area, Scenic Area, And Roadside Area Signs (see [[903.9 General Service Signs (MUTCD Chapter 2I) #903.9 |EPG 903.9]])<br /> |-<br /> | Words<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> | Distance Numerals<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> | Distance Fraction Numerals<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | Distance Words<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | Action Message Words<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | J. Reference Location Signs (see [[903.8 General Information Signs (MUTCD Chapter 2H) #903.8 | EPG 903.8]])<br /> |-<br /> | Words<br /> | style=&quot;text-align:center;&quot; | 4<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | K. Boundary and Orientation Signs (see [[903.8 General Information Signs (MUTCD Chapter 2H) #903.8 | EPG 903.8]])<br /> |-<br /> | Words - Upper-Case Letters<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | Words - Lower-Case Letters<br /> | style=&quot;text-align:center;&quot; | 6<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | L. Next Exit and Next Services Signs<br /> |-<br /> | Words and Numerals<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | M. Exit Only Signs<br /> |-<br /> | Words<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | N. Overhead Arrow-per-Lane Signs<br /> |-<br /> | colspan=&quot;2&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | See [[#tab903.5.11.3|Table 903.5.11.3]]<br /> |}<br /> &lt;/div&gt;<br /> {| class=&quot;wikitable&quot; style=&quot;width:100%&quot;<br /> | style=&quot;background-color: #ffffff;&quot; | * Minimum size listed for 3-digit shields. Larger numeral sizes used for 1-digit, some 2-digit, and some 3-digit shields. See the Standard Highways Signs publication for more information on Route Sign numeral heights and Standard Alphabet series.<br /> <br /> Note: Sizes are shown in inches and where applicable are shown as width x height<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Guidance. '''Freeway lettering sizes (see [[#tab903.5.11.3|Table 903.5.11.3]]) should be used when expressway geometric design is comparable to freeway standards.<br /> <br /> Other sign letter size requirements not specifically identified elsewhere in the EPG should be guided by these specifications. Abbreviations should be kept to a minimum, except as provided in [[#903.5.15|EPG 903.5.15]].<br /> <br /> '''Support. '''A sign mounted over a particular roadway lane to which it applies might have to be limited in horizontal dimension to the width of the lane, so that another sign can be placed over an adjacent lane. The necessity to maintain proper vertical clearance might also place a further limitation on the size of the overhead sign and the legend that can be accommodated.<br /> <br /> Overhead signs are subject to truss capacity and spacing limitations. Using 20-inch legends increases panel width and can prevent the placement of multiple lane-specific signs within available structure limits. <br /> <br /> &lt;center&gt;<br /> {{SpanID|tab903.5.11.3}}<br /> &lt;center&gt;'''&lt;strong&gt;Table 903.5.11.3&lt;/strong&gt; Minimum Letter and Numeral Sizes for Freeway Guide Signs'''&lt;/center&gt;<br /> &lt;div style=&quot;display:flex; flex-direction:row;flex-wrap:no-wrap;gap:1.3em;align-items:flex-start;align-content:stretch;&quot;&gt;<br /> {| class=&quot;wikitable&quot; style=&quot;text-align:center;display:inline;display:inline-table;max-width:30%&quot;<br /> |- style=&quot;text-align:center;&quot;<br /> ! Type of Sign<br /> ! Minimum Size<br /> ! Overhead*<br /> |-<br /> ! colspan=&quot;3&quot; style=&quot;text-align:left;&quot; | A. Advance Guide, Exit Direction, and Overhead Guide Signs<br /> |-<br /> | colspan=&quot;3&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Exit Number Plaques<br /> |-<br /> | Words<br /> | style=&quot;text-align:center;&quot; | 10<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> | Numerals &amp; Letters<br /> | style=&quot;text-align:center;&quot; | 15<br /> | style=&quot;text-align:center;&quot; | 15<br /> |-<br /> | colspan=&quot;3&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Interstate Route Signs<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 14*<br /> | style=&quot;text-align:center;&quot; | 14*<br /> |-<br /> | 1- or 2-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 36 X 36<br /> | style=&quot;text-align:center;&quot; | 36 X 36<br /> |-<br /> | 3-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 45 X 36<br /> | style=&quot;text-align:center;&quot; | 45 X 36<br /> |-<br /> | colspan=&quot;3&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | U.S. or State Route Signs<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 18<br /> | style=&quot;text-align:center;&quot; | 18<br /> |-<br /> | 1- or 2-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 36 X 36<br /> | style=&quot;text-align:center;&quot; | 36 X 36<br /> |-<br /> | 3-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 45 X 36<br /> | style=&quot;text-align:center;&quot; | 45 X 36<br /> |-<br /> | colspan=&quot;3&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | U.S. or State Route Text Identification (Example: US 56)<br /> |-<br /> | Numerals &amp; Letters<br /> | style=&quot;text-align:center;&quot; | 18<br /> | style=&quot;text-align:center;&quot; | 15<br /> |-<br /> | colspan=&quot;3&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Cardinal Directions<br /> |-<br /> | First Letters<br /> | style=&quot;text-align:center;&quot; | 18<br /> | style=&quot;text-align:center;&quot; | 15<br /> |-<br /> | Rest of Word<br /> | style=&quot;text-align:center;&quot; | 15<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> | colspan=&quot;3&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Auxiliary and Alternative Route Legends (Examples: JCT, TO, ALT, BUSNIESS)<br /> |-<br /> | Words<br /> | style=&quot;text-align:center;&quot; | 15<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> | colspan=&quot;3&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Names of Destinations<br /> |-<br /> | Upper-Case Letters<br /> | style=&quot;text-align:center;&quot; | 20<br /> | style=&quot;text-align:center;&quot; | 16<br /> |-<br /> | Lower-Case Letters<br /> | style=&quot;text-align:center;&quot; | 15<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> | Distance Numbers<br /> | style=&quot;text-align:center;&quot; | 18<br /> | style=&quot;text-align:center;&quot; | 15<br /> |-<br /> | Distance Fraction Numerals<br /> | style=&quot;text-align:center;&quot; | 12<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> | Distance Words<br /> | style=&quot;text-align:center;&quot; | 12<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> | Action Message Words<br /> | style=&quot;text-align:center;&quot; | 12<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> ! colspan=&quot;3&quot; style=&quot;text-align:left;&quot; | B. Gore Signs<br /> |-<br /> | Words<br /> | style=&quot;text-align:center;&quot; | 12<br /> | style=&quot;text-align:center;&quot; | -<br /> |-<br /> | Numerals &amp; Letters<br /> | style=&quot;text-align:center;&quot; | 18<br /> | style=&quot;text-align:center;&quot; | -<br /> |-<br /> |}<br /> {| class=&quot;wikitable&quot; style=&quot;text-align:center;display:inline;display:inline-table;max-width:30%&quot;<br /> |- style=&quot;text-align:center;&quot;<br /> ! Type of Sign<br /> ! Minimum Size<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | C. Pull-Through Signs<br /> |-<br /> | Destinations - Upper-Case Letters<br /> | style=&quot;text-align:center;&quot; | 16<br /> |-<br /> | Destinations - Lower-Case Letters<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> | colspan=&quot;2&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Route Signs<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 14*<br /> |-<br /> | 1- 2-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 36 X 36<br /> |-<br /> | 3-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 45 X 36<br /> |-<br /> | Cardinal Directions - First Letters<br /> | style=&quot;text-align:center;&quot; | 15<br /> |-<br /> | Cardinal Directions - Rest of Word<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | D. Supplemental Guide Signs<br /> |-<br /> | Exit Number - Words<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> | Exit Number - Numerals and Letters<br /> | style=&quot;text-align:center;&quot; | 15<br /> |-<br /> | Place Names - Upper-Case Letters<br /> | style=&quot;text-align:center;&quot; | 13.33<br /> |-<br /> | Place Names - Lower-Case Letters<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> | Action Messages<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | colspan=&quot;2&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Route Signs<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 9*<br /> |-<br /> | 1- 2-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 24 X 24<br /> |-<br /> | 3-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 30 X 24<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | E. Interchange Sequence or Community Interchanges Identification Signs<br /> |-<br /> | Words - Upper-Case Letters<br /> | style=&quot;text-align:center;&quot; | 13.33<br /> |-<br /> | Words - Lower-Case Letters<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 13.33<br /> |-<br /> | Fraction Numerals<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> | colspan=&quot;2&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Route Signs<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 9*<br /> |-<br /> | 1- 2-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 24 X 24<br /> |-<br /> | 3-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 30 X 24<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | F. Next XX Exits Sign<br /> |-<br /> | Place Names - Upper-Case Letters<br /> | style=&quot;text-align:center;&quot; | 13.33<br /> |-<br /> | Place Names - Lower-Case Letters<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> | Next XX EXITS - Words<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> | NEXT XX EXITS - Number<br /> | style=&quot;text-align:center;&quot; | 15<br /> |-<br /> |}<br /> {| class=&quot;wikitable&quot; style=&quot;text-align:center;display:inline;display:inline-table;max-width:30%&quot;<br /> |- style=&quot;text-align:center;&quot;<br /> ! Type of Sign<br /> ! Minimum Size<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | G. Distance Signs<br /> |-<br /> | Words - Upper-Case Letters<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | Words - Lower-Case Letters<br /> | style=&quot;text-align:center;&quot; | 6<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | colspan=&quot;2&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Route Signs<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 6*<br /> |-<br /> | 1- 2-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 18 X 18<br /> |-<br /> | 3-Digit Shields<br /> | style=&quot;text-align:center;&quot; | 22.5 X 18<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | H. General Service Signs (see [[903.9 General Service Signs (MUTCD Chapter 2I) #903.9 | EPG 903.9]])<br /> |-<br /> | Exit Number - Words<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> | Exit Number - Numerals and Letters<br /> | style=&quot;text-align:center;&quot; | 15<br /> |-<br /> | Services<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | I. Rest Area, Scenic Area, And Roadside Area Signs (see [[903.9 General Service Signs (MUTCD Chapter 2I) #903.9 | EPG 903.9]])<br /> |-<br /> | Words<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> | Distance Numerals<br /> | style=&quot;text-align:center;&quot; | 15<br /> |-<br /> | Distance Fraction Numerals<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> | Distance Words<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> | Action Message Words<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | J. Reference Location Signs (see [[903.8 General Information Signs (MUTCD Chapter 2H) #903.8 | EPG 903.8]])<br /> |-<br /> | Words<br /> | style=&quot;text-align:center;&quot; | 4<br /> |-<br /> | Numerals<br /> | style=&quot;text-align:center;&quot; | 10<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | K. Boundary and Orientation Signs (see [[903.8 General Information Signs (MUTCD Chapter 2H) #903.8 | EPG 903.8]])<br /> |-<br /> | Words - Upper-Case Letters<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> | Words - Lower-Case Letters<br /> | style=&quot;text-align:center;&quot; | 6<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | L. Next Exit and Next Services Signs<br /> |-<br /> | Words and Numerals<br /> | style=&quot;text-align:center;&quot; | 8<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | M. Exit Only Signs<br /> |-<br /> | Words<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> ! colspan=&quot;2&quot; style=&quot;text-align:left;&quot; | N. Overhead Arrow-per-Lane Signs**<br /> |-<br /> | Arrowhead (Type D Directional Arrow)<br /> | style=&quot;text-align:center;&quot; | 21<br /> |-<br /> | Arrow Shaft Width<br /> | style=&quot;text-align:center;&quot; | 7.75<br /> |-<br /> | colspan=&quot;2&quot; style=&quot;text-align:left;background-color:#f0f5ff&quot; | Arrow Height<br /> |-<br /> | Through<br /> | style=&quot;text-align:center;&quot; | 40<br /> |-<br /> | Left Only<br /> | style=&quot;text-align:center;&quot; | 30<br /> |-<br /> | Right Only<br /> | style=&quot;text-align:center;&quot; | 30<br /> |-<br /> | Optional-Diverge (Through with Left or Right)<br /> | style=&quot;text-align:center;&quot; | 40<br /> |-<br /> | Optional-Split (Left and Right)<br /> | style=&quot;text-align:center;&quot; | 33.33<br /> |-<br /> | Vertical Separator Width<br /> | style=&quot;text-align:center;&quot; | 2<br /> |-<br /> | Vertical Space between Vertical Separator and Top of Nearest Arrow<br /> | style=&quot;text-align:center;&quot; | 5.0<br /> |-<br /> | Horizontal Space between Vertical Separator and Top of Nearest Through Arrow<br /> | style=&quot;text-align:center;&quot; | 9<br /> |-<br /> | Horizontal Space between Arrow Shaft&lt;br /&gt; and EXIT and ONLY Panels<br /> | style=&quot;text-align:center;&quot; | 12<br /> |-<br /> | EXIT and ONLY Panels<br /> | style=&quot;text-align:center;&quot; | 54 X 18<br /> |}<br /> &lt;/div&gt;<br /> {| class=&quot;wikitable&quot; style=&quot;width:100%&quot;<br /> | style=&quot;background-color: #ffffff;&quot; | &lt;p&gt;* Minimum size listed for 3-digit shields. Larger numeral sizes used for 1-digit, some 2-digit, and some 3-digit shields. See the Standard Highways Signs publication for more information on Route Sign numeral heights and Standard Alphabet series.&lt;/p&gt;<br /> <br /> &lt;p&gt;** Overhead Arrow-per-Lane sign example layouts and design elements sizing are provided in the Standard Highway Sign publication. Only 16-inch legends are used on Overhead Arrow-per-Lane signs.&lt;/p&gt;<br /> <br /> Note: Sizes are shown in inches and where applicable are shown as width x height.<br /> |}<br /> &lt;/center&gt;<br /> <br /> =={{SpanID|903.5.12}}903.5.12 lnterline and Edge Spacing (MUTCD Section 2E.13)==<br /> <br /> '''Guidance. '''Horizontal spacing between words should be 1.5 times the lower-case letter height. For legends with only upper-case letters, the spacing should be 1.5 times the upper-case letter height.<br /> <br /> Horizontal and vertical spacing between the overall legend and the outside sign edge should be approximately equal to the largest upper-case letter height that appears on the sign. Odd amounts of space should be placed on the two outside spaces between the sign edge and the extreme limit of the legend.<br /> <br /> For upper-case letters that are 13.33 in. and taller, spacing around arrows and shields should be a minimum of 12 in. to words or any other arrow or shield.<br /> <br /> Vertical spacing between lines is equal to the larger of the lower-case letter height of the two lines. If all letters are upper-case, the spacing equals 3/4 of the larger upper-case letter height of the two lines.<br /> <br /> '''Support. '''Odd spacing widths may occur due to rounding the overall sign width and height to even 12 in. increments. For other letter heights spacing around arrows and shields may be narrowed depending on the amount of legend, letter sizes and sign appearance.<br /> <br /> =={{SpanID|903.5.13}}903.5.13 Sign Borders (MUTCD Section 2E.14)==<br /> <br /> '''Guidance. '''For guide signs larger than 120 x 72 inches, the border should have a width of 2 inches. For smaller guide signs, a border width of 1.25 inches should be used. On unusually large signs with oversized letter heights, route shields, or other legend elements, the border should be 2.5 inches wide and should not exceed 3 inches in width. In all cases, the width of the border should not exceed the stroke width of the lettering of the principal legend on the sign.<br /> <br /> Corner radii of sign borders should be approximately ⅛ of the minimum sign dimension on guide signs, except that the radii should not exceed 12 inches on any sign. <br /> <br /> '''Support. '''The FHWA’s “Standard Highway Signs” publication (see [[911 General (MUTCD Part 1)#911.1.5|EPG 911 (MUTCD Section 1A.05)]]) contains detailed information on border widths and corner radii for ranges of sign sizes.<br /> <br /> '''Option. '''The sign material in the area outside of the corner radius may be trimmed.<br /> <br /> =={{SpanID|903.5.14}}903.5.14 Amount of Legend on Guide Signs (MUTCD Section 2E.15)==<br /> <br /> '''Guidance. '''No more than two destination names or street names should be displayed on any Interchange Advance Guide sign or Exit Direction sign. A city name and street name on the same sign should be avoided. Where two or three signs are placed on the same supports, destinations or street names should be limited to one per sign, or to a total of three in the display. Sign legends should not exceed three lines of copy, exclusive of the exit number and action or distance information.<br /> <br /> For urban interchanges of freeways and conventional routes the address block number of the intersecting street should not be displayed unless multiple interchanges between the same two roadways exist.<br /> <br /> For isolated rural interchanges, each interchange should be identified by either the name of its community or by the nearest control communities on the intersecting route. If the interchange is the junction of a freeway with a state-maintained route outside of any community, it is possible to use only the intersecting route shields as the identifier.<br /> <br /> '''Option. '''The public often reference MoDOT routes by street name instead of the official MoDOT route identification number or letter. If this is the case, the street name may be used in conjunction with the MoDOT route shield. The route shield and, if required, the cardinal direction appear on the first line of copy, and the second line indicates the street name. All street names include the appropriate designation such as street (St), boulevard (Blvd), road (Rd), avenue (Ave), or drive (Dr).<br /> <br /> '''Support. '''Where only one interchange serves a community, the intersecting street name is generally superfluous to the city name on the Interchange Advance guide and Exit Direction signs. Where a community is served by multiple interchanges, the city name is typically displayed on either a Community Interchanges Identification sign (see [[#903.5.50|EPG 903.5.50]]) or a Next Exits sign (see [[#903.5.51|EPG 903.5.51]]). Each interchange is then identified by its intersecting roadway name on the Interchange Advance guide and Exit Direction signs rather than by the city name.<br /> <br /> Typically, interchanges between freeways and conventional routes within an urban area identify the exit by the intersecting street on the guide signing rather than using control points, control cities, or other community names.<br /> <br /> ===903.5.14.1 Street Names on Guide Signs===<br /> <br /> '''Guidance. '''Using a route shield, a control city and a route name on the same sign should be avoided whenever possible. Some situations require a route shield, a control city and a street name, with the street name being a separate roadway or exit than the MoDOT route. For this condition, the order should be route shield, control city (or major destination) and then the street name as the third line of copy, regardless of roadway geometrics.<br /> <br /> =={{SpanID|903.5.15}}903.5.15 Abbreviations (MUTCD Section 2E.16)==<br /> <br /> '''Standard. '''The use of abbreviations on freeway and expressway guide signs shall comply with the provisions of [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.7|EPG 903.4.7]].<br /> <br /> =={{SpanID|903.5.16}}903.5.16 Symbols (MUTCD Section 2E.17)==<br /> <br /> '''Support. '''Symbols are not normally displayed on freeway and expressway guide signs. One exception is the PARK - RIDE Supplemental guide sign (see [[#903.5.49|EPG 903.5.49]]), which displays the Carpool symbol. In some cases, General Information symbols (see [[ 903.8 General Information Signs (MUTCD Chapter 2H) #903.8|EPG 903.8]]) might be included in the legend of a guide sign to shorten an unusually lengthy legend on the sign.<br /> <br /> '''Guidance. '''When a General Information symbol is incorporated into the legend of a guide sign, all components of the legend should be balanced in size and arrangement for maximum legibility. The General Information (I series) sign, rather than the symbol alone, should be placed as a sign panel within the guide sign so that adequate recognition of the symbol is provided by the border. The General Information sign panel should be positioned to the left of the legend to which it applies. The size of the General Information sign panel should be similar in size to that specified for a route shield for the type of guide sign on which it is displayed.<br /> <br /> =={{SpanID|903.5.17}}903.5.17 Arrows for Interchange Guide Signs (MUTCD Section 2E.18)==<br /> <br /> '''Standard. '''Arrows used on interchange guide signs shall be of the types shown in [[#fig903.4.8|Figure 903.4.8]] and shall comply with the provisions of this Article and [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.8|EPG 903.4.8]].<br /> <br /> Except on Overhead Arrow-per-Lane guide signs (see [[#903.5.39|EPG 903.5.39]]) and on Exit Direction signs for lane drops (see [[#903.5.28|EPG 903.5.28]]), and except as provided in the second Standard paragraph below, directional arrows on all overhead and post-mounted Exit Direction signs shall point diagonally upward at a 45-degree angle. Directional arrows on overhead Exit Direction signs shall be located on the side of the sign consistent with the direction of the exiting movement. Directional arrows on post-mounted Exit Direction signs shall be located at the bottom portion of the sign and centered under the legend.<br /> <br /> '''Option. '''On overhead Exit Direction signs that are located fully over the tapered portion of the exit ramp at the theoretical gore, and where a directional arrow to the side of the legend farthest from the roadway might create an unusually wide sign that limits the road user’s view of the arrow, the directional arrow may be placed at the bottom portion of the sign, centered under the legend.<br /> <br /> '''Standard. '''Directional arrows on guide signs for multi-lane exits shall be positioned below the legend over the approximate center of each lane to which the arrow applies (see [[#903.5.39.4|Figure 903.5.39.4]]). <br /> <br /> Down arrows shall only be used on overhead signs to indicate a lane to be followed and shall be positioned over the approximate center of each lane pointing vertically downward toward the approximate center of that lane. Down arrows shall be used only on overhead guide signs that restrict the use of specific lanes to traffic bound for the destination(s) and/or route(s) indicated by these arrows. Down arrows shall not be used unless an arrow can be located over and pointed to the approximate center of each lane that can be used to reach the destination displayed on the sign.<br /> <br /> If down arrows are used, having more than one down arrow pointing to the same lane on a single overhead sign (or on multiple signs on the same overhead sign structure) shall not be permitted.<br /> <br /> '''Support. '''Directional and down arrows for use on guide signs are shown in [[#fig903.4.8|Figure 903.4.8]] Detailed drawings and standardized sizes based on ranges of letter heights for these arrows are provided in the FHWA’s “Standard Highway Signs” publication (see [[911 General (MUTCD Part 1)#911.1.5|EPG 911 (MUTCD Section 1A.05)]]). Information on the dimensions for arrows used in Overhead Arrow-per-Lane signing is provided in the FHWA’s “Standard Highway Signs” publication (see [[911 General (MUTCD Part 1)#911.1.5|EPG 911 (MUTCD Section 1A.05)]]).<br /> <br /> =={{SpanID|903.5.18}}903.5.18 Cardinal Directions==<br /> <br /> '''Standard. '''Cardinal directions are the words NORTH, SOUTH, EAST and WEST. Cardinal directions shall be used on all guide signs when the ramp being signed does not provide access to both directions of travel on the intersecting route or cross street. In the case where both directions of travel on the cross-street are accessed directly by the same ramp, the cardinal directions for the intersecting route or cross street shall not be used. This does not apply if the words “north”, “south”, “east” or “west” are a part of the official name of the cross street.<br /> <br /> Cardinal directions shall be upper case with the first letter being the next letter size taller than the others.<br /> <br /> '''Guidance. '''For cardinal directions, which modify route shields, the cardinal direction should be placed on the left side of the route shield for left exits and on the right side of the shield for right exits. The cardinal direction is not to appear on top of the shield, and the top of the first letter of the direction should vertically align with the top of the route shield. Similar placement should be used for guide signs on the intersecting route guiding motorists where to turn for entry to an expressway or freeway. Cardinal directions are not to be used next to shields for business routes.<br /> <br /> For the purpose of sign design, a shield/cardinal direction combination should be considered one &quot;unit&quot;. For guide signs at the exit gore with a Type A arrow and destination line of copy, this &quot;unit&quot; should be centered over the destination line, not centered on the width of the sign. If the &quot;unit&quot; is wider than the destination, the destination should be centered under the &quot;unit&quot;. This is also true for shields with no cardinal direction. See the example in the standard plans.<br /> <br /> No cardinal direction should be used for exits that access both directions of a route. The directions should be shown near the ramp terminal on a supplemental guide or route marker assembly. No cardinal direction is required on advance guide signs for routes that begin (or end) at an interchange, or for routes which are continued through an interchange ramp. For this condition, a control city (see [[#tab903.5.7|Table 903.5.7]]) or major destination should accompany a route shield.<br /> <br /> Since lettered routes are not designated as being strictly North/South or East/West, the shield does not normally carry a cardinal direction with it. An exception is with a lettered route that has two exits, which would occur at a cloverleaf interchange. The cardinal direction used in this case should be the direction physically associated with the route.<br /> <br /> Multiple shields for overlapping roadways should be arranged in the following order of importance: interstate, interstate business, U.S. Routes, U.S. business, Missouri numbered and Missouri lettered. Multiple shields for the same roadway type (i.e. I-35 and I-70, or U.S. 34 and U.S. 67) should be arranged in numerical order starting with the lowest numbered route. For lettered routes, the shields should be arranged in alphabetical order.<br /> <br /> When several routes end at a ramp terminal, all guide sign shields should be arranged as the traveler views the routes at the ramp terminal, from left to right. Cardinal directions are not required.<br /> <br /> Cardinal directions for two shields that designate the same roadway and have the same direction should be placed on the right or left hand side of the two shields. Only one direction is required.<br /> <br /> Cardinal directions for two and three shields that designate the same roadway, but have different directions, should be vertically stacked with the appropriate cardinal direction next to each shield or shields. The shields should be listed in the order previously noted. Also, multiple control cities are ordered respectively with shield order.<br /> <br /> For roads not on the state system, cardinal directions should follow the roadway name and appear on a line of copy by itself. A direction should be indicated only if the exit accesses one direction of the side road. Directions should be indicated only for a roadway with multiple exits from a state route.<br /> <br /> '''Support. '''An example of proper cardinal direction letter size is 15 in./12 in. upper case for a sign with a 16 in./12 in. destination/name.<br /> <br /> An example of how to sign without the use of a cardinal direction for an interchange: Route 350 begins at the interchange and Route 50 follows the interchange off ramp. The advance guide sign for westbound Route I-470 shows the Route 50 shield first since this exit is first, and the first destination shown is for Route 50. The exit guide for Route 50 would show no cardinal direction and would only have the Route 50 shield, destination and appropriate arrow. The guide signs for Route 350 are similar to the Route 50 guide signs. Once the driver is on the route, route marker assemblies confirm the route with a cardinal direction.<br /> <br /> An example of how to sign without the use of a cardinal direction for multiple shields, at a directional ramp split: to the left is Route U and to the right are overlapping Routes A and U.S. Route 47. On the first line of copy, the guide sign shows the Route U shield first, then the U.S. Route 47 shield next to the Route A shield. This impresses upon the motorists to turn left for Route U. The space between the U.S. Route 47 and the Route A shields may be narrowed from the standard 12 in. to as low as 6 in. to give the impression of unity. The space between the Route U shield and the U.S. Route 47 shield is a minimum of 24 in. to give the impression of separation.<br /> <br /> An example of how to use a cardinal direction for multiple shields: an exit to the right for overlapping Routes I-64 and Route 40 is ordered as I-64, Route 40, with one cardinal direction &quot;EAST&quot; placed to the right of the Route 40 shield.<br /> <br /> =={{SpanID|903.5.19}}903.5.19 Overhead Sign Installations (MUTCD Section 2E.19)==<br /> <br /> '''Support. '''Specifications for the design and construction of structural supports for signs have been standardized by the American Association of State Highway and Transportation Officials (AASHTO). Overcrossing structures can often serve for the support of overhead signs, and might in some cases be the only practical location that will provide adequate viewing distance. Use of these structures as sign supports will eliminate the need for additional sign supports along the roadside. Conditions that might warrant the installation of overhead signs are given in [[903.1 General (MUTCD Chapter 2A) #903.1.14|EPG 903.1.14]] and throughout EPG 903.5. Vertical clearance of overhead signs is discussed in [[903.1 General (MUTCD Chapter 2A) #903.1.15|EPG 903.1.15]].<br /> <br /> =={{SpanID|903.5.20}}903.5.20 Lateral Offset (MUTCD Section 2E.20)==<br /> <br /> '''Standard. '''Except where shielded by a rigid traffic barrier, the minimum lateral offset outside the usable roadway shoulder for post-mounted freeway and expressway signs or for overhead sign supports, either to the right-hand or left-hand side of the roadway, shall be 6 feet. This minimum clearance shall also apply outside of a curb. All signs, regardless of location along right-of-way shall be mounted on crashworthy supports (see definition in [[911 General (MUTCD Part 1)#911.3.2|EPG 911 (MUTCD Section 1C.02)]]).<br /> <br /> '''Guidance. '''Where practicable, a sign should not be less than 12 feet from the edge of the nearest traffic lane. <br /> <br /> Where an expressway median is 12 feet or less in width, consideration should be given to spanning both roadways without a center support.<br /> <br /> '''Standard. '''Overhead sign supports shall have a barrier or crash cushion to shield them if they are within the right-of-way.<br /> <br /> Butterfly-type sign supports and other overhead non-crashworthy sign supports shall not be installed in gores or other unshielded locations within the clear zone.<br /> <br /> '''Option. '''Lesser clearances, but not generally less than 6 feet, may be used on connecting roadways or ramps at interchanges.<br /> <br /> =={{SpanID|903.5.21}}903.5.21 Interchange Guide Signs (MUTCD Section 2E.21)==<br /> <br /> '''Standard. '''The signs at interchanges and on their approaches shall include Advance Interchange guide signs and Exit Direction signs. Consistent destination messages shall be displayed on these signs.<br /> <br /> '''Guidance. '''New destination information should not be introduced into the major sign sequence for one interchange, nor should destination information be dropped.<br /> <br /> Guide signs placed in advance of an interchange deceleration lane should be spaced at least 800 feet apart.<br /> <br /> Use of Supplemental guide signing should be minimized as provided in [[#903.5.49|EPG 903.5.49]].<br /> <br /> '''Support. '''[[#fig903.5.21|Figure 903.5.21]] shows a typical sequence of interchange guide signs.<br /> <br /> In some instances the interchange that provides the most direct or preferred access to a destination might be different in opposing directions of travel due to circumstances such as the configuration of the crossroads, or the fact that an interchange is a partial interchange.<br /> <br /> '''Guidance. '''For each direction of travel, guide signing to a destination should be via the exit with the most direct or preferred access, even when this results in a destination being served by different interchanges for opposing directions of travel.<br /> <br /> <br /> {{SpanID|fig903.5.21}}<br /> [[File:Figure 903.5.21 Typical Sequence of Interchange Guide Signs.png|thumb|center|800px|alt=&quot;Two sections of a horizontal roadway showing varying interchange signs. The first section of roadway shows several advance guide signs and varying specific service signs followed by an advance guide sign, a W13-2 sign, an exit direction sign, and an E5-1 sign.<br /> The second section of the roadway shows a post-interchange sign sequence of a M3-2P plaque mounted above a M1-1 sign and a M3-2P plaque mounted above M1-4 sign, followed by a R2-1 and E7-3 sign traveling eastbound. <br /> &quot;<br /> |'''Figure 903.5.21''' Typical Sequence of Interchange Guide Signs]]<br /> <br /> =={{SpanID|903.5.22}}903.5.22 Interchange Exit Numbering (MUTCD Section 2E.22)==<br /> <br /> '''Standard. '''Interchange exit numbering shall use the reference location sign exit numbering method. The consecutive exit numbering method shall not be used. The exit numbers shall correspond to the posted Reference Location or Enhanced Reference Location signs.<br /> <br /> '''Support. '''Reference location sign exit numbering assists road users in determining their destination distances and travel mileage, assists road users in reporting their location in the event of an incident or breakdown, assists responders in responding to incidents, and assists highway agencies because the exit numbering sequence does not have to be changed if new interchanges are added to a route.<br /> <br /> Interchange exit numbering provides valuable orientation for the road user on a freeway. The feasibility of numbering interchanges or exits on an expressway will depend largely on the extent to which grade separations are provided. <br /> <br /> '''Standard. '''Interchange exit numbering shall be used in signing each freeway interchange exit departure point. Exits are numbered for the interstate system only and coincide with mileposts. Interchange exit numbers shall be displayed with each Interchange Advance Guide sign, Exit Direction sign, and Exit Gore sign. The exit number shall be displayed on a separate plaque on top of the Interchange Advance Guide or Exit Direction sign. The Exit Number (E1-5P series) plaque (see [[#fig903.5.23|Figure 903.5.23]]) shall include the word EXIT(S) and the appropriate exit number(s) in a single-line format. <br /> <br /> Since exits are numbered on the interstate system, the terms NEXT LEFT, NEXT RIGHT, or SECOND LEFT, SECOND RIGHT and NEXT EXIT shall not be used, with the exception of supplemental signs. The exit number shall always be referred to on the exit number panel that is placed above the main guide sign. For interstate guide signs, the term EXIT XX MILES shall not be used.<br /> <br /> If a guide sign exit number panel refers to two exits, the exit number letters shall appear in the same order as the driver approaches them.<br /> <br /> Suffix letters shall only be used to supplement exit numbers where there is more than one exit associated with the reference mile points of the freeway. Suffix letters shall not be used for an exit ramp for the purpose of identifying a downstream ramp split providing access to multiple highways or different directions on the same highway. The suffix letter shall also be included on the Exit Number plaque and shall be separated from the exit number by a space having a width of between ½ and ¾ of the height of the suffix letter. The suffix letters assigned shall be in ascending alphabetical order starting with the letter A for ramps in the direction of travel with increasing exit numbers, and in descending alphabetical order ending in the letter A in the opposite direction of travel. Exit numbers shall not include the cardinal direction initials corresponding to the directions of the cross route. The minimum numeral and letter sizes shall be as given in [[#tab903.5.11.2|Tables 903.5.11.2]] and [[#tab903.5.11.3|903.5.11.3]].<br /> <br /> Where suffix letters are used for exit numbering, an exit of the same number without a suffix letter shall not be used on the same route in the same direction. For example, if an exit is designated as EXIT 256 A, then there shall not be an exit designated as EXIT 256 on the same route in the same direction. <br /> <br /> '''Guidance. '''To the extent practical, exit numbering should be determined based upon the location of the crossroad with respect to reference location signs as given in the following examples: <br /> :A. If a crossroad intersects the mainline approximately at or after Mile 15 and before Mile 16, the interchange should be designated as EXIT 15 (see Drawings A and B in [[#fig903.5.22.1|Figure 903.5.22.1]]). <br /> :B. If the interchange crossroad is split into two roadways by direction where one direction of the crossroad is downstream of Mile 18 and the other direction is upstream of Mile 18, the interchange exit number should be EXIT 18 (see Drawings A and B in [[#fig903.5.22.1|Figure 903.5.22.1]]). <br /> :C. If there are three closely-spaced interchanges, such as less than 1 mile apart, starting before Mile 16 and ending near or at Mile 17, the interchanges should be designated as EXIT 15, EXIT 16, and EXIT 17. <br /> :D. If there are multiple interchanges so closely spaced together that it is impracticable to designate the exit numbers by the freeway mainline reference mile numbers, suffix letters should be used as provided in this Section (see Drawings C and D in [[#fig903.5.22.1|Figure 903.5.22.1]]).<br /> <br /> '''Option. '''Exit numbers may also be used with Supplemental guide signs in compliance with the provisions of [[#903.5.49|EPG 903.5.49]], and Motorist Service signs in compliance with the provisions of [[ 903.9 General Service Signs (MUTCD Chapter 2I)#903.9|EPG 903.9]] and [[ 903.10 Specific Service Signs (MUTCD Chapter 2J) #903.13|EPG 903.10]].<br /> <br /> '''Standard.''' Where exit suffix letters are used and the number of exits is not equal in both directions of travel, the exit suffix lettering for each direction shall be based on the number of exits in that direction. For example, if in the northbound direction of a freeway there are three exits for Mile 25 and two exits in the southbound direction, the exit numbers northbound shall be EXIT 25 A, EXIT 25 B, and EXIT 25 C; and the exit numbers southbound shall be EXIT 25 B followed by EXIT 25 A (see Drawing D in [[#fig903.5.22.1|Figure 903.5.22.1]]). <br /> <br /> Except as provided in [[#903.5.35|EPG 903.5.35]] for Collector-Distributor Roadways or as otherwise provided for in [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E) #903.5|EPG 903.5]], exit numbers and suffix letters shall only be used to designate individual exit departure points directly from the freeway mainline. Exit numbers and suffix letters shall not be used for designating ramp splits into two ramps after leaving the mainline.<br /> <br /> The Exit Number (E1-5P) plaque shall be positioned above the top right-hand edge of the sign for an exit to the right (see [[#fig903.5.23|Figure 903.5.23]]).<br /> <br /> Because road users might not expect an exit to the left and might have difficulty in maneuvering to the left, a Left Exit Number (E1-5fP through E1-5kP) plaque (see [[#fig903.5.23|Figure 903.5.23]]) shall be added above the top left-hand edge of the sign for all numbered left-hand exits (see [[#fig903.5.28.2|Figure 903.5.28.2]] and [[#fig903.5.37|Figure 903.5.37]]). The word LEFT on the Left Exit Number plaque shall be a black legend on a yellow rectangular sign panel and shall be centered above the word EXIT.<br /> <br /> '''Support. '''Example Exit Number plaque designs are shown in [[#fig903.5.23|Figure 903.5.23]]. The incorporation of Exit Number plaques on guide signs is illustrated in [[#903.5.23|EPG 903.5.23]], [[#903.5.25|903.5.25]], and [[#903.5.39|903.5.39]].<br /> <br /> [[#fig 903.5.22.2|Figure 903.5.22.2]] provides an example of Interstate route loops and spurs around major metropolitan areas. The general plan for numbering interchange exits is shown in [[#fig903.5.22.3|Figures 903.5.22.3]] through [[#fig903.5.22.6|903.5.22.6]]. [[#fig903.5.22.3|Figure 903.5.22.3]] shows a circumferential route, which is a route that makes a complete circle around a city or town and usually has two interchanges (one on each side of the city or town) with each of the mainline routes that travel through the city or town. [[#fig903.5.22.4|Figure 903.5.22.4]] shows a loop route, which is a route that departs from a mainline route and then rejoins the same mainline route at a subsequent point downstream. For the purpose of Interstate route numbering, a three-digit Interstate route that provides connectivity between two different Interstate routes is also defined as a loop (see [[#fig 903.5.22.2|Figure 903.5.22.2]]). [[#fig903.5.22.5|Figure 903.5.22.5]] shows a spur route, which is a route that departs from a mainline route and never rejoins the same mainline route. [[#fig903.5.22.6|Figure 903.5.22.6]] shows two mainline routes that overlap each other.<br /> <br /> '''Standard. '''Regardless of whether a mainline route originates within a State or crosses into the State from an adjacent State, the southernmost or westernmost terminus within that State shall be the beginning point for interchange exit numbering.<br /> <br /> For circumferential routes, interchange exit numbering shall be in a clockwise direction. The numbering shall begin with the first interchange west of the south end of an imaginary north-south line bisecting the circumferential route, at a radial freeway or other Interstate route, or some other conspicuous landmark in the circumferential route near a south polar location (see [[#fig903.5.22.3|Figure 903.5.22.3]]). <br /> <br /> The interchange exit numbers on loop routes shall begin at the loop interchange nearest the south or west junction and increase in magnitude toward the north or east junction (see [[#fig903.5.22.4|Figure 903.5.22.4]]).<br /> <br /> Spur route interchanges shall be numbered in ascending order starting at the interchange where the spur leaves the mainline route (see [[#fig903.5.22.5|Figure 903.5.22.5]]).<br /> <br /> If a circumferential, loop, or spur route crosses State boundaries, the numbering sequence shall be coordinated by the States to provide continuous interchange exit numbering.<br /> <br /> Where numbered routes overlap, continuity of interchange exit numbering shall be established for only one of the routes (see [[#fig903.5.22.6|Figure 903.5.22.6]]). If one of the routes is an Interstate and the other route is not an Interstate, the Interstate route shall maintain continuity of exit interchange numbering.<br /> <br /> '''Guidance. '''The route chosen for continuity of interchange exit numbering should also have reference location sign continuity (see [[#fig903.5.22.6|Figure 903.5.22.6]]).<br /> <br /> {{SpanID|fig903.5.22.1}}<br /> [[File:Figure 903.5.22.1 Examples of Interchange Exit Numbering.png|thumb|center|1000px|alt=A schematic drawing shows a series of exits (e.g., Exit 10, Exit 12, Exit 15) in succession and their relative locations.<br /> A schematic drawing shows a series of exits (e.g., Exit 10A, 10B, Exit 12A) in succession and their relative locations.<br /> A schematic drawing shows a series of exits (e.g., Exit 10A, Exit 10B, Exit 11A) in succession and their relative locations.<br /> A schematic drawing shows a series of exits (e.g., Exit 25A, 25B, Exit 25C) in succession and their relative locations.|'''Figure 903.5.22.1''' Examples of Interchange Exit Numbering]]<br /> <br /> {{SpanID|fig903.5.22.2}}<br /> [[File:Figure 903.5.22.2 Examples of Interstate Loops and Spurs.png|thumb|center|1200px|alt=A horizontal roadway schematic is shown comprised of interstate and non-interstate roadways connected by spurs and loops.<br /> |'''Figure 903.5.22.2''' Examples of Interstate Loops and Spurs]]<br /> <br /> {{SpanID|fig903.5.22.3}}<br /> [[File:Figure 903.5.22.3 Example of Interchange Exit Numbering for Mainline and Circumferential Routes.png|thumb|center|1000px|alt=A map of three Interstate routes is shown: a circumferential route labeled Interstate 473, an east-west route labeled Interstate 22, and a north-south route labeled Interstate 73. Each route is shown with several exits to crossing highways. On all three routes, black dots denoting reference location signs are accompanied by numbers and spaced at intervals along the route.<br /> |'''Figure 903.5.22.3''' Example of Interchange Exit Numbering for Mainline and Circumferential Routes]]<br /> <br /> {{SpanID|fig903.5.22.4}}<br /> [[File:Figure 903.5.22.4 Example of Interchange Exit Numbering for Mainline and Loop Routes.png|thumb|center|1000px|alt=A map of three Interstate routes is shown: a mainline labeled Interstate 3, a loop labeled Interstate 203, and a labeled Interstate 407. Each route is shown with several exits to crossing highways. On all three routes, black dots denoting reference location signs are accompanied by numbers and spaced at intervals along the route.<br /> |'''Figure 903.5.22.4''' Example of Interchange Exit Numbering for Mainline and Loop Routes]]<br /> <br /> {{SpanID|fig903.5.22.5}}<br /> [[File:Figure 903.5.22.5 Example of Interchange Exit Numbering for Mainline and Spur Routes.png|thumb|center|1000px|alt=A map of three Interstate routes is shown: a mainline labeled Interstate 3, a spur labeled Interstate 103, and a spur labeled Interstate 303. Each route is shown with several exits to crossing highways. On all three routes, black dots denoting reference location signs are accompanied by numbers and spaced at intervals along the route.<br /> |'''Figure 903.5.22.5''' Example of Interchange Exit Numbering for Mainline and Spur Routes]]<br /> <br /> {{SpanID|fig903.5.22.6}}<br /> [[File:Figure 903.5.22.6 Example of Interchange Exit Numbering for Overlapping Routes.png|thumb|center|1000px|alt=A map of two Interstate routes is shown: a vertical highway labeled Interstate 39 intersecting a diagonal highway running east-west. The diagonal highway is labeled as an overlapping Interstate 36/Interstate 39 facility on east and west highways that branch off Interstate 39. On all three routes, black dots denoting reference location signs are accompanied by numbers and spaced at intervals along the route.<br /> |'''Figure 903.5.22.6''' Example of Interchange Exit Numbering for Overlapping Routes]]<br /> <br /> =={{SpanID|903.5.23}}903.5.23 Interchange Advance Guide Signs (E1-1 through E1-3) (MUTCD Section 2E.23)==<br /> <br /> '''Support. '''An Interchange Advance guide sign (see [[#fig903.5.23|Figure 903.5.23]]) gives notice well in advance of the exit point of the principal destinations served by the next interchange and the distance to that interchange. In rural areas, this sign will typically be a ground-mount sign. In urban areas, this sign will usually be mounted overhead.<br /> <br /> '''Standard. '''Except as provided in the fourth Guidance paragraph of this Article, and in the second Option paragraph of [[#903.5.25|EPG 903.5.25]], at least one Interchange Advance guide sign shall be used for all interchanges.<br /> <br /> Freeway-to-freeway and directional interchanges shall use one additional Advance Guide sign in each direction.<br /> <br /> '''Guidance. '''Advance guide signs should be placed over the right lane for right hand exits and over the left lane for left hand exits. Two advance guide signs should not be placed side by side.<br /> <br /> For interchanges with adequate spacing, Advance Guide signs should be placed 1 mile in advance of the exit gore. When used at freeway-to-freeway or directional interchanges, the additional Advance Guide sign should be located at a distance of 2 miles in advance of the interchange.<br /> <br /> '''Support. ''' [[#903.5.29|EPG 903.5.29]] through [[#903.5.42|903.5.42]] contain additional provisions regarding the number, location, and mounting of Interchange Advance guide signs for certain interchange configurations.<br /> <br /> '''Standard. '''Except as provided in [[#903.5.28|EPG 903.5.28]], the legend on Interchange Advance guide signs shall contain the distance message. For each direction of travel, the legend on the Interchange Advance guide signs shall be the same as the legend on the Exit Direction sign, except that the last line shall be the distance message. The distance message shall read XX MILE(S) where exit numbers are used. Where exit numbers are not used, the distance message shall read EXIT XX MILE(S) for an interchange with one exit ramp, and EXITS XX MILE(S) for an interchange with two or more exit ramps.<br /> <br /> '''Guidance. '''All distances one mile or less should be treated as singular. For example, proper terminology is &quot;1 MILE&quot; and &quot;1 ¼ MILES&quot;. <br /> <br /> Where an Interchange Advance guide sign is located more than 1,000 feet to ½ mile from the exit, the distance displayed should be to the nearest ¼ mile. Where the distance to be displayed on an Interchange Advance guide sign is 1,000 feet or less, the distance should be displayed in feet, rather than miles, to the nearest 100 feet. <br /> <br /> {{SpanID|fig903.5.23}}<br /> [[File:Figure 903.5.23 Examples of Interchange Advance Guide Signs, Exit Number Plaques, and LEFT plaque.png|thumb|center|900px|alt=&quot;Two signs are shown. The first sign is shown as a green square sign. On the top line, a white U.S. route shield is shown on which the numeral &quot;&quot;56&quot;&quot; is shown in black. The words &quot;&quot;Metropolis,&quot;&quot; &quot;&quot;Utopia,&quot;&quot; and &quot;&quot;2 MILES&quot;&quot; are shown in white on three lines. A smaller horizontal rectangular plaque is shown mounted above the top right side of the sign with the words &quot;&quot;EXIT 44&quot;&quot; in white.The second sign is shown as a green square sign. It is shown as identical to the first sign except that the last line shows the words &quot;&quot;EXITS 2 MILES&quot;&quot; instead of &quot;&quot;2 MILES&quot;&quot; and no plaque is shown above the sign.<br /> Two signs are shown. The first sign is shown as a green square sign. On the top line, a white U.S. route shield is shown on which the numeral &quot;&quot;56&quot;&quot; is shown in black. The word &quot;&quot;Newport&quot;&quot; is shown in white on the middle line, and the words &quot;&quot;EXIT 1 MILE&quot;&quot; are shown in white on the bottom line.The second sign is shown as a green horizontal rectangular sign. The words &quot;&quot;Lincoln Ave&quot;&quot; are shown in white on the top line, and the words &quot;&quot;EXIT 1/2 MILE&quot;&quot; are shown in white on the bottom line.<br /> E1-5P is shown as a green horizontal rectangular plaque with the words &quot;&quot;EXIT 21&quot;&quot; in white.<br /> E1-5aP is shown as a green horizontal rectangular plaque with the words “EXIT 256” in white.<br /> E1-5bP is shown as a green horizontal rectangular plaque with the words “EXIT 41 A” in white.<br /> E1-5cP is shown as a green horizontal rectangular plaque with the words “EXIT 256 A” in white.<br /> E1-5dP is shown as a green horizontal rectangular plaque with the words “EXITS 33 A - B” in white.<br /> E1-5eP is shown as a green horizontal rectangular plaque with the words “EXITS 256 A - B” in white.<br /> E1-5fP is shown as a green rectangular plaque with the word &quot;&quot;LEFT&quot;&quot; in black on a horizontal yellow rectangle on the top line and the words &quot;&quot;EXIT 7” in white on the bottom line.<br /> E1-5gP is shown as a green rectangular plaque with the word &quot;&quot;LEFT&quot;&quot; in black on a horizontal yellow rectangle on the top line and the words &quot;&quot;EXIT 123” in white on the bottom line.<br /> E1-5hP is shown as a green rectangular plaque with the word &quot;&quot;LEFT&quot;&quot; in black on a horizontal yellow rectangle on the top line and the words &quot;&quot;EXIT 41 A” in white on the bottom line.<br /> E1-5iP is shown as a green rectangular plaque with the word &quot;&quot;LEFT&quot;&quot; in black on a horizontal yellow rectangle on the top line and the words &quot;&quot;EXIT 123 A” in white on the bottom line.<br /> E1-5jP is shown as a green rectangular plaque with the word &quot;&quot;LEFT&quot;&quot; in black on a horizontal yellow rectangle on the top line and the words &quot;&quot;EXIT 33 A - B” in white on the bottom line.<br /> E1-5kP is shown as a green rectangular plaque with the word &quot;&quot;LEFT&quot;&quot; in black on a horizontal yellow rectangle on the top line and the words &quot;&quot;EXIT 123 A - B” in white on the bottom line.<br /> E1-5mP is shown as a yellow plaque with a black border and the word &quot;&quot;LEFT&quot;&quot; in black.&quot;<br /> |'''Figure 903.5.23''' Examples of Interchange Advance Guide Signs, Exit Number Plaques, and LEFT plaque]]<br /> <br /> '''Standard. '''When a distance is displayed in miles, fractions of a mile, rather than decimals, shall be displayed in all cases.<br /> <br /> For numbered exits, the exit number used with the Interchange Advance guides signs shall be displayed using an Exit Number plaque above and abutting the Interchange Advance guide sign. <br /> <br /> For numbered exits to the right, an Exit Number (E1-5P through E1-5eP) plaque (see [[#fig903.5.23|Figure 903.5.23]]) shall be added to the top right-hand edge of the sign.<br /> <br /> For numbered exits to the left, a Left Exit Number (E1-5fP through E1-5kP) plaque (see [[#fig903.5.23|Figure 903.5.23]]) shall be added above the top left-hand edge of the sign (see [[#fig903.5.23|Figures 903.5.28.2]] and [[#903.5.37|903.5.37]]).<br /> <br /> For unnumbered exits to the left, a LEFT (E1-5mP) plaque (see [[#fig903.5.23|Figure 903.5.23]]) shall be added to the top left-hand edge of the sign, abutting the sign.<br /> <br /> '''Support. ''' [[#903.5.22|EPG 903.5.22]] contains additional information regarding exit numbering.<br /> <br /> '''Standard. '''Interchange Advance guide signs for multi-lane exits having an optional exit lane that also carries the through route at interchanges (see [[#fig903.5.39.2|Figures 903.5.39.2]] and [[#fig903.5.39.2|903.5.39.3]]) and for splits with an option lane (see [[#903.5.39.4|Figure 903.5.39.4]]) shall be Overhead Arrow-per-Lane signs designed in accordance with EPG [[#903.5.38|903.5.38]] and [[#903.5.39|903.5.39]].<br /> <br /> '''Option. '''Where the distance between interchanges is more than 1 mile, but less than 2 miles, the first Interchange Advance guide sign may be closer than 2 miles, but not placed so as to overlap the signing for the preceding exit. Duplicate Interchange Advance guide signs or Interchange Sequence Series signs may be placed in the median on the opposite side of the roadway and are not included in the minimum requirements of interchange signing.<br /> <br /> '''Guidance. '''Where there is less than 800 feet between the theoretical gores of successive interchange entrance or exit ramps, Interchange Sequence Series signs (see [[#903.5.24|EPG 903.5.24]]) should be used instead of Interchange Advance guide signs for the affected interchanges.<br /> <br /> =={{SpanID|903.5.24}}903.5.24 Interchange Sequence Signs (E9-1 and E9-2) (MUTCD Section 2E.24)==<br /> <br /> '''Support. '''Interchanges are sometimes closely spaced, particularly through large urban areas, so that typical guide signs cannot be adequately spaced. In such cases, Interchange Sequence signs identifying the next two (E9-1) or three (E9-2) interchanges can provide the necessary exit destination guidance. <br /> <br /> '''Guidance. '''Where there is less than 800 feet between the theoretical gores of successive interchange entrance or exit ramps, Interchange Sequence signs should be used instead of Interchange Advance guide signs for the affected interchanges.<br /> <br /> If used, Interchange Sequence (E9-1 or E9-2) signs should be used over the entire length of a route in an urban area. <br /> <br /> '''Support. '''Interchange Sequence signs generally supplement Interchange Advance guide signs. Signing of this type is illustrated in [[#fig903.5.24|Figure 903.5.24]], and is compatible with the sign spreading concept described in the first Support paragraph of [[#903.5.41|EPG 903.5.41]].<br /> <br /> '''Standard. '''Interchange Sequence signs shall be installed in a series. Interchange Sequence signs shall display the next two or three interchanges by name or route number with distances to the nearest ¼ mile.<br /> <br /> The first Interchange Sequence sign in the series shall be located in advance of the first Interchange Advance guide sign for the first interchange.<br /> <br /> An Interchange Sequence sign shall not be placed on a truss with any other guide sign, unless the sign faces the opposite direction of all other guide signs.<br /> <br /> All interchanges shall be listed using the same name that will appear on the Advance Guide and Exit Direction signing for the interchange.<br /> <br /> Where the exit direction is to the left, a LEFT (E11-2) sign panel (see [[#fig903.5.28.1|Figure 903.5.28.1]]) shall be displayed on the same line immediately to the right of the interchange name or route number.<br /> <br /> Interchange Sequence signs shall not be substituted for Exit Direction signs.<br /> <br /> '''Guidance. '''The verbiage on the Interchange Sequence sign should appear on the appropriate advance and exit guide signs for sign continuity.<br /> <br /> If the intersecting road of a freeway in an urban area is a state-maintained route, the appropriate route shield shall be used in addition to the street name or control communities displayed. <br /> <br /> Interchange Sequence signs should be located in the median or placed on a bridge whenever possible. After the first sign of the series, subsequent Interchange Sequence signs should be placed approximately midway between interchanges. This will allow two signs (one for each direction of traffic) to be placed back to back on the same truss. Since the signs are usually back-to-back, a butterfly truss should be installed in the median of divided highways. Barrier protection should be used according to [[:Category:617 Traffic Barrier|EPG 617]].<br /> <br /> '''Standard. '''Interchange Sequence signs located in the median shall be installed at overhead sign height (see [[903.1 General (MUTCD Chapter 2A) #903.1.14|EPG 903.1.14]]).<br /> <br /> Exit numbers shall not be displayed on Interchange Sequence signs.<br /> <br /> '''Option. '''When conditions arise where back-to-back sequence signs are not practical, an Interchange Sequence sign and truss may be placed on the right-hand side of traffic flow to avoid exposing opposite directions of traffic to a truss pedestal. If exposure to both directions of traffic is not a concern, this sign and truss may be placed at the standard location, on the left-hand side of the traffic flow.<br /> <br /> '''Support. '''An example of how to use a common street name: Route 67 is commonly referred to as Lindbergh Boulevard. On the advance and exit guide signs, a U.S. Route 67 shield appears with the common name “Lindbergh Boulevard” underneath. The interchange sequence signs would show Lindbergh Blvd and/or shield.<br /> <br /> {{SpanID|fig903.5.24}}<br /> [[File:Figure 903.5.24 Example of Using a Series of Interchange Sequence Signs for Closely-Spaced Interchanges.png|thumb|center|1000px|alt=A vertical roadway is shown with several intersecting roadway segments. Along the vertical roadway are E9-1, E9-2, and varying guide signs.<br /> |'''Figure 903.5.24''' Example of Using a Series of Interchange Sequence Signs for Closely-Spaced Interchanges]]<br /> <br /> =={{SpanID|903.5.25}}903.5.25 Exit Direction Signs (E4 Series) (MUTCD Section 2E.25)==<br /> &lt;center&gt;<br /> {|<br /> | [[File:Figure 903.5.25.1 Examples of Exit Direction Signs.png|thumb|center|400px|alt=|&lt;center&gt;'''Figure 903.5.25.1''' Examples of Exit Direction Signs&lt;/center&gt;]]<br /> <br /> | [[File:Figure 903.5.25.2 Example of Exit Direction Sign with Advisory Speed Panel.png|thumb|right|250px|alt=|'''Figure 903.5.25.2''' Example of Exit Direction Sign with Advisory Speed Panel]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''The Exit Direction sign repeats the route and destination information that was displayed on the Interchange Advance guide sign(s) for the next exit, and thereby assures road users of the destination served and indicates whether they exit to the right or left for that destination.<br /> <br /> '''Standard. '''Exit Direction signs shall be used at all interchanges. Populations or other similar information shall not be displayed on Exit Direction signs.<br /> <br /> '''Support. ''' [[#903.5.28|EPG 903.5.28]], [[#903.5.30|903.5.30]], [[#903.5.32|903.5.32]] through [[#903.5.34|903.5.34]], [[#903.5.37|903.5.37]], and [[#903.5.39|903.5.39]] through [[#903.5.41|903.5.41]] illustrate the use, location, and mounting of Exit Direction signs for certain interchange configurations. The placement location of the Exit Direction sign at the interchange depends on the type of mounting, post-mounted or overhead, and whether there is a deceleration lane (see [[#fig903.5.25.3|Figure 903.5.25.3]]).<br /> <br /> '''Guidance. '''When post-mounted, the Exit Direction sign should be installed at the beginning of the deceleration lane taper. When mounted overhead, the Exit Direction sign should be installed over the exiting lane in the vicinity of the theoretical gore. If there is less than 300 feet from the beginning of the taper to the theoretical gore, the Exit Direction sign should be installed overhead (see [[#fig903.5.25.3|Figure 903.5.25.3]]).<br /> <br /> '''Standard. '''Except where Overhead Arrow-per-Lane guide signs are used (see [[#903.5.39|EPG 903.5.39]] and the following paragraph of this Article), where a through lane is being terminated (dropped) at an exit, the Exit Direction sign shall be placed overhead at the theoretical gore (see [[#fig903.5.23|Figures 903.5.28.2]], [[#fig903.5.28.3|903.5.28.3]], [[#fig903.5.36.1|903.5.36.1]] and [[#fig903.5.36.2|903.5.36.2]]).<br /> <br /> Except as provided in the second Standard paragraph of [[#903.5.39|EPG 903.5.39]], where Overhead Arrow-per-Lane guide signs are used for the Interchange Advance guide sign(s) for a multi-lane exit having an optional exit lane that also carries the through route or for a split with an option lane (see [[#903.5.39|EPG 903.5.39]]), an Overhead Arrow-per-Lane guide sign shall also be used instead of the Exit Direction sign and located near, but not downstream from, the point where the outside edge of the dropped lane begins to diverge from the main roadway (see [[#fig903.5.39.2|Figures 903.5.39.2]] through [[#fig903.5.39.4|903.5.39.4]]). The Overhead Arrow-per-Lane guide sign shall be designed in accordance with the provisions of [[#903.5.39|EPG 903.5.39]].<br /> <br /> The following provisions shall govern the design and application of overhead Exit Direction signs:<br /> :A. The sign shall display the Exit Number plaque (if exit numbering is used), the route number, cardinal direction, and destination, as applicable, with a diagonally upward-pointing directional arrow (see [[#fig903.5.25.1|Figure 903.5.25.1]]).<br /> :B. The message EXIT ONLY in black on a fluorescent yellow sign panel (E11-1d or E11-1e) shall be used on the overhead Exit Direction sign to advise road users of a lane drop situation (see [[#fig903.5.28.2|Figures 903.5.28.2]] and [[#fig903.5.28.3|903.5.28.3]]). The sign shall comply with the provisions of [[#903.5.28|EPG 903.5.28]].<br /> <br /> For numbered exits to the right, an Exit Number (E1-5P through E1-5eP) plaque (see [[#fig903.5.23|Figure 903.5.23]]) shall be added above the top right-hand edge of the sign.<br /> <br /> For numbered exits to the left, a Left Exit Number (E1-5fP through E1-5kP) plaque (see [[#fig903.5.23|Figure 903.5.23]]) shall be added above the top left-hand edge of the sign.<br /> <br /> For unnumbered exits to the left, a LEFT (E1-5mP) plaque (see [[#fig903.5.23|Figure 903.5.23]]) shall be added above the top left-hand edge of the sign.<br /> <br /> {{SpanID|fig903.5.25.3}}<br /> [[File:Figure 903.5.25.3 Exit Direction Sign Placement.png|thumb|center|800px|alt=Three segments of roadway showing different examples of exit direction sign placement (overhead, post-mounted, and exit gore signs) are shown. Along the roadway W13-2 signs are shown. Dimensions are given for sign placement in reference from the theoretical gore and exit ramp taper length.|'''Figure 903.5.25.3''' Exit Direction Sign Placement]]<br /> <br /> '''Support. ''' [[#903.5.22|EPG 903.5.22]] contains additional information regarding exit numbering.<br /> <br /> '''Guidance. '''At multi-exit interchanges, the Exit Direction sign should be located directly over the exiting lane for the first exit, in accordance with this Section. An Interchange Advance guide sign for the second exit should be installed at the same location, normally over the right-hand through lane. Only for those conditions where the through movement is not evident should a confirmatory message be used over the left-hand lane(s) to guide road users traveling through an interchange (see [[#903.5.41|EPG 903.5.41]] for additional information on sign spreading).<br /> <br /> Where the freeway or expressway is on an overpass, the Exit Direction sign for the second exit should be installed on an overhead support over the exit lane in advance of the gore point, as near as practicable to the theoretical gore. Where the freeway or expressway passes under the crossroad and the exit ramp is located beyond the overcrossing structure, the overhead Exit Direction sign for the second exit should be placed either on the overcrossing structure (see [[#fig903.5.32|Figures 903.5.32]] through [[#fig903.5.34|903.5.34]]) or on a separate structure located immediately in front of the overcrossing structure.<br /> <br /> '''Option. '''Where extra emphasis of an especially low advisory ramp speed is needed, an Exit Direction Advisory Speed (E13-2) sign panel (see [[#fig903.5.25.2|Figure 903.5.25.2]]) may be placed at the bottom of the Exit Direction sign to supplement, but not to replace, the exit or ramp advisory speed warning signs.<br /> <br /> In cases, where sight distance is restricted because of structures or unusual alignment, principally in urban areas, making it impossible to locate the Exit Direction sign without violating the required minimum spacing between major guide signs (see [[#903.5.23|EPG 903.5.23]]), Interchange Sequence signs (see [[#903.5.24|EPG 903.5.24]]) may be substituted for an Interchange Advance guide sign.<br /> <br /> =={{SpanID|903.5.26}}903.5.26 Exit Gore Signs and Plaque (E5-1 Series) (MUTCD Section 2E.26)==<br /> &lt;center&gt;<br /> {|<br /> | [[File:E5-1.png|thumb|center|120px|alt=|&lt;center&gt;'''E5-1'''&lt;/center&gt;]]<br /> <br /> | [[File:E5-1a(one or two characters).png|thumb|center|120px|alt=|&lt;center&gt;'''E5-1a'''&lt;/center&gt;]]<br /> <br /> | [[File:E5-1a(three or more characters).png|thumb|center|120px|alt=|&lt;center&gt;'''E5-1a'''&lt;/center&gt;]]<br /> <br /> | [[File:W13-1aP.png|thumb|center|120px|alt=|&lt;center&gt;'''W13-1aP'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''The Exit Gore sign in the gore indicates the exiting point or the place of departure from the main roadway. Consistent application of this sign at each exit is important to provide adequate visibility of the departure of the exit roadway from the main roadway.<br /> <br /> '''Standard. '''The gore shall be defined as the area located between the main roadway and the ramp just beyond where the ramp branches from the main roadway. An Exit Gore sign shall be located in the gore for each ramp that departs from the main roadway of a freeway or expressway, or departs from a collector-distributor roadway, and shall display the word EXIT (E5-1) if interchange exit numbering is not used or EXIT XX (E5-1a) if interchange exit numbering is used (only on interstate routes), and an appropriate diagonally upward-pointing arrow. If suffix letters are used for exit numbering at a multi-exit interchange, the suffix letter shall also be included on the Exit Gore (E5-1a) sign shall be separated from the exit number by a space having a width of between ½ and ¾ of the height of the suffix letter. Breakaway or yielding supports shall be used.<br /> <br /> The Exit Gore sign shall be placed within the gore area at a location no more than 100 feet beyond the upstream end of the physical gore (See [[#fig903.5.26|Figure 903.5.26]]).<br /> <br /> '''Option. '''A placement distance of approximately 100 feet beyond the beginning of the physical gore is desirable. However, the sign may be placed closer than 100 feet beyond the physical gore, as determined by engineering judgement.<br /> <br /> {{SpanID|fig903.5.26}}<br /> [[File:Figure 903.5.26 Example of Exit Gore Sign Location.png|thumb|center|400px|alt=This diagram illustrates the placement of an Exit Gore Sign along a freeway. It shows the main lanes, the exit ramp, and the physical gore area between them. The sign is positioned approximately 100 feet from the start of the physical gore, indicating the exit direction.<br /> |'''Figure 903.5.26''' Example of Exit Gore Sign Location]]<br /> <br /> '''Guidance. '''The arrow should be aligned to approximate the angle of departure. Each gore should be treated similarly, whether the interchange has one exit roadway or multiple exits.<br /> <br /> '''Option. '''Where extra emphasis of an especially low advisory ramp speed is needed, the Confirmation Advisory Speed (W13-1aP) plaque (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.59|EPG 903.3.59]]) indicating the advisory speed may be mounted below the Exit Gore sign to supplement, but not to replace, the exit or ramp advisory speed warning signs.<br /> <br /> To improve the visibility of the gore for exiting drivers, a Type 1 object marker (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3|EPG 903.3]]) may be installed 4 feet above the ground line on each sign support below the Exit Gore sign.<br /> <br /> =={{SpanID|903.5.27}}903.5.27 Pull-Through Signs (E6-1 Series and E6-2 Series) (MUTCD Section 2E.27)==<br /> &lt;center&gt;<br /> {|<br /> | [[File:E6-1.png|thumb|center|200px|alt=|&lt;center&gt;'''E6-1'''&lt;/center&gt;]]<br /> <br /> | [[File:E6-1a.png|thumb|center|200px|alt=|&lt;center&gt;'''E6-1a'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''Pull-Through (E6-1 series and E6-2 series) signs are overhead guide signs intended for through traffic.<br /> <br /> '''Guidance. '''Pull-Through signs should be used where the geometrics of a given interchange are such that it is not clear to the road user as to which is the through roadway, or where additional route guidance is desired. Pull-Through signs with down arrows should be used where the alignment of the through lanes is curved and the exit direction is straight ahead, where the number of through lanes is not readily evident, and at multi-lane exits where there is a reduction in the number of through lanes. Pull-Through signs should not be used at exits with option lanes where full-width Overhead Arrow-per-Lane signs are being used. <br /> <br /> '''Standard. '''When used, Pull-Through signs shall display the route shield and the cardinal direction for the through route.<br /> <br /> '''Option. '''Pull-Through signs may display the control city and down arrows (see [[#903.5.17|EPG 903.5.17]]).<br /> <br /> '''Support. '''[[#903.5.28|EPG 903.5.28]], [[#903.5.38|EPG 903.5.38]], and [[#903.5.39|EPG 903.5.39]] contain information regarding the use of Overhead Arrow-per-Lane guide signs at multi-lane exits where there is a reduction in the number of through lanes and a through lane becomes an interior option lane for through or exiting traffic.<br /> <br /> =={{SpanID|903.5.28}}903.5.28 Signing for Interchange Lane Drops Without an Optional Exit Lane (MUTCD Section 2E.28)==<br /> <br /> '''Standard. '''The provisions of this Article shall only apply to lane drops at exits that do not have an optional exit lane. At exits that have an optional exit lane in addition to the dropped lane, the provisions of EPG [[#903.5.38|903.5.38]] and [[#903.5.39|903.5.39]] shall apply.<br /> <br /> Except as provided in the fourth Guidance paragraph of this Article, major guide signs for all lane drops at interchanges shall be mounted overhead. An EXIT ONLY sign panel shall be used for all interchange lane drops at which the through route is carried on the mainline and when any lane being dropped is a minimum of 1,000 feet in length from full lane width to the theoretical gore.<br /> <br /> '''Option.''' An EXIT ONLY sign panel may also be used in a situation where the lane being dropped is less than 1,000 feet in length where the terminus of the lane is not visible to the driver.<br /> <br /> '''Standard. '''Except on Overhead Arrow-per-Lane and Diagrammatic Advance guide signs (see [[#903.5.38|EPG 903.5.38]] through [[#903.5.40|903.5.40]]), the EXIT ONLY (down arrow) (E11-1 or E11-1f) sign panel (see [[#fig903.5.28.1|Figure 903.5.28.1]]) shall be used on all overhead Advance guide signs of lane drops (see [[#fig903.5.28.2|Figures 903.5.28.2]], [[#fig903.5.28.3|903.5.28.3]], and [[#fig903.5.37|903.5.37]]). The number of arrows on each sign shall correspond to the number of dropped lanes at the location of each sign. Placement of the down arrow shall comply with the provisions of [[#903.5.17|EPG 903.5.17]].<br /> <br /> For lane drops, the bottom portion of the overhead Exit Direction sign shall be fluorescent yellow with a black border and shall include a diagonally upward-pointing black directional arrow (left or right, as appropriate) for each lane dropped at the exit (see [[#fig903.5.23|Figures 903.5.28.2]] and [[#fig903.5.28.3|903.5.28.3]]). The sign shall be designed and placed so that each arrow is located over the approximate center of each lane being dropped. Except as provided in the following paragraph, the words EXIT and ONLY shall be positioned to the left and right, respectively, of the arrow on the E11-1d sign panel (see [[#fig903.5.28.1|Figure 903.5.28.1]]) for a single-lane drop. For a two-lane drop, the words EXIT ONLY shall be located between the two arrows on the E11-1e sign panel (see [[#fig903.5.28.1|Figure 903.5.28.1]]). The number of arrows on the sign shall correspond to the number of dropped lanes at the location of the sign. <br /> <br /> {{SpanID|fig903.5.28.1}}<br /> [[File:Figure 903.5.28.1 EXIT ONLY and LEFT Sign Panels.png|thumb|center|700px|alt=|'''Figure 903.5.28.1''' EXIT ONLY and LEFT Sign Panels]]<br /> <br /> '''Option.''' Where an existing sign structure length or adjacent signs constrain the width or placement of the Interchange Advance guide sign on that structure, the down arrow may be positioned to the right or left of the words EXIT ONLY, instead of between the words, to allow for the positioning of the arrow over the approximate center of the lane. Where the width of the Exit Direction sign extends over the adjacent lane, the directional arrow may be placed to the right of the words EXIT ONLY for an exit to the right, or to the left of the words EXIT ONLY for an exit to the left, to allow for the positioning of the arrow over the dropped lane.<br /> <br /> EXIT ONLY messages of either the combination of E11-1a and E11-1b, or the E11-1c sign panels (see [[#fig903.5.28.1|Figure 903.5.28.1]]) may be used to retrofit existing signing to warn of a lane drop situation ahead.<br /> <br /> '''Standard. '''If used to retrofit an existing guide sign, the E11-1a and E11-1b sign panels (see [[#fig903.5.28.1|Figure 903.5.28.1]]) shall be placed on either side of a white down arrow on an Interchange Advance guide sign and on either side of a white directional arrow on an Exit Direction sign. The E11-1c sign panel (see [[#fig903.5.28.1|Figure 903.5.28.1]]), if used to retrofit an existing Interchange Advance guide sign, shall be placed between the lower destination message and the white down arrow.<br /> <br /> '''Guidance. '''Some single exit only lanes develop into dual exit only lanes. An advance EXIT ONLY guide sign should be placed over the single lane before it develops into two, then a second advance EXIT ONLY guide sign should be placed after both lanes are fully developed.<br /> <br /> Except as provided in the paragraph below for an auxiliary lane, Interchange Advance guide signs for lane drops within 1 mile of the interchange should not display the distance message.<br /> <br /> Where the dropped lane is an auxiliary lane that is provided between successive entrance and exit ramps of two separate interchanges and the distance between the two ramps is less than 1 mile, the first Interchange Advance guide sign in the sequence downstream from the entrance ramp should display the distance message (see [[#fig903.5.28.4|Figure 903.5.28.4]]).<br /> <br /> Where the dropped lane carries the through route, signs should be used without the EXIT ONLY sign panel.<br /> <br /> '''Support. '''[[#fig903.5.28.4|Figure 903.5.28.4]] shows an example of guide signs for a dropped auxiliary lane between separate interchanges using overhead guide signs. [[#fig903.5.22.5|Figure 903.5.22.5]] shows guides signs used for an auxiliary lane that is 1,000 feet or longer. <br /> <br /> [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E) #903.5.38|EPG 903.5.38]] through [[#903.5.40|903.5.40]] contain information on the signing of lane drops at exits that also have an option lane.<br /> <br /> [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.41|EPG 903.3.41]] contains information regarding warning signs that can also be used for freeway lane drop situations.<br /> <br /> '''Guidance. '''In limited cases in which conditions are so constrained that it is impossible to locate an Interchange Advance guide sign either overhead or partly over the dropped lane, precluding positioning of the down arrow as provided in the third Standard paragraph of this Section, a sign panel displaying the legend RIGHT (LEFT) LANE ONLY in a black legend on a fluorescent yellow background should be substituted for the EXIT ONLY panel on that sign. In such cases, the Interchange Advance guide signs should be alternated with RIGHT (LEFT) LANE EXIT ONLY (W9-7) signs (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.41|EPG 903.3.41]]).<br /> <br /> Where a mainline lane is terminated immediately after an exit ramp, overhead and/or post mounted warning signs should be used to warn traffic as shown in [[#fig903.5.22.6|Figure 903.5.22.6]]. <br /> <br /> {{SpanID|fig903.5.28.2}}<br /> [[File:Figure 903.5.28.2 Guide Signs for a Single-Lane Exit to the Left with a Dropped Lane.png|thumb|center|700px|alt=&quot;One direction of a vertical highway is shown. Four horizontal rectangular green signs and sign assemblies with white legends and borders are shown along the highway. Signs indicate that the lane has become an exit only and gives the exit name and number.<br /> <br /> &quot;<br /> |'''Figure 903.5.28.2''' Guide Signs for a Single-Lane Exit to the Left with a Dropped Lane]]<br /> <br /> {{SpanID|fig903.5.28.3}}<br /> [[File:Figure 903.5.28.3 Guide Signs for a Single-Lane Exit to the Right with a Dropped Lane.png|thumb|center|700px|alt=&quot;One direction of a vertical highway is shown. Four horizontal rectangular green signs and sign assemblies with white legends and borders are shown along the highway. Signs indicate that the lane has become an exit only and gives the exit name and number.<br /> &quot;<br /> |'''Figure 903.5.28.3''' Guide Signs for a Single-Lane Exit to the Right with a Dropped Lane]]<br /> <br /> {{SpanID|fig903.5.28.4}}<br /> [[File:Figure 903.5.28.4 Examples of Overhead Guide Signs for a Dropped Auxiliary Lane between Separate Interchange Ramps.png|thumb|center|700px|alt=One direction of a vertical highway is shown. Six horizontal rectangular green signs and sign assemblies with white legends and borders are shown along the highway, pole mounted and mounted overhead. Along the roadway, W4-3R, W13-2, and E5-1a signs are shown.<br /> |'''Figure 903.5.28.4''' Examples of Overhead Guide Signs for a Dropped Auxiliary Lane between Separate Interchange Ramps]]<br /> <br /> {{SpanID|fig903.5.28.5}}<br /> [[File:Figure 903.5.28.5 Examples of Guide Signs for an Auxiliary Lane of at Least 1000 Feet in Length.png|thumb|center|700px|alt=One direction of a vertical highway is shown. Four horizontal rectangular green signs and sign assemblies with white legends and borders are shown along the highway, pole mounted and mounted overhead. Along the roadway, W13-2 and E5-1a signs are shown.<br /> |'''Figure 903.5.28.5''' Examples of Guide Signs for an Auxiliary Lane of at Least 1,000 Feet in Length]]<br /> <br /> {{SpanID|fig903.5.28.6}}<br /> [[File:Figure 903.5.28.6 Examples of Signing for Mainline Terminations within an Interchange.png|thumb|center|700px|alt=&quot;Example A – A segment of one direction of a vertical highway with an exit ramp is shown. Three horizontal rectangular green signs and sign assemblies with white legends and borders are shown along the highway, pole mounted and mounted overhead. Two horizontal rectangular yellow lane end signs with black legends and borders are shown. Along the roadway, a W4-2 sign is shown.<br /> <br /> Example B – Within interchange is the same as example A but shows an interchange. Along the roadway are a W9-1R sign supplemented by a W16-2P plaque, W4-2 and example overhead and post mounted exit direction signs. &quot;<br /> |'''Figure 903.5.28.6''' Examples of Signing for Mainline Terminations within an Interchange]]<br /> <br /> =={{SpanID|903.5.29}}903.5.29 Signing by Type of Interchange (MUTCD Section 2E.29)==<br /> <br /> '''Support. '''Road users need signs to help identify the location of the exit, as well as to obtain route, direction, and destination information for specific exit ramps. [[#fig903.5.30|Figures 903.5.30]] through [[#fig903.5.36.2|903.5.36.2]] show examples of guide signs for common types of interchanges. The interchange layouts shown in most of the figures illustrate only the major guide signs for one direction of traffic on the freeway and on the exit ramps. [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.44|EPG 903.4.44]] contains information regarding the signing of the crossroad approaches and connecting roadways to freeways and expressways.<br /> <br /> '''Guidance. '''The signing layout for all interchanges of the same type should be similar. For the purpose of uniform application, the significant features of the signing layout for each of the more frequent types of interchanges (illustrated in [[#fig903.5.29.1|Figures 903.5.29.1]] through [[#fig903.5.36.2|903.5.36.2]]) should be followed as closely as possible. Even when unusual geometric features exist, variations in signing layout should be held to a minimum.<br /> <br /> Where a single interchange combines a different type of ramp configuration for each direction of travel, the main roadway major guide signing should be determined by the specific interchange type for that direction of travel.<br /> <br /> '''Support. '''[[#fig903.5.29.1|Figures 903.5.29.1]] and [[#fig903.5.29.2|903.5.29.2]] shows examples of signing for an interchange exit ramp with a downstream split.<br /> <br /> {{SpanID|fig903.5.29.1}}<br /> [[File:Figure 903.5.29.1 Examples of Signing for an Interchange Exit Ramp with a Downstream Split.png|thumb|center|900px|alt=One direction of a vertical highway is shown with an exit ramp that splits downstream. Five horizontal rectangular green signs and sign assemblies with white legends and borders are shown along the highway, pole mounted and mounted overhead.<br /> |'''Figure 903.5.29.1''' Examples of Signing for an Interchange Exit Ramp with a Downstream Split]]<br /> <br /> {{SpanID|fig903.5.29.2}}<br /> [[File:Figure 903.5.29.2 Examples of Signing for an Interchange Exit Ramp with a Downstream Split.png|thumb|center|900px|alt=One direction of a vertical highway with an exit ramp that splits downstream. Six horizontal rectangular green signs and sign assemblies with white legends and borders are shown along the highway, pole mounted and mounted overhead.<br /> |'''Figure 903.5.29.2''' Examples of Signing for an Interchange Exit Ramp with a Downstream Split]]<br /> <br /> =={{SpanID|903.5.30}}903.5.30 Diamond Interchange (MUCTD Section 2E.31)==<br /> <br /> '''Support. '''An example of guide signs for a diamond interchange is shown in [[#fig903.5.30|Figure 903.5.30]].<br /> <br /> The typical diamond interchange ramp departs from the main roadway such that a speed reduction generally is not necessary in order for a driver to negotiate an exit maneuver from the main roadway onto the ramp roadway. [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.12|EPG 903.3.12]] contains provisions for the use of an Advisory Exit Speed (W13-2) sign for situations where a speed reduction is necessary.<br /> <br /> '''Guidance. '''When a speed reduction is not necessary, an Advisory Exit Speed sign should not be used.<br /> <br /> The Advisory Exit Speed sign, if used, should be located along the deceleration lane or along the ramp such that it is visible to the driver far enough in advance to allow the driver to decelerate before reaching the curve associated with the exiting maneuver. Use and placement of the Advisory Exit Speed sign should otherwise comply with [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.12|EPG 903.3.12]] of the EPG.<br /> <br /> '''Option. '''A Stop Ahead (W3-1) or Signal Ahead (W3-3) warning sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.29|EPG 903.3.29]]) may be placed, where engineering judgment indicates a need, along the ramp in advance of the crossroad, to give notice to the driver.<br /> <br /> '''Guidance. '''When used on two-lane ramps, Stop Ahead or Signal Ahead signs should be used in pairs with one sign on each side of the ramp.<br /> <br /> Where the exit ramp allows traffic to turn in either direction onto the crossroad, a Destination (D1 series) sign (see [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.32|EPG 903.4.32]]) that includes each destination displayed on the Advance, Exit Direction, and Supplemental guide signs along the main roadway for that exit should be placed along the ramp.<br /> <br /> {{SpanID|fig903.5.30}}<br /> [[File:Figure 903.5.30 Example of Guide Signs for a Diamond Interchange.png|thumb|center|800px|alt=Segments of two roadways running vertically and horizontally are shown. The interchange between the two is shown as a diamond-shaped ramp configuration. A series of eight signs and sign assemblies are shown along the vertical highway. All signs and sign assemblies are horizontal rectangular green signs with white borders and lettering. They are shown to the right of the highway, unless otherwise noted.<br /> |'''Figure 903.5.30''' Example of Guide Signs for a Diamond Interchange]]<br /> <br /> =={{SpanID|903.5.31}}903.5.31 Diamond Interchange in Urban Area (MUTCD Section 2E.32)==<br /> <br /> '''Support. '''An example of guide signs for a diamond interchange in an urban area is shown in [[#fig903.5.31|Figure 903.5.31]]. This example includes the use of the Community Interchanges Identification sign (see [[#903.5.50|EPG 903.5.50]]), which might be useful if two or more interchanges serve the same community.<br /> <br /> In urban areas, street names are often displayed as the principal message in destination signs.<br /> <br /> '''Option. '''If interchanges are too closely spaced to locate the Interchange Advance guide signs at the distances specified in [[#903.5.23|EPG 903.5.23]], they may be placed closer to the exit with the distances displayed adjusted accordingly.<br /> <br /> {{SpanID|fig903.5.31}}<br /> [[File:Figure 903.5.31 Example of Guide Signs for a Diamond Interchange in an Urban Area.png|thumb|center|800px|alt=Segments of two roadways running vertically and horizontally are shown. The interchange between the two is shown as a diamond-shaped ramp configuration. A series of four signs and sign assemblies are shown along the figure. All signs and sign assemblies are horizontal rectangular green signs with white borders and lettering. They are shown to the right of the roadways, unless otherwise noted. A roadway labeling sign is shown.<br /> |'''Figure 903.5.31''' Example of Guide Signs for a Diamond Interchange in an Urban Area]]<br /> <br /> =={{SpanID|903.5.32}}903.5.32 Cloverleaf Interchange (MUTCD Section 2E.33)==<br /> <br /> '''Support. '''A cloverleaf interchange has two exits for each direction of travel. The exits are closely spaced and have common Advance guide signs. An example of guide signs for a cloverleaf interchange is shown in [[#fig903.5.32|Figure 903.5.32]].<br /> <br /> '''Guidance. '''The Advance guide signs should include two place names, one corresponding to each exit ramp, with the name of the place served by the first exit on the upper line.<br /> <br /> '''Standard. '''An overhead guide sign assembly shall be placed at the theoretical gore of the first exit ramp, with an Exit Direction sign for the first exit and an Interchange Advance guide sign for the second exit, as shown in [[#fig903.5.32|Figure 903.5.32]]. The second exit shall be indicated by an overhead Exit Direction sign over the auxiliary lane. <br /> <br /> Interchanges with more than one exit from the main roadway shall be numbered as described in [[#903.5.22|EPG 903.5.22]] with an appropriate suffix.<br /> <br /> '''Guidance. '''Where the main roadway passes under the crossroad and the exit roadway is located beyond the overcrossing structure, the placement of the overhead Exit Direction sign for the second exit should comply with [[#903.5.25|EPG 903.5.25]] (see [[#fig903.5.32|Figure 903.5.32]]).<br /> <br /> {{SpanID|fig903.5.32}}<br /> [[File:Figure 903.5.32 Example of Guide Signs for a Full Cloverleaf Interchange.png|thumb|center|800px|alt=Guide signs for a full cloverleaf interchange for vertical and horizontal roadways are shown. A series of 7 signs and sign assemblies are shown along the highways from the bottom to the top of the figure. Except as otherwise noted, all signs are horizontal rectangular green signs with white lettering and borders.<br /> |'''Figure 903.5.32''' Example of Guide Signs for a Full Cloverleaf Interchange]]<br /> <br /> =={{SpanID|903.5.33}}903.5.33 Cloverleaf Interchange with Collector-Distributor Roadways (MUTCD Section 2E.34)==<br /> <br /> '''Support. '''An example of guide signs for a full cloverleaf interchange with collector-distributor roadways is shown in [[#fig903.5.33|Figure 903.5.33]].<br /> <br /> '''Guidance. '''Destination names and route numbers shown on the collector-distributor roadway signing should be the same as those used on the upstream Interchange Advance guide signs on the main roadway.<br /> <br /> '''Standard. '''Exit Direction signs at exits from the collector-distributor roadways shall be overhead and located at the theoretical gore of the collector-distributor roadway and the exit ramp.<br /> <br /> '''Guidance. '''Exits from the collector-distributor roadways should be numbered with an appropriate suffix. If the exits from a collector-distributor roadway are numbered, the Interchange Advance guide and Exit Direction signs on the main roadway should include, in addition to two place names, their corresponding exit number and suffixes with the plural EXITS in the Exit Number (E1-5P series) plaque. If only the exit from the main roadway is numbered, the Interchange Advance guide and Exit Direction signs on the main roadway should use the singular EXIT in the Exit Number plaque. If interchange exit numbering is not used, the Interchange Advance guide signs on the main roadway should use the singular EXIT in the distance messages.<br /> <br /> {{SpanID|fig903.5.33}}<br /> [[File:Figure 903.5.33 Example of Guide Signs for a Full Cloverleaf Interchange with Collector-Distributor Roadways.png|thumb|center|800px|alt=Guide signs for a full cloverleaf interchange with collector-distributor roadways for vertical and horizontal roadways are shown. A series of signs and sign assemblies are shown along the highways from the bottom to the top of the figure. All signs are horizontal rectangular green signs with white lettering and borders.<br /> |'''Figure 903.5.33''' Example of Guide Signs for a Full Cloverleaf Interchange with Collector-Distributor Roadways]]<br /> <br /> =={{SpanID|903.5.34}}903.5.34 Partial Cloverleaf Interchange (MUTCD Section 2E.35)==<br /> <br /> '''Support. '''An example of guide signs for a partial cloverleaf interchange is shown in [[#fig903.5.34|Figure 903.5.34]].<br /> <br /> '''Guidance. '''For a partial cloverleaf with only one exit roadway in a direction of travel, where the main roadway passes under the crossroad and the exit roadway is located beyond the overcrossing structure, the overhead Exit Direction sign should be placed either on the overcrossing structure (see [[#fig903.5.34|Figure 903.5.34]]) or on a separate structure located immediately in front of the overcrossing structure.<br /> <br /> '''Support. '''Partial cloverleaf interchanges with successive exit ramps from the same direction of travel are signed the same as cloverleaf interchanges for that direction of travel (see [[#903.5.32|EPG 903.5.32]]).<br /> <br /> {{SpanID|fig903.5.34}}<br /> [[File:Figure 903.5.34 Example of Guide Signs for a Partial Cloverleaf Interchange.png|thumb|center|700px|alt=Guide signs for a partial cloverleaf interchange for vertical and horizontal roadways are shown. A series of signs and sign assemblies are shown along the vertical highway. Except as otherwise noted, all signs are horizontal rectangular green signs with white borders and lettering.<br /> |'''Figure 903.5.34''' Example of Guide Signs for a Partial Cloverleaf Interchange]]<br /> <br /> =={{SpanID|903.5.35}}903.5.35 Collector-Distributor Roadways for Successive Interchanges (MUTCD Section 2E.36)==<br /> <br /> '''Support. '''Examples of guide signs for a collector-distributor roadway that provides access to multiple interchanges are shown in [[#fig903.5.35.1|Figures 903.5.35.1]] and [[#fig903.5.35.2|903.5.35.2]]. [[903.10 Specific Service Signs (MUTCD Chapter 2J) #903.10|EPG 903.10]] contains provisions for General Service and Specific Service signs.<br /> <br /> '''Guidance. '''Where access to successive interchanges is provided from a single collector-distributor roadway, the number of lines of destination information displayed on the major guide signs on the main roadway approach to the collector-distributor roadway should comply with the provisions of [[#903.5.14|EPG 903.5.14]].<br /> <br /> Where exit numbering is used, the exit numbers for exits accessed from the collector-distributor roadway should be displayed on the main roadway guide signs. <br /> <br /> An Exit Gore sign (see [[#903.5.26|EPG 903.5.26]]) should be placed in the gore where the collector-distributor roadway departs from the main roadway.<br /> <br /> Interchange guide signing along the collector-distributor roadway should comply with the provisions for interchange signing in [[#|EPG 903.5]].<br /> <br /> {{SpanID|fig903.5.35.1}}<br /> [[File:Figure 903.5.35.1 Example of Guide Signs for Successive Interchanges With Collector-Distributor Roadways.png|thumb|center|800px|alt=Guide signs for vertical and horizontal roadways with successive interchanges are shown. A series of signs and sign assemblies are shown along the vertical highway. All signs are horizontal rectangular green signs with white borders and lettering.<br /> |'''Figure 903.5.35.1''' Example of Guide Signs for Successive Interchanges With Collector-Distributor Roadways]]<br /> <br /> {{SpanID|fig903.5.35.2}}<br /> [[File:Figure 903.5.35.2 Example of Guide Signs for Successive Interchanges With Collector-Distributor Roadways.png|thumb|center|800px|alt=Guide signs for vertical and horizontal roadways with successive interchanges are shown. A series of signs and sign assemblies are shown along the vertical highway. All signs are horizontal rectangular green signs with white borders and lettering. Three successive partial cloverleaf interchanges are shown in succession along the vertical roadway.<br /> |'''Figure 903.5.35.2''' Example of Guide Signs for Successive Interchanges With Collector-Distributor Roadways]]<br /> <br /> =={{SpanID|903.5.36}}903.5.36 Freeway-to-Freeway Interchanges (MUTCD Section 2E.37)==<br /> <br /> '''Support. '''Freeway-to-freeway interchanges are major decision points where the effect of taking a wrong ramp cannot be easily corrected. Reversing direction on the connecting freeway or reentering to continue on the intended course is usually not possible. Examples of guide signs for freeway-to-freeway interchanges are shown in [[#fig903.5.36.1|Figures 903.5.36.1]] and [[#fig903.5.36.2|903.5.36.2]].<br /> <br /> '''Guidance. '''The sign messages should contain only the route shield, cardinal direction, and the name of the next control city on the route. Arrows should point as indicated in [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.8|EPG 903.4.8]], except where Overhead Arrow-per-Lane signs are used in accordance with the provisions of EPG [[#903.5.38|903.5.38]] and [[#903.5.39|903.5.39]].<br /> <br /> '''Support. '''An off-route movement is the movement that does not follow the through route. Drivers might not expect the off-route movement to be to the left or an optional lane at a split (see [[#903.5.39.4|Figure 903.5.39.4]]). [[#903.5.22|EPG 903.5.22]] contains information about the use of the Left Exit Number (E1-5fP through E1-5kP) plaque at splits where the off-route movement is to the left. EPG [[#903.5.38|903.5.38]] and [[#903.5.39|903.5.39]] contain information about the use of Overhead Arrow-per-Lane guide signs for freeway splits with an option lane and for multi-lane freeway-to-freeway exits having an option lane. <br /> <br /> '''Standard. '''The roadway for the off-route shall be signed as an exit. If exit numbering is used, the signs shall comply with the provisions of [[#903.5.22|EPG 903.5.22]]. Distance messages on the Advance guide signs shall comply with the provisions of [[#903.5.23|EPG 903.5.23]].<br /> <br /> Overhead signs shall be used at a distance of 1 mile and at the theoretical gore of each connecting ramp. When Overhead Arrow-per-Lane signs are used, they shall be located in accordance with the provisions of [[#903.5.39|EPG 903.5.39]]. <br /> <br /> '''Option. '''The Advance guide signs at the ½-mile and 2-mile locations may also be mounted overhead.<br /> <br /> '''Guidance. '''An Advisory Exit Speed (W13-2) sign should be used where an engineering study shows that it is necessary to display a speed reduction message for ramp signing (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.12|EPG 903.3.12]]).<br /> <br /> {{SpanID|fig903.5.36.1}}<br /> [[File:Figure 903.5.36.1 Example of Guide Signs for Freeway-to-Freeway Interchange.png|thumb|center|800px|alt=One direction of a vertical highway depicted with three lanes, expanding to four lanes is shown. The two rightmost lanes are shown curving to the right, to the right of the theoretical gore. Near the top of the figure, these two lanes are shown splitting at another theoretical gore shown with white chevron markings. A series of horizontal rectangular green signs with white legends and borders are shown along the highway from the bottom to the top of the figure.<br /> |'''Figure 903.5.36.1''' Example of Guide Signs for Freeway-to-Freeway Interchange]]<br /> <br /> {{SpanID|fig903.5.36.2}}<br /> [[File:Figure 903.5.36.2 Example of Guide Signs for Freeway-to-Freeway Interchange.png|thumb|center|800px|alt=Segments of one direction of a vertical highway with three lanes are shown. A deceleration lane is added approaching the first exit ramp. Farther north, the left and center lanes are shown continuing straight, to the left of a theoretical gore shown. The right lane then is shown angling to the right to become a right exit ramp. A series of horizontal rectangular green signs with white legends and borders are shown along the highway from the bottom to the top of the figure.<br /> |'''Figure 903.5.36.2''' Example of Guide Signs for Freeway-to-Freeway Interchange]]<br /> <br /> =={{SpanID|903.5.37}}903.5.37 Freeway Split with Dedicated Lanes (MUTCD Section 2E.38)==<br /> <br /> '''Standard. '''Signing for freeway splits with dedicated lanes shall use the sign designs shown in [[#fig903.5.37|Figure 903.5.37]].<br /> <br /> The arrows on each Interchange Advance guide sign shall match the number of lanes present at the location of the Advance guide sign. <br /> <br /> The signs for this application shall be mounted overhead. When arrows are used, each arrow shall be located over the approximate center of the lane to which it applies.<br /> <br /> Where one roadway of the split carries the through route, the other roadway of the split shall be signed as an exit. If exit numbering is used, the signs shall comply with the provisions of [[#903.5.22|EPG 903.5.22]]. Distance messages on the Advance guide signs shall comply with the provisions of [[#903.5.23|EPG 903.5.23]]. <br /> <br /> The number and location of Advance guide signs shall comply with the provisions of [[#903.5.23|EPG 903.5.23]]. <br /> <br /> '''Guidance. '''The Exit Direction and Pull-Through signs should be located at the theoretical gore.<br /> <br /> The Exit Direction and Pull Through signs should display down arrows if the alignment is straight or diagonal upward-pointing directional arrows if the alignment is curved (see [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.8|EPG 903.4.8]]).<br /> <br /> '''Standard. '''The Exit Direction sign shall contain the EXIT ONLY (E11-1 series) sign panel (see [[#903.5.28|EPG 903.5.28]]).<br /> <br /> {{SpanID|fig903.5.37}}<br /> [[File:Figure 903.5.37 Example of Guide Signs for a Split with Dedicated Lanes.png|thumb|center|800px|alt=Segments of one direction of a four-lane vertical highway with a Y-shaped divergence of two lanes to the left and right are shown. Nine horizontal rectangular green signs and sign assemblies with white legends and borders are shown along the highway.<br /> |'''Figure 903.5.37''' Example of Guide Signs for a Split with Dedicated Lanes]]<br /> <br /> =={{SpanID|903.5.38}}903.5.38 Signing for Option Lanes at Splits and Multi-Lane Exits (MUTCD Section 2E.39)==<br /> <br /> '''Support. '''Some freeway and expressway splits or multi-lane exit interchanges contain an interior option lane serving both movements in which traffic can either leave the route or remain on the route, or choose either destination at a split, from the same lane.<br /> <br /> '''Standard. '''On freeways and expressways, Overhead Arrow-per-Lane guide sign designs as provided in [[#903.5.39|EPG 903.5.39]] shall be used for all multi-lane exits at interchanges (see [[#903.5.10|EPG 903.5.10]]) that have an optional exit lane that also carries the through route (see [[#fig903.5.39.2|Figures 903.5.39.2]] and [[#fig903.5.39.3|903.5.39.3]]) and for all splits that include an option lane (see [[#903.5.39.4|Figure 903.5.39.4]]). Overhead Arrow-per-Lane guide signs shall not be used on freeways and expressways for any other types of exits or splits, including single-lane exits and splits that do not have an option lane. <br /> <br /> =={{SpanID|903.5.39}}903.5.39 Design of Overhead Arrow-per-Lane Guide Signs for Option Lanes (MUTCD Section 2E.40)==<br /> {{SpanID|fig903.5.39.1}}<br /> [[File:Figure 903.5.39.1 Example of an Overhead Arrow-per-Lane Guide Sign for a Multi-Lane Exit with an Option Lane.png|thumb|center|800px|alt=|'''Figure 903.5.39.1''' Example of an Overhead Arrow-per-Lane Guide Sign for a Multi-Lane Exit with an Option Lane]]<br /> <br /> '''Support. '''Overhead Arrow-per-Lane guide signs (see [[#fig903.5.39.1|Figure 903.5.39.1]]) are used where an option lane is present at freeway and expressway multi-lane exit interchanges and splits. They display an upward-pointing arrow above each lane that conveys the direction(s) of travel that the lane serves at the point of departure. At locations where an option lane is present at a multi-lane exit or split, Overhead Arrow-per-Lane guide signs have been shown to be superior to other guide sign designs because they convey positive direction about which destination and direction each approach lane serves, particularly for the option lane, which is otherwise difficult to clearly sign.<br /> <br /> '''Standard. '''Overhead Arrow-per-Lane guide signs as provided in [[#903.5.38|EPG 903.5.38]] shall be used at all new or reconstructed freeway and expressway locations and at freeway and expressway locations where replacement of existing sign support structures is necessitated by reconstruction. The Overhead Arrow-per-Lane guide sign at the exit or split shall be located at or in the immediate vicinity of the point where the exiting lanes begin to diverge from the through lanes or, for a split, at the point where the approach lanes begin to diverge from one another, preserving the relation of the arrows displayed on the sign to their respective lanes. The Overhead Arrow-per-Lane guide sign at the exit shall not be located at or near the theoretical gore.<br /> <br /> '''Option. '''At existing or non-reconstructed locations where an overhead Exit Direction sign exists at the theoretical gore, and the existing sign support structure is retained, an overhead Exit Direction sign may continue to be used on the existing sign support structure in conjunction with a replacement of the advance signs using the Overhead Arrow-per-Lane guide sign design. <br /> <br /> '''Standard. '''If an existing Exit Direction sign is being retained at an interchange as provided in the previous paragraph, an Overhead Arrow-per-Lane guide sign shall not be used at the location of the Exit Direction sign at or in the vicinity of the theoretical gore. New installations of Exit Direction and Pull-Through signs shall not be permitted in conjunction with Overhead Arrow-per-Lane guide signs on new or reconstructed facilities.<br /> <br /> '''Guidance. '''Overhead Arrow-per-Lane guide signs should be located at approximately ½ mile and 1 mile in advance of the exit or split, and at approximately 2 miles in advance of the exit or split where space is available and conditions allow.<br /> <br /> '''Standard. '''Overhead Arrow-per-Lane guide signs used on freeways and expressways shall be designed in accordance with the following criteria:<br /> :A. The sign shall include an upward-pointing (vertical, curved, or bifurcated) arrow for each lane of the approach to the split or exit.<br /> :B. The shaft of each arrow shall be located over the approximate center of the lane to which it applies. <br /> :C. Arrows for continuing through lanes shall be vertically upward-pointing (see [[#fig903.5.39.2|Figure 903.5.39.2]]) unless the continuing through lanes are on a significantly curved alignment beyond the theoretical gore (see [[#fig903.5.39.3|Figure 903.5.39.3]]).<br /> :D. The arrow for a lane that must exit shall be curved in the direction of the exit and shall be accompanied by black-on-fluorescent yellow EXIT (E11-1a) and ONLY (E11-1b) sign panels adjacent to the lower end of the arrow shaft. The E11-1a and E11-1b sign panels shall not be used for a split of two overlapping routes where neither of the diverging routes is designated as an exit. Where the through lanes curve and the exit continues on a straight alignment, upward-pointing vertical arrows shall be used for the exiting movement and curved arrows for the through movement (see [[#fig903.5.39.3|Figure 903.5.39.3]]).<br /> :E. The arrow for an optional exit lane that also carries the through route shall have a single shaft that bifurcates into a vertically upward-pointing arrow and a curving arrow corresponding to the configuration of the through and exit lanes.<br /> :F. For splits with an option lane, the arrow for the lane from which either direction of the split can be accessed shall have a single shaft that bifurcates into two upward-pointing curving arrows (see [[#fig903.5.39.4|Figure 903.5.39.4]]).<br /> :G. A vertical white line shall be used to separate the route shields and destinations for the two diverging movements from each other.<br /> :H. The distance to the exit or split shall be displayed below the off-movement destination on the advance signs at the 1-mile and 2-mile locations.<br /> :I. The number of lanes displayed on a sign shall correspond to the number of lanes at the location of that sign. An advance sign shall not depict lanes that are added downstream of the sign location.<br /> :J. For numbered exits, the Exit Number (E1-5P) or Left Exit Number (E1-5bP) plaque shall be used at the top of the sign in accordance with [[#903.5.23|EPG 903.5.23]]. For unnumbered exits to the left, a LEFT (E1-5mP) plaque shall be added on the top left-hand edge of and adjacent to the sign.<br /> <br /> '''Guidance. '''Overhead Arrow-per-Lane guide signs used on freeways and expressways should be designed in accordance with the following additional criteria:<br /> :A. No more than one destination should be displayed for each movement, and no more than two destinations should be displayed per sign.<br /> :B. The arrowhead(s) for the diverging movement should be positioned lower on the sign than the arrowhead(s) for the movement that continues straight ahead, independent of which movement carries the through route. Where the movements are freeway or expressway splits rather than exits, the arrowheads should be positioned at approximately the same height on the sign. <br /> :C. Route shields, cardinal directions, and destinations should be positioned on the sign such that they are clearly related to the arrowhead(s) for the movement to which they apply.<br /> :D. The cardinal direction should be placed adjacent to the route shield for exits or splits leading in a single cardinal direction.<br /> :E. The vertical white line that is used to separate the route shields and destinations for the two diverging movements from each other should not descend below the top of the arrowheads for the through lanes, and should be positioned approximately halfway between the diverging arrowheads for the optional movement lane (see [[#fig903.5.39.1|Figure 903.5.39.1]]).<br /> <br /> {{SpanID|fig903.5.39.2}}<br /> [[File:Figure 903.5.39.2 Example of Overhead Arrow-per-Lane Guide Signs for a Two-Lane Exit to the Right with an Option Lane.png|thumb|center|800px|alt=Segments of one direction of a vertical highway depicted with four lanes are shown. Near the top of the figure, the third lane from the left divides, and this lane and the right lane (ramp) are shown separated by a solid wide white line and curving to the right, to the right of a theoretical gore. Three overhead mounted horizontal rectangular green signs and sign assemblies with white legends and borders are shown along the highway.<br /> |'''Figure 903.5.39.2''' Example of Overhead Arrow-per-Lane Guide Signs for a Two-Lane Exit to the Right with an Option Lane]]<br /> <br /> {{SpanID|fig903.5.39.3}}<br /> [[File:Figure 903.5.39.3 Example of Overhead Arrow-per-Lane Guide Signs for a Two-Lane Exit to the Right with an Option Lane (Through Lanes Curve to the Left).png|400px|thumb|center|800px|alt=Segments of one direction of a vertical highway depicted with three lanes are shown. Near the top of the figure, the center lane divides, and this lane and the right lane (labeled ramp) are shown separated by a solid wide white line and continuing straight ahead, to the right of a theoretical gore. The left lane and part of the center lane are shown curving left, to the left of the gore. Three overhead mounted horizontal rectangular green signs and sign assemblies with white legends and borders are shown along the highway.<br /> |'''Figure 903.5.39.3''' Example of Overhead Arrow-per-Lane Guide Signs for a Two-Lane Exit to the Right with an Option Lane (Through Lanes Curve to the Left)]]<br /> <br /> {{SpanID|fig903.5.39.4}}<br /> [[File:Figure 903.5.39.4 Example of Overhead Arrow-per-Lane Guide Signs for a Split with an Option Lane.png|thumb|center|800px|alt=Segments of one direction of a vertical highway depicted with three lanes are shown. Near the top of the second segment, the highway begins to show a Y-shaped divergence of two lanes to the left fork and two lanes to the right fork. The left and right two-lane forks continue in the third segment. Four overhead mounted horizontal rectangular green signs and sign assemblies with white legends and borders are shown along the highway.<br /> |'''Figure 903.5.39.4''' Example of Overhead Arrow-per-Lane Guide Signs for a Split with an Option Lane]]<br /> <br /> '''Standard. '''Overhead Arrow-per-Lane guide signs shall not be used to depict a downstream split of an exit ramp on a sign located on the mainline.<br /> <br /> '''Support. '''Specific detailed design of Overhead Arrow-per-Lane guide signs will be provided by the Highway Safety and Traffic division.<br /> <br /> '''Standard. '''The arrow heights for Overhead Arrow-per-Lane guide signs on freeways and expressways shall be as shown in [[#tab903.5.39|Table 903.5.39]].<br /> <br /> '''Option.''' Where extra emphasis of an especially low advisory ramp speed is needed, an EXIT XX MPH (E13-2) sign panel (see [[#fig903.5.25.3|Figure 903.5.25.3]]) may be placed below the applicable destination legend to supplement, but not to replace, the exit or ramp advisory speed warning signs.<br /> <br /> &lt;center&gt;<br /> {{SpanID|tab903.5.39}}<br /> {| class=&quot;wikitable&quot;<br /> |+ '''Table 903.5.39''' Overhead Arrow-per-Lane Arrow Height Based on Principal Legend Letter Height<br /> |-<br /> ! Principal Legend Letter Height !! Through Arrow !! Turn Arrow !! Through with Turn Arrow !! Split Arrow<br /> |-<br /> | 16 or less || 40 || 30 || 40 || 33.33<br /> |-<br /> | style=&quot;background-color: #ffffff&quot; colspan=&quot;5&quot; | Note: Letter and arrow heights are shown in inches.<br /> |}<br /> &lt;/center&gt;<br /> <br /> =={{SpanID|903.5.40}}903.5.40 Design of Freeway and Expressway Diagrammatic Advance Guide Signs (MUTCD Section 2E.41)==<br /> <br /> '''Support. '''MoDOT no longer uses diagrammatic signs for option lanes. Overhead arrow-per-lane guide signs are used exclusively for this purpose.<br /> <br /> =={{SpanID|903.5.41}}903.5.41 Number of Signs at an Overhead Installation and Sign Spreading (MUTCD Section 2E.43)==<br /> <br /> '''Guidance. '''If overhead signs are warranted, as set forth in [[903.1 General (MUTCD Chapter 2A) #903.1.13|EPG 903.1.13]], the number of signs at these locations should be limited to only those essential in communicating pertinent destination information to the road user. Exit Direction signs for a single exit and the Interchange Advance Guide signs should have only one sign with one or two destinations. Regulatory signs, such as speed limits, should not be used in conjunction with overhead guide sign installations. Because road users have limited time to read and comprehend sign messages, there should not be more than three guide signs displayed at any one location either on the overhead structure or its support for one direction of travel.<br /> <br /> '''Option. '''At overhead locations, more than one sign may be installed to advise of a multiple exit condition at an interchange. If the roadway ramp or crossroad has complex or unusual geometrics, additional signs with confirming messages may be provided to properly guide the road user.<br /> <br /> '''Support. '''Sign spreading is a concept where major overhead signs are spaced so that road users are not overloaded with a group of signs at a single location. <br /> <br /> '''Guidance. '''Where overhead signing is used, sign spreading should be used at all single-exit interchanges and to the extent possible at multi-exit interchanges. Sign spreading should be accomplished by use of the following:<br /> :A. The Exit Direction sign should be the only guide sign used in the vicinity of the gore (other than the Exit Gore sign). It should be located overhead near the theoretical gore and generally on an overhead sign support structure.<br /> :B. The Interchange Advance guide sign to indicate the next interchange exit should be placed near the crossroad location. If the crossroad goes over the mainline, the Interchange Advance guide sign should be placed on the overcrossing structure or on a separate structure immediately in front of the overcrossing structure.<br /> <br /> =={{SpanID|903.5.42}}903.5.42 Closely-Spaced Interchanges (MUTCD Section 2E.44)==<br /> <br /> '''Support. '''[[#903.5.41|EPG 903.5.41]] contains information regarding sign spreading where the Exit Direction sign and the Interchange Advance guide sign for the next interchange are mounted overhead. Sign spreading is particularly beneficial where interchanges are closely spaced and overhead signing is used in conjunction with Interchange Sequence signs as provided in the following paragraph.<br /> <br /> '''Guidance. '''Interchange Sequence signs (see [[#903.5.24|EPG 903.5.24]]) should be used at closely-spaced interchanges. When used, they should identify and show street names and distances for the next two or three exits as shown in [[#fig903.5.24|Figure 903.5.24]].<br /> <br /> '''Standard. '''Interchange Advance guide signs for closely-spaced interchanges shall show information for only one interchange.<br /> <br /> =={{SpanID|903.5.43}}903.5.43 Guide Signing in Tunnels and Similar Structures (MUTCD Section 2E.45)==<br /> <br /> '''Support. '''The application of the provisions for freeway and expressway guide signs in tunnels and other similar structures can present unique challenges not encountered elsewhere due to the extended and continuous distances of constrained vertical and horizontal clearances in which to place signs. The effect of these constraints is particularly evident when there are interchange exit ramps inside the tunnel that require guide signing. As a result, it might not always be possible to use the typical layouts for guide signs inside a tunnel. In addition, interchange guide signs might need to be limited to one destination only, with other destinations displayed separately on Supplemental guide signs (see [[#903.5.49|EPG 903.5.49]]). Acceptable methods to modify the layout of a sign to fit the space available in a tunnel are provided in the following paragraph.<br /> <br /> '''Option. '''Overhead-mounted guide signs in tunnels, or in other similar structures with extended constrained vertical and horizontal clearances, may be modified in accordance with the following when needed to accommodate limited vertical clearance available for signs:<br /> :A. Some sign legend elements may be arranged side by side, such as by placing route shields to the left of the destination instead of above.<br /> :B. The Exit Number plaque (see [[#903.5.22|EPG 903.5.22]]) may be placed at the right-hand edge of the sign for right exits or at the left-hand edge of the sign for left exits instead of at the top edge of the sign. The legend of the Exit Number plaque may use a reduced letter height of not less than 6 inches for the word EXIT(S) and not less than 12 inches for numerals and suffixes.<br /> :C. Destination and roadway names may be displayed in reduced letter heights with an initial upper-case letter of not less than 10.67 inches, when determined acceptable based on consideration of reduced speed and other relevant factors, while maintaining adequate space between the legend and edges of the sign to ensure legibility and quick recognition.<br /> :D. Unusually long destination and roadway names that cannot be adequately shortened or otherwise acceptably abbreviated may be displayed using Series D letters in lieu of Series E (modified).<br /> <br /> '''Standard. '''Applicability of the provisions of the previous paragraph shall be limited to those signs within the limits of the tunnel or other similar structure and shall not be extended to the approaches to or departures from the tunnel.<br /> <br /> '''Support. '''Unlike typical guide signs that are exposed to rain, guide signs in tunnels accumulate grime and residue quickly. This accumulation can reduce visual contrast between legend and background and reduce the retroreflectivity of the sign sheeting. Therefore, guide signs in tunnels generally need more maintenance. <br /> <br /> '''Guidance. '''Overhead signs in tunnels should have external or internal sign illumination to ensure adequate visibility between scheduled maintenance and cleanings. <br /> <br /> One or more Interchange Sequence signs (see [[#903.5.24|EPG 903.5.24]]) should be used on the approach to the tunnel entrance to display the distances to the next interchanges that have exit ramps inside the tunnel or immediately following the end of the tunnel. <br /> <br /> Supplementary pavement markings, such as word, arrow, and/or route shield markings, should be considered inside the tunnel in addition to the basic lane and edge line markings.<br /> <br /> =={{SpanID|903.5.44}}903.5.44 Next Exit Plaques (E2-1P and E2-1aP) (MUTCD Section 2E.46)==<br /> &lt;center&gt;<br /> {|<br /> | [[File:E2-1P.png|thumb|center|300px|alt=|&lt;center&gt;'''E2-1P'''&lt;/center&gt;]]<br /> | [[File:E2-1aP.png|thumb|center|180px|alt=|&lt;center&gt;'''E2-1aP'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''Where the distance to the next interchange is 5 miles or more, a Next Exit (E2-1P or E2-1aP) plaque may be installed to inform road users of the distance to the next interchange.<br /> <br /> '''Guidance. '''The Next Exit plaque should not be used unless the distance between successive interchanges is more than 5 miles.<br /> <br /> Where the Next Exit plaque is used, the E2-1P plaque should be used where the width of the Interchange Advance guide sign is equal to or greater than the width of the E2-1P plaque. The E2-1aP plaque should be used where the width of the E2-1P plaque exceeds the width of the Interchange Advance guide sign.<br /> <br /> '''Standard. '''The Next Exit plaque shall display the legend NEXT EXIT XX MILES. If the Next Exit plaque is used, it shall be placed below the Interchange Advance guide sign nearest the interchange. It shall be mounted so as to not adversely affect the breakaway feature of the sign support structure.<br /> <br /> =={{SpanID|903.5.45}}903.5.45 Post-Interchange Signs (MUTCD Section 2E.47)==<br /> <br /> '''Guidance. '''If space between interchanges permits, as in rural areas, and where undue repetition of messages will not occur, a fixed sequence of signs should be displayed beginning 500 feet beyond the downstream end of the acceleration lane. At this point a Route Sign assembly should be installed followed by a Speed Limit sign and a Distance sign, each at a spacing of 1,000 feet (see [[#fig903.5.21|Figure 903.5.21]]). <br /> <br /> '''Option.''' On interstates, the route confirmation markers may be omitted due to the existence of the emergency reference markers.<br /> <br /> '''Guidance. '''If space between interchanges does not permit placement of these three post-interchange signs without encroaching on or overlapping the Advance guide signs necessary for the next interchange, or in rural areas where the interchanging traffic is primarily local, one or more of the post-interchange signs should be omitted.<br /> <br /> '''Option. '''Usually the Distance sign will be of less importance than the other two signs and may be omitted, especially if Interchange Sequence signs are used. If the sign for through traffic on an overhead assembly already contains the route sign, the post-interchange route sign assembly may also be omitted.<br /> <br /> =={{SpanID|903.5.46}}903.5.46 Post-Interchange Distance Signs (E7-1 through E7-3) (MUTCD Section 2E.48)==<br /> <br /> {{SpanID|fig903.5.46}}<br /> [[File:E7-3.png|thumb|center|250px|alt=|&lt;center&gt;'''E7-3''' &lt;/center&gt;]]<br /> <br /> '''Standard. '''If used, the Post-Interchange Distance sign shall consist of a one-line, two-line, or three-line sign displaying the names of significant destination points and the distances to those points. The top line of the sign shall identify the next meaningful interchange with the name of the community near or through which the route passes, or if there is no community, the route number or name of the intersected highway.<br /> <br /> '''Guidance. '''Post-Interchange Distance signs should not be used on roadways that use interchange sequence signing. <br /> <br /> '''Support.''' The minimum sizes of the route shields identifying a significant destination point are prescribed in [[#tab903.5.11.2|Tables 903.5.11.2]] and [[#tab903.5.11.3|903.5.11.3]].<br /> <br /> '''Guidance. '''If a second line is used, it should be reserved for communities of general interest that are located on or immediately adjacent to the route or for major traffic generators along the route.<br /> <br /> '''Option. '''The choice of names for the second line, if it is used, may be varied on successive Distance signs to give road users maximum information concerning communities served by the route.<br /> <br /> '''Standard. '''The third, or bottom line, shall contain the name and distance to a control city (if any) that has national significance for travelers using the route.<br /> <br /> '''Guidance. '''Distances to the same destinations should not be shown more frequently than at 5-mile intervals. The distances displayed on these signs should be the actual distance to the destination points and not to the exit from the freeway or expressway. The distance displayed for each community should comply with the provisions of [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.38|EPG 903.4.38]].<br /> <br /> '''Support. '''For interchanges, all guide sign distances are calculated from the advance sign location to the exit gore. Guide signs are located as close to the actual distance as possible. Guide sign distances do not have to be exact, but they need be as close as practical. For intersections, the stop bar or beginning of the crossroad radius is used to set guide sign distances. When referencing to a cloverleaf or another design where the exit ramps for the same route are separated by an appreciable distance, advance guide sign distances refer to the first theoretical gore.<br /> <br /> =={{SpanID|903.5.47}}903.5.47 Post-Interchange Travel Time Sign (MUTCD Section 2E.49)==<br /> <br /> <br /> '''Support.''' At certain locations, it might be more meaningful to recurrent road users to display the travel time rather than the distance to a destination. Such instances might be areas of adverse roadway conditions due to weather, such as in mountain passes or high elevations, congestion that occurs during peak travel seasons, or recurring congestion.<br /> <br /> [[#903.5.48|EPG 903.5.48]] contains information on Distance and Travel Time and Comparative Travel Time signs.<br /> <br /> '''Standard.''' If used, the Post-Interchange Travel Time sign (see [[#903.5.47|Figure 903.5.47]]) shall replace of the Post-Interchange Distance sign in the series of post-interchange signs (see [[#903.5.45|EPG 903.5.45]]).<br /> <br /> The Post-Interchange Travel Time sign shall comply with the provisions of the first Paragraph of [[#903.5.45|EPG 903.5.45]] with the following exceptions:<br /> <br /> ::A. The distance shall be replaced with a changeable message element to display the current travel time to the applicable destination; and <br /> ::B. The abbreviation MINS shall follow the changeable message element. <br /> <br /> Travel times shall not be used on Interchange guide signs (see [[#903.5.21|EPG 903.5.21]]).<br /> <br /> {{SpanID|fig903.5.47}}<br /> [[File:Figure 903.5.47 Example of a Post-Interchange Travel Time Sign.png|thumb|center|400px|alt=|'''Figure 903.5.47''' Example of a Post-Interchange Travel Time Sign]]<br /> <br /> =={{SpanID|903.5.48}}903.5.48 Distance and Travel Time Sign and Comparative Travel Time Sign (MUTCD Section 2E.50)==<br /> <br /> '''Support.''' Some locations might benefit from a travel time message displayed with the distance, or comparative travel times displayed for alternative routes to a common destination. These locations are often in advance of an urbanized area where interchanges become more closely spaced and/or in advance of a circumferential or other alternative route(s) where the road user can decide to divert depending on the destination. Nonetheless, these signs are typically located in advance of a decision point where the road user can divert to an alternate route to avoid recurring congestion. <br /> <br /> [[#903.5.48|EPG 903.5.48]] contains information on Post-Interchange Travel Time signs.<br /> <br /> '''Standard.''' The Distance and Travel Time sign (see [[#fig903.5.48|EPG 903.5.48]]) shall display a major destination, landmark, or junction; a distance message; and a travel time message, each on a separate line. The distance units shall be displayed in the distance message. The travel time shall be displayed in a changeable message element and the abbreviation MINS shall follow the changeable message element. The Distance and Travel Time sign shall not display distance and time to more than one destination or junction.<br /> <br /> The Comparative Travel Time sign (see [[#fig903.5.48|EPG 903.5.48]]) shall display a major destination, landmark, or junction, and two alternative routes with travel time messages. Each alternative route and associated travel time message shall be on a separate line. The travel time shall be displayed in a changeable message element and the abbreviation MINS shall follow the changeable message element. <br /> <br /> Comparative travel times shall not be used to promote different modes of travel, such as personal vehicle highway travel compared with transit, or different forms of transit.<br /> <br /> '''Guidance.''' Where used, the Distance and Travel Time sign should be located between interchanges and away from the sequence of interchange guide signs or other major signs. <br /> Where used, the Comparative Travel Time sign should be located in advance of the sequence of interchange guide signs to provide adequate time for the road user to decide whether to reroute.<br /> <br /> {{SpanID|fig903.5.48}}<br /> [[File:Figure 903.5.48 Example of Travel Time Signs.png|thumb|center|400px|alt=|'''Figure 903.5.48''' Example of Travel Time Signs]]<br /> <br /> =={{SpanID|903.5.49}}903.5.49 Supplemental Guide Signs (E3 Series) (MUTCD Section 2E.51)==<br /> {{SpanID|fig903.5.49}}<br /> [[File:Figure 903.5.49 Example of Supplemental Guide Signs for a Mult-Exit Interchange.png|thumb|center|250px|alt=|'''Figure 903.5.49''' Example of Supplemental Guide Signs for a Mult-Exit Interchange]]<br /> <br /> '''Support. '''Supplemental guide signs (see [[#fig903.5.49|Figure 903.5.49]]) can be used to provide information regarding destinations accessible from an interchange, other than places displayed on the standard interchange signing. However, such Supplemental guide signing can reduce the effectiveness of other more important guide signing because of the possibility of overloading the road user’s capacity to receive visual messages and make appropriate decisions. “The AASHTO Guidelines for the Selection of Supplemental Guide Signs for Traffic Generators Adjacent to Freeways” is incorporated by reference in this Article.<br /> <br /> This class of sign includes College and Major Traffic Generator signs. Recreational area and historic signs are white on brown. Major traffic generator signs and most other supplemental signs are white on green.<br /> <br /> '''Guidance. '''Use of Supplemental guide signs should be limited to situations where there is a demonstrated need to sign for more destinations from an interchange than those that are displayed on the Interchange Advance guide and Exit Direction signs.<br /> <br /> A Supplemental guide sign should not be installed unless a destination meets the criteria established by MoDOT policy. MoDOT should adopt an appropriate policy for installing Supplemental guide signs using the “AASHTO Guidelines for the Selection of Supplemental Guide Signs for Traffic Generators Adjacent to Freeways.” In developing policies for such signing, such items as population, amount of traffic generated, distance from the route, and the significance of the destination, should be taken into account.<br /> <br /> Supplemental Guide signs should be post-mounted when adequate space is available, regardless of other guide signs being overhead or post-mounted.<br /> <br /> No more than one Supplemental guide sign should be used on each interchange approach.<br /> <br /> A Supplemental guide sign should display no more than two destinations and no more than three lines of destination names. Destination names should be followed by the interchange number (and suffix), or if interchanges are not numbered, by the legend NEXT RIGHT or SECOND RIGHT or both, as appropriate. If cloverleaf or closely spaced interchanges exist, the interchange exit number and suffix may be used.<br /> <br /> Where two or more Interchange Advance guide signs are used, the Supplemental guide sign should be installed approximately midway between two of the Interchange Advance guide signs. If only one Interchange Advance guide sign is used, the Supplemental guide sign should follow it by at least 800 feet. If the interchanges are numbered, the interchange number should be used for the action message.<br /> <br /> Supplemental guide signs should not be installed in the same location with or where it will detract from guide signs for a different interchange.<br /> <br /> '''Standard. '''Supplemental Guide signs shall be installed as an independent guide sign assembly.<br /> <br /> No more than two supplemental traffic generator destinations shall be signed from a single interchange approach and four from a single interchange along the main roadway (see the fourth and fifth Guidance paragraphs of this Article regarding the number of Supplemental guide signs at an interchange and the number of destinations displayed on a Supplemental guide sign).<br /> <br /> Supplemental guide signs shall not be placed at the same location as Interchange Advance guide, Exit Direction, or other signs related to an exit or interchange.<br /> <br /> Guide signs for recreational or cultural interest destinations (see [[903.13 Recreational, Historic Site, and Cultural Interest Area Signs (MUTCD Chapter 2M) #903.13|EPG 903.13]]) shall be considered as Supplemental guide signs, except where the interchange provides direct access to such a destination and the destination is instead displayed on the Interchange Advance guide and Exit Direction signs. <br /> <br /> '''Option. '''A pictograph (see definition in [[911 General (MUTCD Part 1)#911.3.2|EPG 911 (MUTCD Section 1C.02)]]) may be used on a Supplemental Guide sign in conjunction with a destination that is associated with governmental agencies, military bases, universities, or other government-approved institutions.<br /> <br /> '''Standard. '''The maximum dimension (height or width) of a pictograph shall not exceed two times the upper-case letter height of the destination legend and shall not exceed the size of a route shield on the guide sign. If used, the pictograph shall be located to the left of the destination legend it represents <br /> <br /> A pictograph representing a state, county, or municipal corporation or other incorporated or unincorporated community shall not be displayed on a Supplemental Guide sign.<br /> <br /> Pictographs shall otherwise comply with the provisions of [[903.1 General (MUTCD Chapter 2A) #903.1.5|EPG 903.1.5]].<br /> <br /> =={{SpanID|903.5.50}}903.5.50 Community Interchanges Identification Signs (E9-4 and E9-5) (MUTCD Section 2E.52)==<br /> {{SpanID|fig903.5.50.1}}<br /> [[File:Figure 903.5.50.1 Example of Community Interchanges Identification Sign.png|thumb|center|300px|alt=|'''Figure 903.5.50.1''' Example of Community Interchanges Identification Sign]]<br /> <br /> '''Support. '''For suburban or rural communities served by three or more interchanges, Community Interchanges Identification (E9-4 and E9-5) signs reduce the amount of information displayed on the Interchange Advance guide and Exit Direction signs by eliminating repetition of the same destinations for separate interchanges.<br /> <br /> '''Guidance. '''In these cases, the name of the community followed by the word EXITS should be displayed on the top line; the lines below should display the destination, road name or route number, and the corresponding distances to the nearest ¼ mile.<br /> <br /> The sign should be located in advance of the first Interchange Advance guide sign for the first interchange within the community (see [[#fig903.5.50.2|Figure 903.5.50.2]]).<br /> <br /> The legend displayed on the Interchange Advance guide and Exit Direction signs for each interchange should be consistent with the interchange names displayed on the Community Interchanges Identification sign. The name of the community displayed on the Community Interchanges Identification signs should be omitted from the legends of the Interchange Advance guide and Exit Direction signs.<br /> <br /> '''Standard. '''The amount of destinations listed shall not exceed three.<br /> <br /> Interchange exit numbers shall not be shown on Community Interchange Identification signs.<br /> <br /> '''Option. '''If interchanges are not conveniently identifiable or if there are more than three interchanges to be identified, the Next Exits sign (see [[#903.5.51|EPG 903.5.51]]) may be used.<br /> <br /> {{SpanID|fig903.5.50.2}}<br /> [[File:Figure 903.5.50.2 Example of Guide signs at a Community with Three or More Exits.png|thumb|center|800px|alt=The figure shows a plan view of a series of roadways and boundaries. Eight horizontal rectangular green signs and sign assemblies with white legends and borders are shown along the highway.<br /> |'''Figure 903.5.50.2''' Example of Guide signs at a Community with Three or More Exits]]<br /> <br /> =={{SpanID|903.5.51}}903.5.51 Next Exits Signs (E9-3 and E9-3a) (MUTCD Section 2E.53)==<br /> &lt;center&gt;<br /> {|<br /> | [[File:E9-3.png|thumb|center|250px|alt=|&lt;center&gt;'''E9-3'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''Many freeways or expressways pass through historical or recreational regions, or urban areas served by a succession of several interchanges.<br /> <br /> '''Option. '''Such regions or areas may be indicated by a Next Exits (E9-3 or E9-3a) sign located in advance of the Advance guide sign or signs for the first interchange.<br /> <br /> '''Guidance. '''The sign legend should identify the region or area followed by the words NEXT XX EXITS.<br /> <br /> The legend displayed on the Interchange Advance guide and Exit Direction signs for each interchange should not display the region or area name that is displayed on the Next Exits sign.<br /> <br /> =={{SpanID|903.5.52}}903.5.52 Weigh Station Signing (MUTCD Section 2E.54)==<br /> <br /> '''Support. '''Independent facilities or areas have been added along many highways where certain commercial vehicles are directed to stop to be weighed or inspected. These areas are sometimes permanent, such as in a roadside area, or temporary mobile facilities deployed along the roadway. <br /> <br /> The general concept for signing permanent Weigh Stations is similar to Rest Area signing (see [[903.9 General Service Signs (MUTCD Chapter 2I) #903.9.5| EGP 903.9.5]]) because in both cases traffic using either area remains within the highway right-of-way.<br /> <br /> '''Standard. '''The standard sequence of signs for a Weigh Station on an expressway or freeway shall include four basic signs (see [[#fig903.5.52|Figure 903.5.52]]):<br /> :A. An Advance Weigh Station Distance (D8-1) sign with the distance 1 MILE displayed,<br /> :B. An Advance Weigh Station Distance (D8-1) sign with the distance ½ MILE displayed, or a Weigh Station Advance Direction (D8-2) sign, <br /> :C. A Weigh Station Entrance Direction (D8-3) sign, and<br /> :D. A Weigh Station Gore sign (with the same legend as the Entrance Direction (D8-3) sign). <br /> <br /> If the weigh station uses a preclearance system, a WEIGH STATION PRECLEARANCE – ALL TRUCKS RIGHT LANE sign shall be used.<br /> <br /> '''Option. '''When spacing of 1 mile and ½ mile are not practical for the D8-1 signs, the 1 MILE and ½ MILE distances on the D8-1 signs may be adjusted to match the spacing determined by engineering judgment. <br /> <br /> '''Standard. '''A changeable legend display that displays either OPEN or CLOSED shall be included in the signing sequence to indicate when trucks are required to enter the weigh station.<br /> <br /> '''Guidance. '''The required changeable legend display OPEN or CLOSED describe in the previous paragraph should be displayed within and at the bottom of the Weigh Station Advance Direction (D8-2) sign or the Advance Weigh Station Distance (D8-1) sign, or on a supplemental plaque or sign panel.<br /> <br /> '''Support. '''An example of weigh station signing for use on freeways and expressways is shown in [[#fig903.5.52|Figure 903.5.52]].<br /> <br /> {{SpanID|fig903.5.52}}<br /> [[File:Figure 903.5.52 Example of Weigh Station Signing on Freeways.png|thumb|center|800px|alt=The figure shows two vertical lanes of one direction of a divided highway. An exit ramp is shown branching to the right from the right lane. Along the roadway a D8-1, an R13-12, a D8-2, a D8-3 signs are shown.<br /> |'''Figure 903.5.52''' Example of Weigh Station Signing on Freeways]]<br /> <br /> =={{SpanID|903.5.53}}903.5.53 Route Signs and Trailblazer Assemblies (MUTCD Section 2E.55)==<br /> <br /> '''Guidance. '''Route signs (see [[#fig903.5.53|Figure 903.5.53]]) should be incorporated as cut-out shields or other distinctive shapes on large directional guide signs. Where the Interstate shield is displayed in an assembly or on the face of a guide sign with U.S. or State Route signs, the Interstate numeral should be at least equal in size to the numerals on the other Route signs. The use of independent Route signs should be limited primarily to route confirmation assemblies.<br /> <br /> {{SpanID|fig903.5.53}}<br /> [[File:Figure 903.5.53 Interstate, Off-Interstate, and U.S. Route Signs.png|thumb|center|600px|alt=|'''Figure 903.5.53''' Interstate, Off-Interstate, and U.S. Route Signs]]<br /> <br /> Route signs and auxiliary plaques showing junctions and turns should be used for guidance on approach roads, for route confirmation just beyond entrances and exits, and for reassurance along the freeway or expressway. <br /> <br /> Only standard sizes should be used for guide signs and independent use.<br /> <br /> Route shields should be placed before street names and destinations, usually in the first line of the legend.<br /> <br /> '''Support. '''Shields are detailed in the standard plans. Numbered primary, U.S. and interstate route shields have two widths available for each type of mount: one for two-digit routes and one for three-digit routes.<br /> <br /> A business plaque is available in the standard plans for independent use only.<br /> <br /> '''Option. '''The standard Trailblazer Assembly (see [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.30|EPG 903.4.30]]) may be used on roads leading to the freeway or expressway. Component messages of the Trailblazer Assembly may be incorporated into a single sign in accordance with the provisions of [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.12|EPG 903.4.12]]. Independently-mounted Route signs may be used instead of Pull-Through signs as confirmation information.<br /> <br /> The word “TO” may be used when a guide sign is acting similar to a trailblazer. Some turning movements for roadways may lead to a route, but they may also have other possible destinations.<br /> <br /> '''Standard. '''The word “TO” shall only be used to trailblaze to a route, not a destination. The word “TO” shall be vertically centered on the shield and shall be placed before the shield to read properly.<br /> <br /> When a conflict arises between “TO” and a cardinal direction on the left of a shield, place “TO” first (starting from left hand side), then the shield, then the cardinal direction.<br /> <br /> =={{SpanID|903.5.54}}903.5.54 Signing on Conventional Road Approaches and Connecting Roadways (MUTCD Section 2E.58)==<br /> <br /> '''Support. '''[[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.44|EPG 903.4.44]] contains information regarding the signing on conventional roads on the approaches to interchanges and the signing on connecting roadways.<br /> <br /> =={{SpanID|903.5.55}}903.5.55 Wrong-Way Traffic Control at Interchange Ramps (MUTCD Section 2E.59)==<br /> <br /> '''Support. '''[[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.39|EPG 903.2.39]] contains information regarding the use of regulatory signs to deter wrong-way movements at intersections of freeway or expressway ramps with conventional roads, and in the area where entrance ramps intersect with the mainline lanes.<br /> <br /> =={{SpanID|903.5.56}}903.5.56 Traffic Generator Signing==<br /> <br /> '''Support. '''MoDOT’s policy on signing for traffic generators is defined in the following rules and regulations. These regulations can be found under the Code of State Regulations Title 7, Division 10, Chapter 17 (7 CSR 10-17.010).<br /> <br /> '''Standard. '''The Traffic Generator Program, along with other supplemental guide sign programs, is managed by a 3rd party contractor. Requests to participate in the Traffic Generator Program shall be forwarded to this 3rd party contractor for processing so they may do site reviews, evaluate eligibility and convey options to the perspective participant.<br /> <br /> '''Support. '''There are select traffic generator style signs which remain MoDOT’s responsibility to install and maintain include:<br /> <br /> Signing for Nationally Known / Nationally Prominent Historic Sites (see [[903.9 General Information Signs #903.9.23 |EPG 903.9.23]]).<br /> <br /> Signing for Lakes over 7,000 acres (see [[#903.5.57|EPG 903.5.57]]).<br /> <br /> =={{SpanID|903.5.57}}903.5.57 Supplemental Guide Signs for Lakes==<br /> <br /> '''Standard. '''For the purposes of interpretation of this policy, major lakes, bodies of water that are over 7,000 surface acres, shall qualify for signing at the Commission’s expense, see [[#tab903.5.57|Table 903.5.57]]. No signing shall be provided for any individual site, building or event located within a larger signed area.<br /> <br /> {{SpanID|tab903.5.57}}<br /> &lt;center&gt;<br /> {| class=&quot;wikitable&quot;<br /> |+ '''Table 903.5.57''' Missouri Lakes<br /> |-<br /> ! Non-contractual Lakes<br /> |-<br /> | Bull Shoals Lake<br /> |-<br /> | Harry S Truman Lake<br /> |-<br /> | Lake of the Ozarks<br /> |-<br /> | Mark Twain Lake<br /> |-<br /> | Norfork Lake<br /> |-<br /> | Pomme de Terre Lake<br /> |-<br /> | Smithville Lake<br /> |-<br /> | Stockton Lake<br /> |-<br /> | Table Rock Lake<br /> |-<br /> | Thomas Hill Resevoir<br /> |-<br /> | Wappapello Lake<br /> |-<br /> |}<br /> &lt;/center&gt;<br /> <br /> The signs shall comply with the provisions of [[#903.5.49|EPG 903.5.49]] except as provided below.<br /> <br /> The signs shall only be installed on freeways or expressways wherever the direct routes serving the lake intersect, see [[#fig903.5.57|Figure 903.5.57]].<br /> <br /> {{SpanID|fig903.5.57}}<br /> [[File:Figure 903.5.57 Example of Supplemental Guide Signs for a Lake on a Freeway or Expressway.png|400px|thumb|center|800px|alt=&quot;The figure shows two vertical lanes of one direction of a divided highway. Along the roadway a supplemental guide sign for a major lake is shown. An exit ramp is shown branching to the right from the right lane with a ramp sign for a major lake. <br /> &quot;<br /> |'''Figure 903.5.57''' Example of Supplemental Guide Signs for a Lake on a Freeway or Expressway]]<br /> <br /> The signs shall be rectangular and have a white legend and border on a brown background.<br /> <br /> If trailblazing signs are requested, the requesting agency shall be responsible for the participation fee for the trailblazing signs and shall comply with the provisions of [[903.13 Recreational, Historic Site, and Cultural Interest Area Signs (MUTCD Chapter 2M)|EPG 903.13]].<br /> <br /> No pictograph shall be displayed on the signs.<br /> <br /> =={{SpanID|903.5.58}}903.5.58 Lane Reduction==<br /> <br /> '''Guidance. '''When a lane is dropped on a multi-lane, high-volume, high-speed roadway by merging lanes (lane not dropped at an interchange), at least two overhead advance signs should be used. The first sign should indicate the lane that ends and a distance.<br /> <br /> The last sign should indicate the lane that ends and an action line.<br /> <br /> These signs should be black legend on fluorescent yellow background and placed over the lane that is ending. These signs should have 12 in. series E Modified letters, all upper-case.<br /> <br /> '''Support. '''For example, the first line may read RIGHT LANE ENDS. The second line should provide a distance in feet or mileage such as &quot;1000 FT&quot; or &quot;1/2 MILE&quot;. When sufficient distance is available, two advance distance signs are provided at 1 mile and 1/2 mile.<br /> <br /> Another example, the first line states RIGHT LANE ENDS, and the second line may read &quot;MERGE LEFT&quot;.<br /> <br /> For typical 4-lane to 2-lane reductions see [[903.15 Typical Signing Applications|EPG 903.15]].<br /> <br /> =={{SpanID|903.5.59}}903.5.59 Signing for Route Termination==<br /> <br /> '''Standard. '''In advance of the termination of any route, a sign shall be installed to indicate the route ends and all traffic must exit. The sign shall include the shield of the route, which terminates with a relevant text message, such as “ALL VEHICLES MUST EXIT”.<br /> <br /> =={{SpanID|903.5.60}}903.5.60 Signing for Route Name Change==<br /> <br /> '''Standard. '''In advance of the location where a route name changes, a sign shall be erected indicating “(Rte. XXX) Ends Continue on (Rte. YYY)”.<br /> <br /> '''Guidance. '''If Route XXX and YYY use different cardinal directions, then they should be included as modifiers to the route shields.<br /> <br /> '''Support. '''For termination of conventional roads see [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.20|EPG 903.4.20]].<br /> <br /> =={{SpanID|903.5.61}}903.5.61 Crossroad Guide Sign ==<br /> <br /> '''Support. '''The Crossroad Guide (E8 series) sign is used on a crossroad to provide destination and direction for traffic entering an expressway or freeway.<br /> <br /> '''Guidance. '''The destination used should be a control city (see [[#tab903.5.7|Table 903.5.7]]) for interstate routes.</div>

TaracksA https://epgtest.modot.org/index.php?title=903.9_General_Information_Signs&diff=60811 2025-11-25T19:58:03Z

<p>TaracksA: /* {{SpanID|903.9.9}}903.9.9 City/County Limit Signs (I4, I5, I6 Series) */</p> <hr /> <div>==903.9.1 Sizes of General Information Signs (MUTCD Section 2H.01)==<br /> <br /> '''Standard.''' Except as provided in [[903.2 Extent of Signing#903.2.13 Dimensions (MUTCD Section 2A.11)|EPG 903.2.13]], the sizes of General Information signs that have a standardized design shall be as shown in Table 903.9.1.<br /> <br /> '''Support.''' EPG 903.2.13 contains information regarding the applicability of the various columns in Table 903.9.1.<br /> <br /> '''Option.''' Signs larger than those shown in Table 903.9.1 may be used (see EPG 903.2.13).<br /> &lt;center&gt;<br /> ===Table 903.9.1 Guide Sign Sizes===<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot; rowspan=&quot;2&quot;|Sign !!style=&quot;background:#BEBEBE&quot; rowspan=&quot;2&quot;|Sign Designation !!style=&quot;background:#BEBEBE&quot; rowspan=&quot;2&quot; width=115| EPG Article!! style=&quot;background:#BEBEBE&quot; colspan=&quot;3&quot;|Conventional Road (in. x in.)!! style=&quot;background:#BEBEBE&quot; |Freeway/Expressway (in. x in.)<br /> |-<br /> !style=&quot;background:#BEBEBE&quot;|Single Lane!!style=&quot;background:#BEBEBE&quot;|Multi-Lane!!style=&quot;background:#BEBEBE&quot;| Oversized!!style=&quot;background:#BEBEBE&quot;| Mainline &amp; Ramps<br /> |-<br /> !Emergency Reference <br /> ||D10-5||[[#903.9.4 Emergency Reference Markers (D10-5 and D10-5a) (MUTCD Section 2H.06)|903.9.4]]|| -|| -|| -|| 18 X 60<br /> |-<br /> !Auto Tour<br /> ||M17 Series ||[[#903.9.5 Auto Tour Route Signs (M17 series) (MUTCD Section 2H.07)|903.9.5]]|| Varies|| Varies|| -|| Varies<br /> |-<br /> !Acknowledgement<br /> ||I9-1, I9-1P, I9-1a, I9-1aP, I9-2, I9-2P, I9-3 ||[[#903.9.6 Sponsorship Signs (I9-1, I9-2, I9-2P, I9-3, I9-4) (MUTCD Section 2H.08)|903.9.6]]|| Varies|| Varies|| -|| Varies<br /> |-<br /> !Airport<br /> ||D4-10 ||[[#903.9.7 Airport Sign (D4-10)|903.9.7]]|| Var X 36|| -|| -|| -<br /> |-<br /> !Business District<br /> ||D4-15 ||[[#903.9.8 BUSINESS DISTRICT and INDUSTRIAL PARK Signs (D4-15, D4-16)|903.9.8]]|| 36 X 18|| 36 X 18|| -|| -<br /> |-<br /> !Industrial Park<br /> ||D4-16 ||[[#903.9.8 BUSINESS DISTRICT and INDUSTRIAL PARK Signs (D4-15, D4-16)|903.9.8]]|| 48 X 36|| 48 X 36|| -|| -<br /> |-<br /> !City Limit<br /> ||I4-1, I4-1a, I4-2, I4-2b|| [[#903.9.9 City/County Limit Signs (I4, I5, I6 Series)|903.9.9]] || Varies|| Varies|| -|| Varies<br /> |-<br /> !Town<br /> ||I5-1 ||[[#903.9.9 City/County Limit Signs (I4, I5, I6 Series)|903.9.9]]|| Varies|| -|| -|| -<br /> |-<br /> !County Line<br /> ||I6 Series ||[[#903.9.9 City/County Limit Signs (I4, I5, I6 Series)|903.9.9]]|| Varies|| Varies|| -|| Varies<br /> |-<br /> !Custom City Limit<br /> ||I4-1a, I4-2b ||[[#903.9.11 Custom City Limit and Custom County Line Signs (I4-1a, I4-2b, I6-1a)|903.9.11]]|| Varies|| Varies|| -|| Varies<br /> |-<br /> !Custom County Limit<br /> ||I6-1a ||[[#903.9.11 Custom City Limit and Custom County Line Signs (I4-1a, I4-2b, I6-1a)|903.9.11]]|| Var X 48|| Var X 48|| -|| Var X 48<br /> |-<br /> !Welcome To (for cities)<br /> || - ||[[#903.9.13 Welcome To Signs for Cities|903.9.13]]|| Varies|| Varies|| -|| Varies<br /> |-<br /> !Missouri State Line<br /> || I2-1||[[#903.9.14 State Line Signs (I2-1, I2-2, I2-3, I2-3P)|903.9.14]] || 36 X 18|| 72 X 36|| -|| 72 X 36<br /> |-<br /> !Missouri Welcomes You<br /> ||I2-2, I2-3 ||[[#903.9.14 State Line Signs (I2-1, I2-2, I2-3, I2-3P)|903.9.14]]|| 96 X 48|| 96 X 48|| -|| 144 X 72<br /> |-<br /> !Welcome Center (for state line only)<br /> ||I2-3P ||[[#903.9.14 State Line Signs (I2-1, I2-2, I2-3, I2-3P)|903.9.14]]|| -|| -|| -|| 144 X 36<br /> |-<br /> !Stream<br /> || I3-1, I3-1a||[[#903.9.15 River and Major Lake Name (I3-1)|903.9.15]]|| Varies|| Varies|| -|| Varies<br /> |-<br /> !Transportation<br /> ||I-5, I-7 ||[[#903.9.16 Transportation Signs (I-5, I-7, E11-1)|903.9.16]]|| 24 X 24|| 24 X 24|| -|| 30 X 30<br /> |-<br /> !Veterans<br /> || - ||[[#903.9.19 Veterans Signing|903.9.19]]|| Varies|| Varies|| -|| Varies<br /> |-<br /> !College Generator<br /> ||E12-1, E12-2, E12-2a, E12-3, E12-3a ||[[#903.9.20 College Signing|903.9.20]]|| -|| -|| -|| Varies<br /> |-<br /> !College Emblem<br /> ||E12-4, E12-4a, E12-5, E12-5a, E12-6, E12-6a, E12-7, E12-8 ||[[#903.9.20 College Signing|903.9.20]]|| -|| -|| -|| Varies<br /> |-<br /> !College Destination<br /> ||E12-1a ||[[#903.9.20 College Signing|903.9.20]]|| Varies|| Varies|| -|| -<br /> |-<br /> !Correctional Center<br /> || - ||[[#903.9.21 State Correctional Center Signs|903.9.21]]|| Varies|| Varies|| -|| Varies<br /> |-<br /> !Lewis and Clark<br /> ||M17-2a ||[[#903.9.22 Lewis and Clark Historic Site Sign (M17-2a)|903.9.22]]|| 24 X 30|| 24 X 30|| -|| 24 X 30<br /> |}<br /> &lt;/center&gt;<br /> <br /> ==903.9.2 General Information Signs (I Series) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2H.02)==<br /> <br /> '''Support.''' Of interest to the traveler, though not directly necessary for guidance, are numerous kinds of information that can properly be conveyed by General Information signs or miscellaneous information signs. They include such items as Missouri State line (I2-1), City limit (I4-1, I4-2a), unincorporated community signs (I5-1), County line (I6-1), and river names (I3-1). <br /> <br /> '''Option.''' The pictograph of a political jurisdiction (such as a state, county, or municipal corporation) may be displayed on custom city limit or custom county line signs (see [[#903.9.11 Custom City Limit and Custom County Line Signs (I4-1a, I4-2c, I6-1a)|EPG 903.9.11]]). Pictographs are only used in accordance with MUTCD guidelines. The display of a pictograph is not a standard application, if a jurisdiction chooses to display a pictograph there is a fee associated with the installation and maintenance of the special signs covered by a MoDOT TR15 signing agreement with the city/county. <br /> <br /> '''Standard.''' If used, the height of a pictograph on a political boundary General Information sign shall not exceed two times the height of the upper-case letters of the principal legend on the sign. The pictograph shall comply with the provisions of [[903.2 Extent of Signing#903.2.6 Sign Design (MUTCD Section 2A.06)|EPG 903.2.6]].<br /> <br /> ==903.9.3 Miscellaneous Information Signs ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2H.04)==<br /> <br /> '''Support.''' Miscellaneous information signs are used to point out geographical features, such as rivers and summits and other jurisdictional boundaries. <br /> <br /> '''Option.''' Miscellaneous information signs may be used if they do not interfere with signing for interchanges or other critical points. <br /> <br /> '''Guidance.''' Miscellaneous information signs should not be installed unless there are specific reasons for orienting the travelers or identifying control points for activities that are clearly in the public interest. If Miscellaneous information signs are to be of value to the traveler, they should be consistent with other guide signs in design and legibility. On all such signs, the design should be simple and dignified, without any tendency toward flamboyant advertising and in general compliance with other signing. <br /> <br /> ==903.9.4 Emergency Reference Markers (D10-5 and D10-5a) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2H.06)==<br /> <br /> [[image:903.9.4.jpg|center|60px|thumb|'''&lt;center&gt;D10-5'''&lt;/center&gt;]]<br /> <br /> '''Support.''' Emergency Reference Markers (D10-5 series) are used to assist travelers in estimating their progress, provide a means for identifying the location of emergency incidents and traffic crashes, and to aid in highway maintenance and servicing. The typical mile marker D10-1 series and intermediate mile marker D10-1a series of signs are not used by MoDOT as they do not provide the same level of information to the driver.<br /> <br /> The Directional Ramp Emergency Reference Markers (D10-5a) are placed on long directional ramps to provide motorists a means to report incidents and/or request assistance. These signs help responders identify not only the interchange, but also the specific ramp they need to respond to. <br /> <br /> '''Standard.''' Emergency Reference Markers (D10-5) shall be placed on Interstates (instead of traditional mile marker signs) at two-tenth mile intervals. An Emergency Reference Marker shall not be installed if it cannot be set within 200 ft. of its exact location. <br /> <br /> Every attempt shall be made to install Emergency Reference Markers, even if this requires special mounting designs on walls, bridges or concrete median barrier. <br /> <br /> '''Guidance.''' Directional Ramp Emergency Reference Markers (D10-5a) should be installed on directional ramps. These signs should be spaced approximately every 0.1 mile along the ramp with spacings being adjusted by engineering judgement to adjust for conditions. <br /> <br /> '''Standard.''' Emergency Reference Markers (D10-5) shall be vertical panels having green backgrounds with white numerals, letters and borders, except for the route shield, which shall be the standard color and shape. The top line shall consist of the cardinal direction for the roadway. The second line shall consist of the applicable route shield for the roadway. The third line shall identify the mile reference for the location and the bottom line of the Emergency Reference Marker shall give the tenth of a mile reference for the location displaying the decimal point. <br /> <br /> Directional Ramp Emergency Reference Markers (D10-5a) shall be vertical panels having green backgrounds with white numerals, letters, and borders, except for the route shield, which shall be the standard color and shape. The sign shall display the cardinal direction and route shield of the route being departed followed by “TO” and then display the cardinal direction and route shield of the route being accessed. Only the route shields for the primary routes shall be displayed on these signs, see [https://www.modot.org/media/16921 Standard Plan 903.03] for installation details.<br /> <br /> Emergency Reference Markers shall have a minimum mounting height of 4 ft. to the bottom of the sign according to the mounting height requirements of [[903.2 Extent of Signing#903.2.18 Standardization of Sign Location (MUTCD Section 2A.16)|EPG 903.2.18 Standardization of Sign Location]] and per details found in [https://www.modot.org/media/16921 Standard Plan 903.03]. <br /> <br /> The distance numbering shall be continuous for each route within the state, except where overlaps occur (see [[903.8 Freeway and Expressway Guide Signs#903.8.32 Interchange Exit Numbering (MUTCD Section 2E.31)|EPG 903.8.32]]). Where routes overlap, Emergency Reference Marker continuity shall be established for the route of higher classification. If two routes of the same class overlap each other, the route with the lower designation takes precedent unless that route overlaps for only a short segment.<br /> <br /> '''Guidance.''' The route selected for continuity of distance numbering should also have continuity in interchange exit numbering (see [[903.8 Freeway and Expressway Guide Signs#903.8.32 Interchange Exit Numbering (MUTCD Section 2E.31)|EPG 903.8.32]]). On a route without Emergency Reference Marker continuity, the first Emergency Reference Marker beyond the overlap should indicate the total distance traveled on the route so that travelers will have a means of correlating their travel distance between Emergency Reference Markers with that shown on their odometer.<br /> <br /> '''Standard. ''' The distance measurement shall increase in the northbound and eastbound directions of travel. Emergency Reference Markers for southbound or westbound roadways shall be set at locations directly opposite to and displaying the same distance measurement as the Emergency Reference Marker for the northbound or eastbound roadways. <br /> <br /> '''Guidance.''' The zero-distance should begin at the south and west state lines, or at the south and west terminus points where routes begin within a state. <br /> <br /> '''Standard.''' Except as provided in the option below Emergency Reference Markers shall be installed on the right side of the roadway. <br /> <br /> '''Option.''' Where conditions limit or restrict the use of Emergency Reference Markers on the right side of the roadway, they may be installed in the median. Emergency Reference Markers may be installed back-to-back if the median location is warranted. <br /> Emergency Reference Markers may be installed on non-interstate freeways and expressways under the following conditions: <br /> <br /> :1. Written support from the local response agency must first be obtained.<br /> <br /> :2. A logical beginning and ending point must be chosen. Examples of logical beginning or ending points include state boundaries, transitions from two to four lanes, or major intersections. District borders, county lines or construction project limits are not logical beginning and ending points.<br /> <br /> :3. All districts along the route must be involved in the decision to install Emergency Reference Markers on a route to ensure consistency of application.<br /> <br /> '''Guidance.''' Emergency Reference markers should not be installed on routes which are likely to change in length due to future realignments. Roadway realignments would require the replacement of Emergency Reference Markers in the future to correct the distance measurement displayed on these signs.<br /> <br /> ==903.9.5 Auto Tour Route Signs (M17 series) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2H.07)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:M17-1.jpg|center|thumb|80px|'''&lt;center&gt;M17-1'''&lt;/center&gt;]]||[[image:M17-2.jpg|center|thumb|80px|'''&lt;center&gt;M17-2'''&lt;/center&gt;]]||[[image:M17-3.jpg|center|thumb|80px|'''&lt;center&gt;M17-3'''&lt;/center&gt;]]||[[image:M17-4.jpg|center|thumb|80px|'''&lt;center&gt;M17-4'''&lt;/center&gt;]]||[[image:M17-5.jpg|center|thumb|80px|'''&lt;center&gt;M17-5'''&lt;/center&gt;]]<br /> |-<br /> |[[image:M17-8.jpg|center|thumb|80px|'''&lt;center&gt;M17-8'''&lt;/center&gt;]]||[[image:M17-8a.jpg|center|thumb|80px|'''&lt;center&gt;M17-8a'''&lt;/center&gt;]]||[[image:M17-10.jpg|center|thumb|80px|'''&lt;center&gt;M17-10'''&lt;/center&gt;]]||[[image:M17-11.jpg|center|thumb|80px|'''&lt;center&gt;M17-11'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Support.''' An auto tour route is a path along a historic route or a historic trail with the auto tour route traversing existing roadways. The roadway the auto tour route traverses may be the actual historic road or represent the exact location of a historic trail, however, it is more common the auto tour route traverses existing roadways which represent the closest approximation of where the historic route or trail originally existed.<br /> <br /> MoDOT does not typically initiate auto tour routes, this action is typically initiated by historical organizations like the National Park Service or private organizations like the Historic Route 66 Association of Missouri who have an interest in preserving the history of a historic route or trail. These organizations are the technical experts on the history of the historic route or trail. <br /> <br /> Auto tour signing is expensive to install and maintain and these costs are generally borne by the sponsoring organization requesting the signing. One of the primary issues with auto tour routes is they traditionally rely on signs to guide motorists along the path. If just one sign is stolen or damaged and taken out of service, the path is broken, and motorists can lose their way. In today’s technology and GPS guidance, there may be better more cost-effective ways of guiding motorists along an auto tour route. A sponsoring organization may want to consider instead of signing, such as a navigational map app for smart phone or GPS system. These types of apps are cheaper, can be easily updated, and are not as susceptible to failures like physical signs.<br /> <br /> '''Standard.''' The Commission will consider marking an auto tour trail if the historic route or historic trail meets these minimum qualifications: <br /> <br /> :A. The road has been designated historic in one of the following ways: <br /> ::1. The route is listed on the National Park Service’s National Register of Historic Places.<br /> ::2. The route is a National Park Service National Historic Trail<br /> ::3. The route has been designated as historic through state legislation or congressional action. <br /> :B. An organization shall exist who sponsors the historic route and who shall be responsible for determining the exact path of the historical road.<br /> :C. The historic route shall be a minimum of 50 miles long and contiguous in length. <br /> <br /> Once a historic route or trail has been determined to qualify for auto tour signing, there are additional conditions and terms which must be met before signs can be installed on Commission right of way:<br /> <br /> :A. There shall be an agreement between the sponsoring organization and the Commission to define the responsibilities of each party. The agreement will have a 10-year term with options to renew the agreement. A new agreement will be executed as part of the renewal period. Any changes to the agreement during the 10-year period will void the agreement. <br /> :B. The sponsoring organization shall be responsible for paying a fee for the auto tour trail signing placed on Commission right of way. The fee shall be determined by the Commission and will cover the cost for initial sign installations as well as the estimated maintenance costs for the life of the 10-year agreement. If at the end of the 10-year term the sponsoring organization wishes to renew the agreement, the organization will be responsible for paying a renewal fee to cover the estimated maintenance costs for the subsequent 10 years. If a renewal is not executed with the Commission following the end date of the previous agreement the auto tour trail signing will no longer be maintained and will be removed from Commission right of way.<br /> :C. Historic route signs located on MoDOT right of way shall be installed and maintained by MoDOT per the agreement. These signs will always remain the property of the Commission and at the end of their life span will be disposed of as scrap material. <br /> :D. The Commission shall approve the path of the historic route prior to execution of the agreement. <br /> :E. The design of the sign used to mark the historic route shall be approved by the Commission as well as the Federal Highway Administration. The size of the sign shall not be larger than 24” x 30”. <br /> :F. The Commission shall coordinate the fabrication of the approved historic route signs for both state route and non-state route portions of the historic route or path to assure uniformity in signing. <br /> :G. The installation of signs on Commission right of way shall be in accordance with MoDOT standards and specifications and approved by MoDOT prior to the execution of an agreement. The sign installations on routes outside of the Commission’s current right of way shall match the sign design and sign placement established for the state right of way, with the post selection meeting the approval of the local jurisdiction who owns the right of way the signs are being installed on. <br /> :H. If the path of the historic route travels on roadways outside of the Commission’s current highway system, the sponsoring organization shall acquire written commitments from local jurisdictions to allow the historic route’s path to traverse the local jurisdiction’s routes prior to the execution of the agreement with the Commission. These written commitments must also address how the signs will be initially installed along the local jurisdiction’s route as well as the commitments for the long-term maintenance of the signs. If these commitments cannot be obtained the historic route signing cannot be installed.<br /> :I. The auto tour path for the historic route shall be installed in a single phase within a year or less.<br /> :J. Any part of the Commission-maintained system shall be limited to a maximum of three concurrent historic route and/or trail designations.<br /> :K. The approved auto tour path shall be marked using trailblazer assemblies and confirmation assemblies installed on their own independent sign supports. The trailblazing assemblies shall comprise of one approved auto tour sign and the appropriate directional arrow. The confirmation assembly shall be comprised of only the approved auto tour sign. The confirmation assemblies shall be placed in advance of an intersection where the auto tour route makes a directional change, the confirmation assembly shall be installed downstream of the intersection where the auto tour route made the directional change. No other signs shall be installed along the route unless approved by the Commission. The Commission will work with the sponsoring organization to establish the sign installation plan identifying sign installation locations. <br /> :L. Cardinal Direction plaques shall not be used with auto tour route signing. <br /> :M. The AUTO TOUR (M17-1) auxiliary sign was an educational plaque, it is no longer used. All existing signs shall be removed from assemblies at the end of their life cycle.<br /> <br /> The TR15 agreement for the auto tour route signing for sponsoring organizations who are not state or federal agencies shall contain the following provisions: <br /> <br /> :A. The sponsoring organization for the historic route shall provide a detailed map and description for the path of the historic route to be included in the agreement between the sponsoring organization and the Commission.<br /> :B. The sponsoring organization shall have the funding for the installation and 10 years of maintenance in place before the agreement will be executed.<br /> :C. If the historic road crosses a state line, there must be agreement with the adjoining state or states on the signing and the routing of the historic route. If agreements with the other states cannot be reached the historic signing shall end at the last intersection in Missouri. <br /> :D. If approved, Auto Tour Route signs shall not be installed on freeways or expressways, except as necessary to provide continuity between disconnected segments of conventional roadways that are designated as auto tour routes, for which the freeway or expressway provides the only connection between the segments. If installed on freeways or expressways, Auto Tour Route signs shall be installed as independent trailblazer assemblies and shall not be installed with other Route signs or confirmation assemblies or on guide signs. If installed on freeways or expressways, Auto Tour Route trailblazer assemblies shall be installed at less frequent intervals than route confirmation assemblies. <br /> <br /> '''Support.''' Auto trail signing with state or federal sponsorship are typically installed under a memorandum of understanding (MOU), that is drafted specifically for each trail.<br /> <br /> The Mississippi River Trail (MRT), while listed here, is a US Bike route which was established through the AASHTO Route Marking process. The MRT Trail is a designated bicycle and pedestrian trail that traverses the shores of the Mississippi River in the United States. The trail extends from the headwaters at Lake Itasca in Minnesota to near the mouth of the river in Venice, Louisiana. Much of the trail’s 3,000 miles (4,800 km) follows roadways used by motor vehicles, although some of the route is on multi-use trails. <br /> <br /> There are several approved historic routes and trails that follow state-maintained routes which include: <br /> <br /> :A. [http://www.nps.gov/lecl/index.htm Lewis and Clark Trail] (M17-2)<br /> [[image:903.7.74.jpg|right|250px]]<br /> :B. [http://www.missouri66.org/ Historic 66] (M17-8, M17-8a)<br /> <br /> :C. [http://www.nps.gov/safe/index.htm Santa Fe Trail] (M17-4)<br /> <br /> :D. [http://www.nps.gov/oreg/index.htm Oregon Trail] (M17-3)<br /> <br /> :E. [http://www.nps.gov/trte/index.htm Trail of Tears] (M17-5)<br /> <br /> :F. [http://www.nps.gov/poex/ Pony Express] (M17-10)<br /> <br /> :G. [http://www.nps.gov/cali/index.htm California Trail] (M17-11)<br /> <br /> :H. Mississippi River Trail (MRT) bike trail / US Bike Route 45 (M17-7)<br /> <br /> '''Option.''' Exclusive to the Lewis and Clark Trail (M17-2) marker, signing may be placed on the Guide Signs to provide guidance along the approved path on freeways and expressways. If there is insufficient space on the guide sign to display the Lewis and Clark Trail, the trail sign may be hung below the guide sign in accordance with MoDOT Standards and Specifications. <br /> <br /> [[image:Fig. 903.9.5.jpg|center|600px|thumb|'''&lt;center&gt;Fig. 903.9.5, Standard Application of Trail Signing'''&lt;/center&gt;]]<br /> <br /> ===903.9.5.1 Corridor Designations===<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:M17-9.jpg|center|thumb|120px|'''&lt;center&gt;M17-9'''&lt;/center&gt;]]||[[image:M17-12.jpg|center|thumb|135px|'''&lt;center&gt;M17-12'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Support.''' Corridor designations are typically multi-state route names established and/or implemented by neighboring state DOTs. In Missouri, the adoption of corridor designations was accomplished through Commission action. <br /> <br /> There are two approved corridor designations currently in the state:<br /> <br /> :[https://www.modot.org/us-route-61avenue-saints '''Avenue of the Saints] (M17-9)''' - The Avenue of the Saints was the concept of businessman Ernest Hayes of Mount Pleasant, Iowa who in the 1980s envisioned a four-lane highway between St. Paul and St. Louis. It was named by Gary Smith, who at the time was Executive Director of the Southeast Iowa Regional Planning Commission. Smith and Hayes convened a group of area business and political leaders, who organized an effort to convince the Iowa Department of Transportation to study the idea, which they did in 1988. <br /> <br /> :In 1990 the FHWA chose its route for the Avenue of the Saints: the signed highway would follow the existing Interstate 35 from St. Paul to a point south of Clear Lake, Iowa; U.S. Route 18 to Charles City, Iowa; U.S. Route 218 to Cedar Falls, Iowa; U.S. Route 20 and Iowa Highway 58 around Cedar Falls and Waterloo, Iowa; Interstate 380 from Waterloo through Cedar Rapids to Interstate 80 near Coralville, Iowa and Iowa City, Iowa; U.S. Route 218 to Donnellson, Iowa; Iowa Highway 394 and Route B to Wayland, Missouri; and Interstate 64 and U.S. Route 61 from Wayland to St. Louis. The Intermodal Surface Transportation Efficiency Act of 1991 made the Avenue of the Saints an official &quot;high-priority corridor,&quot; and signs were put along the route by the end of the year.<br /> <br /> :On July 25, 2008, the final nine miles (14 km) of highway between the Lewis—Clark county line and Wayland, Missouri, was open to four-lane traffic. A ceremony was held at the intersection of US 61 and Route 27 to commemorate the completion of the four-lane highway in Missouri. The Avenue of the Saints is now complete from St. Paul to suburban St. Louis.<br /> <br /> :'''Chicago - Kansas City Expressway (CKC)''' – The Chicago–Kansas City Expressway is a highway that runs between Chicago, Illinois, and Claycomo, Missouri. The road is known as Route 110 in Missouri and Illinois Route 110 (IL 110) in Illinois. The Illinois Route 110 was created through legislation on May 27, 2010, as the designated route for the Illinois portion of the Chicago–Kansas City Expressway.<br /> <br /> :Missouri Route 110 and the Chicago-Kansas City Expressway designations were established through the actions of the Missouri Highways and Transportation Commission on January 4, 2012.<br /> <br /> ==903.9.6 Sponsorship Signs (I9-1, I9-2, I9-2P, I9-3, I9-4) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2H.08)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:I9-1 series.jpg|center|thumb|155px|'''&lt;center&gt;I9-1 Series'''&lt;/center&gt;]]||[[image:Fig. I9-2.jpg|center|thumb|120px|'''&lt;center&gt;I9-2'''&lt;/center&gt;]]||[[image:Fig. I9-2P.jpg|center|thumb|160px|'''&lt;center&gt;I9-2P'''&lt;/center&gt;]]||[[image:Fig. I9-3.jpg|center|thumb|130px|'''&lt;center&gt;I9-3'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Support.''' Acknowledgment signs are a way of recognizing a company, business, or volunteer group that provides a highway-related service. Acknowledgment signs include, but are not limited to, sponsorship signs for adopt-a-highway litter removal programs, maintenance of a parkway or interchange, and other highway maintenance or beautification sponsorship programs.<br /> <br /> Refer to [[141.8 Sponsorship Programs|EPG 141.8 Sponsorship Programs]] for more information on MoDOT's Sponsorship Policy.<br /> <br /> '''Guidance.''' Refer to [[:Category:171 Maintenance Policy and Operations|EPG 171 Maintenance Policy and Operations]] for acknowledgment sign program policy.<br /> <br /> '''Standard.''' Because regulatory, warning, and guide signs have a higher priority, acknowledgment signs shall only be installed where adequate spacing is available between the acknowledgment sign and other higher priority signs. Acknowledgment signs shall not be installed in a position where they would obscure the road users’ view of other traffic control devices.<br /> <br /> Acknowledgment signs shall not be installed at any of the following locations:<br /> <br /> :A. On the front or back of, adjacent to, or around any other traffic control device, including traffic signs, highway traffic signals and changeable message signs;<br /> <br /> :B. On the front or back of, adjacent to, or around the supports or structures of other traffic control devices, or bridge piers; or<br /> <br /> :C. At key decision points where a road user’s attention is more appropriately focused on other traffic control devices, roadway geometry or traffic conditions, including exit and entrance ramps, intersections, grade crossings, toll plazas, roundabouts, temporary traffic control zones and areas of limited sight distance.<br /> <br /> '''Guidance.''' The minimum spacing between acknowledgment signs and any other traffic control signs, except parking regulation signs, should be:<br /> <br /> :A. 150 ft. on roadways with speed limits of less than 30 mph,<br /> <br /> :B. 200 ft. on roadways with speed limits of 30 to 45 mph, and <br /> <br /> :C. 500 ft. on roadways with speed limits greater than 45 mph.<br /> <br /> If the placement of a newly installed higher-priority traffic control device, such as a higher-priority sign, a highway traffic signal or a temporary traffic control device, conflicts with an existing acknowledgment sign, the acknowledgment sign should be relocated, covered or removed.<br /> <br /> '''Option.''' Acknowledgment signs may have their own designs and may also use their own pictograph and/or a brief jurisdiction-wide program slogan as part of any portion of the acknowledgment sign, provided that the signs comply with the provisions for shape, color, and lettering style in this article and in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].<br /> <br /> '''Guidance.''' Acknowledgment signs should clearly indicate the type of highway services provided by the sponsor. <br /> <br /> '''Standard.''' Acknowledgment signs shall comply with the following provisions:<br /> <br /> :A. Neither the sign design nor the sponsor acknowledgment logo shall contain any contact information, directions, slogans (other than a brief jurisdiction-wide program slogan, if used), telephone numbers, or internet addresses, including domain names and uniform resource locators (URL);<br /> <br /> :B. Except for the lettering, if any, on the sponsor acknowledgment logo, all lettering shall be in upper-case letters;<br /> <br /> :C. In order to keep the focus on the highway-related service and not on the sponsor acknowledgment logo, the area reserved for the sponsor acknowledgment logo shall not exceed 1/3 of the total area of the sign and shall be a maximum of 8 sq. ft., and shall not be located at the top of the sign;<br /> <br /> :D. The entire sign display area shall not exceed 24 sq. ft.;<br /> <br /> :E. The sign shall not contain any messages, lights, symbols or trademarks that resemble any official traffic control devices;<br /> <br /> :F. The sign shall not contain any external or internal illumination, light-emitting diodes, luminous tubing, fiber optics, luminescent panels, or other flashing, moving or animated features; and <br /> <br /> :G. The sign shall not distract from official traffic control messages such as regulatory, warning, or guidance messages.<br /> <br /> '''Guidance.''' In the spring of 2012 the design of Adopt-A-Highway signs changed from an all blue background (I9-1) to a blue and white background with an interchangeable plaque system (I9-1a and I9-1aP). This plaque system is designed to allow Adopt-A-Highway signs to remain standing when adopters enter and leave the program. <br /> <br /> For new adoptions, the basic sign has a message of “AVAILABLE 888-ASK-MODOT” (I9-1a) and the plaque bearing the adopter’s name or message (I9-1aP) is installed over this message. When an adopter ceases participation in the program, the plaque should be removed, revealing the “available” message.<br /> <br /> Additionally, “AVAILABLE 888-ASK-MODOT” plaques (I9-1P) may be placed on the older style signs (I9-1) when an adopter stops participating if the existing sign still has some remaining service life. Once a new adopter chooses this section of roadway, the “available” plaque (I9-1P) may be changed out with a new plaque bearing the adopters name or message (I9-1aP).<br /> <br /> ==903.9.7 Airport Sign (D4-10)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:Fig. D4-10.jpg|center|thumb|120px|'''&lt;center&gt;D4-10'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Support.''' MoDOT signs for both general aviation airports (public airports that do not offer commercial flights) and airports offering regularly scheduled commercial air service.<br /> <br /> '''Standard.''' The Airport (D4-10) sign shall be used to sign general aviation airports and only at the first order sign location. If the first order signing location is at an interchange, only ramp terminal signing will be provided. Airport signing shall not be provided for privately owned airports or flying fields. <br /> <br /> Supplemental guide signing shall only be used to sign for airports offering regularly scheduled commercial air service and only up to the third order sign location or the first interchange encountered. <br /> <br /> The Airport (I-5) Symbol sign shall be reserved for guidance to airports offering regularly scheduled commercial service and shall not be used to provide guidance for airports that do not provide commercial flights. Airport (I-5) Symbol shall be incorporated into the supplemental guide sign designs. <br /> <br /> '''Option.''' Signing for St. Louis Lambert International Airport and Kansas City International Airport may have additional guide signing beyond the third order locations and beyond the first interchange due to the fact they draw motorist from all over the state as well as neighboring states.<br /> <br /> Airport (I-5) Symbol sign, with an arrow plaque, may be used as a trailblazer for airports offering commercial air service. The Airport (I-5) Symbol may be included on primary guide signs for exits which lead motorists in the direction of an airport offering regularly scheduled commercial air service.<br /> <br /> ==903.9.8 BUSINESS DISTRICT and INDUSTRIAL PARK Signs (D4-15, D4-16)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:D4-15.jpg|center|thumb|120px|'''&lt;center&gt;D4-15'''&lt;/center&gt;]]||[[image:D4-16.jpg|center|thumb|120px|'''&lt;center&gt;D4-16'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Option.''' The BUSINESS DISTRICT (D4-15) sign may be erected on a highway within the city limits at the principal intersection leading to the central business district. <br /> <br /> '''Standard.''' If a route passes through the central business district, this sign shall not be used. <br /> <br /> If a route passes through the industrial park, this sign shall not be used.<br /> <br /> '''Option.''' The INDUSTRIAL PARK (D4-16) sign may be erected on a highway within the city limits at the principal intersection leading to the central industrial park when truck traffic tends to get lost or miss turns. <br /> <br /> '''Guidance.''' If used, the INDUSTRIAL PARK sign should be installed at first order signing for the most direct path. <br /> <br /> =={{SpanID|903.9.9}}903.9.9 City/County Limit Signs (I4, I5, I6 Series)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:I4-1 2021.jpg|center|thumb|120px|'''&lt;center&gt;I4-1 and I4-2'''&lt;/center&gt;]]|| ||[[image:I5-1 2021.jpg|center|thumb|140px|'''&lt;center&gt;I5-1'''&lt;/center&gt;]]|| ||[[image:I6-1 2021.jpg|center|thumb|150px|'''&lt;center&gt;I6-1'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Standard.''' The City Limit (I4 series) signs shall be erected at the city limit of each incorporated area, at the point where the city limit crosses the right of way. If there is inadequate space at this location to install a sign, the city limit sign shall be moved to the closest appropriate location within the city limit boundaries.<br /> <br /> County Line (I6 series) signs shall be erected on all state routes at the county line boundary. If there is inadequate space at this location to install a sign, the county line sign shall be moved to the closest appropriate location within the county boundaries.<br /> <br /> '''Support.''' Beginning July 1, 2021, city populations will no longer be included on city limit signs to comply with new guidance which will be included in the 11&lt;sup&gt;th&lt;/sup&gt; edition of the MUTCD. The decision to phase out the display of populations on city limit signs prior to the release of the 11&lt;sup&gt;th&lt;/sup&gt; edition of the MUTCD was due to the pending release of the updated US Census numbers. This was to avoid the significant expenditure of resources to update all existing city limit signs with new populations. Existing city limit signs will continue to display the city population until the end of the sign’s service life with no option to update the display. City limit and county line sign designs will also be modified to match the MUTCD standard layout of jurisdictional boundary signs currently used on Missouri’s State Line signs, displaying the proper name of the boundary followed by the boundary type.<br /> <br /> '''Standard.''' City limit and county line signs shall only display the proper name of the incorporated community, or the proper name of the county, these jurisdictional boundary signs are marking, followed by the jurisdictional boundary description of “CITY LIMIT” or “COUNTY LINE” respectively. Names of elected officials or promotional messages, such as notable accomplishments or claims, shall not be displayed on, or with, city limit or county line signs.<br /> <br /> '''Guidance.''' The County Line sign should not be erected at the state line. <br /> <br /> '''Support.''' See [[903.15 Typical Signing Applications|EPG 903.15 Typical Signing Applications]] of City Limit signs. <br /> <br /> '''Option.''' Unincorporated Community signs (I5-1) may be installed at the approximate entrance of an unincorporated community, similar to a city limit sign. Unincorporated communities eligible for signing are those that the traveling public would view or recognize as an organized community as they pass through the area. These unincorporated communities would typically have businesses, community centers, or other non-residential structures that are visible from the highway, in addition to their residential areas. They would also be significant enough to typically justify a reduction in the posted speed limit and/or be considered as a destination on highway signs. Eligible unincorporated communities are typically structured enough to also have some form of governing board or council. <br /> <br /> Residential neighbor developments or subdivisions are not to be considered unincorporated communities that would qualify for highway signing. Regions that once were recognized by the traveling public as an unincorporated community but now have very little or no community recognizable features would no longer be eligible for signing. Existing Community boards installed for regions that are no longer eligible for signing shall remain in place until the end of their service life. <br /> <br /> A Speed Limit sign may be mounted above the Unincorporated Community sign if the speed limit changes at that location.<br /> <br /> ==903.9.10 Special Supplemental Signing==<br /> <br /> '''Support.''' Special supplemental signing policies contained in EPG 903.9.11 and [[#903.9.12 City and County Accomplishment Plaques (I4-1P, I4-2P, I5-1P, I6-1P)|EPG 903.9.12]] refer to signs that are either modifications of existing MoDOT signs or special guide signs that have been approved for use. In many cases these signs are provided by MoDOT and have a participation fee associated with the fabrication, installation and maintenance of these special supplementary signs. <br /> <br /> '''Guidance.''' Care should be taken when considering adding supplemental signs to make sure they do not interfere with or distract from regulatory, warning or guide signs. Sufficient spacing of at least 800 ft. on freeways or expressways should be allowed for drivers to be able to read and comprehend the sign messages. <br /> <br /> ==903.9.11 Custom City Limit and Custom County Line Signs (I4-1a, I4-2b, I6-1a)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:I4-1a 2021.jpg|center|thumb|150px|'''&lt;center&gt;I4-1a and I4-2b'''&lt;/center&gt;]]|| ||[[image:I6-1a 2021.jpg|center|thumb|150px|'''&lt;center&gt;I6-1a'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Support.''' Many cities and counties want to enhance their identity and presence to the traveling public. A way to do this is by requesting MoDOT to install customized city or county limit signs in lieu of the MoDOT standard jurisdictional boundary signs. Displaying the city or county logo or emblem along with the jurisdictional boundary information is in compliance with MUTCD standards. Standards have been developed, according to the MUTCD, as to what the signs will look like and what is allowed to be added to customize the signs. Custom signs are not required at city or county limits on the state system. <br /> <br /> Incorporated communities are permitted to request that custom city limit signs be installed on the state system. <br /> <br /> '''Standard.''' Any custom sign not conforming to this policy shall be removed. <br /> <br /> MoDOT shall fabricate customized signs, for consistency, according to the standards described below. Graphics or messages requested by the city or county shall have the approval of the department prior to fabrication. <br /> <br /> The signs shall be white legend on a green background. The signs shall be made of reflectorized material according to MoDOT standards. Lettering on the signs shall be of the approved size and style as contained in the [https://mutcd.fhwa.dot.gov/ MUTCD] for the type of facility where the signs will go. <br /> <br /> The left side of custom boundary signs shall display the standard message used on standard MoDOT-supplied city limit or county line signs with the right side of the sign displaying the official city or county logo or emblem (the square area in the sign images shown above). Logos of individual organizations shall not be allowed. The maximum size of the city or county logo (height and width) shall be two times the upper-case legend height of the city or county name displayed on the sign. <br /> <br /> When a city or county elects to use a customized limit sign, MoDOT shall replace the standard sign with the custom sign. If there is a need for a speed limit sign, the speed limit sign shall be installed the same as if a standard city limit sign were used.<br /> <br /> A participation fee shall be paid for by the city/county which will include all cost for fabrication, installation, and maintenance of the signs. Refer to [[903.15 Signing Agreements|EPG 903.15 Signing Agreements]] for contract process.<br /> <br /> Lighting of these signs shall not be allowed. <br /> <br /> '''Guidance.''' The [[153.21 Traffic|TR-15 contract]] should be executed between the city or county and MoDOT before the sign is installed. <br /> <br /> The legend of the sign should be simple, dignified and void of any commercial advertising. <br /> <br /> Landscaping around any of these signs should be coordinated and reviewed by the department’s roadside management personnel.<br /> <br /> ==903.9.12 City and County Accomplishment Plaques (I4-1P, I4-2P, I5-1P, I6-1P)==<br /> <br /> '''Support.''' MoDOT did have a city/county accomplishment program where a city or county could display up to three accomplishments below their jurisdictional boundary sign. This program was discontinued September 1, 2021 in response to pending federal rule changes that would prohibit such displays on jurisdictional boundary signs.<br /> <br /> '''Standard.''' No new accomplishment plaque requests will be considered after September 1, 2021. All existing accomplishment plaques shall be maintained for the remainder of the 10-year term in accordance with the latest TR15 contract executed for each installation. No accomplishment contract will be renewed or extended beyond the contract termination date. All existing accomplishments listed on the plaques shall remain unchanged for the remainder of the contract terms. No additions, modifications or updates will be permitted.<br /> <br /> ==903.9.13 Welcome To Signs for Cities==<br /> &lt;gallery widths=275px heights=275px mode=&quot;packed-overlay&quot; style=&quot;float:right&quot;&gt;<br /> File:welcome_to_sign.png|'''&lt;center&gt;&quot;Welcome To&quot; Sign&lt;/center&gt;'''<br /> File:903.9.13 monument.jpg|'''&lt;center&gt;[[:Category:941 Permits and Access Requests#941.5 Request by a City to Construct a “Welcome To” Monument|&quot;Welcome To&quot; Monument]]&lt;/center&gt;'''<br /> &lt;/gallery&gt;<br /> '''Option.''' Cities may place Welcome To signs on MoDOT right of way within city limits as a gateway to welcome visitors to their city.<br /> <br /> '''Standard.''' Welcome To signs shall fit on one or two MoDOT breakaway signposts (wood, PSST, pipe, structural) choosing the post type that properly supports the size of sign being installed using the post selection tools in [[903.3_Ground-Mounted_Sign_Supports|EPG 903.3]]. MoDOT posts may be painted, but no other alterations may be applied as this can affect the safety performance of the post. The requirements for Welcome To signs include:<br /> :* Welcome To signs shall only be installed as ground mounted signs, Welcome To signs shall not be mounted overhead or on bridge structures, i.e. girders, columns abutment walls, etc. <br /> :* Welcome To signs shall not be illuminated electrically.<br /> :* Welcome To signs shall not contain advertisement of any kind.<br /> :* Welcome To signs shall not provide directional guidance by displaying destinations with or without arrows.<br /> :* Welcome to signs shall not display accomplishments, such as school related athletic achievements or city awards. <br /> :* A [[153.21 Traffic|TR-42 agreement]] agreement shall be executed and a permit issued (to address traffic control, locate utilities and other aspects of the installation not addressed in the TR42 contract) before a Welcome To sign is installed. A city ordinance is required with the agreement. An ordinance provides evidence of the city’s assent to enter into an agreement with the Commission. <br /> <br /> '''Guidance.''' Welcome To signs should be installed in a location that does not interfere with normal highway signs and possess the least possible threat to the motorist should they leave the roadway.<br /> <br /> '''Option.''' The content and design of the sign face is up to the city, design aspects which are optional and permissible include:<br /> :* Making the sign retroreflective so they are visible at night and have the same appearance at night as they do during the day.<br /> :* The sign can display a city slogan or recognition statement that does not change over time, such as, but limited to:<br /> ::* “Sister City To…”<br /> ::* “Home of…”<br /> ::* The City Population<br /> ::* The year the city was established <br /> <br /> Guidance for Welcome To monuments can be found in [[:Category:941 Permits and Access Requests#941.5 Request by a City to Construct a “Welcome To” Monument|EPG 941.5]].<br /> <br /> ==903.9.14 State Line Signs (I2-1, I2-2, I2-3, I2-3P)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:I2-1.jpg|center|thumb|140px|'''&lt;center&gt;I2-1'''&lt;/center&gt;]]||[[image:903.9.14_I2-2_I2-3_03-31-2023.png|center|thumb|140px|'''&lt;center&gt;I2-2'''&lt;/center&gt;]]||[[image:903.9.14_I2-2_I2-3_03-31-2023.png|center|thumb|140px|'''&lt;center&gt;I2-3'''&lt;/center&gt;]]||[[image:I2-3P.jpg|center|thumb|140px|'''&lt;center&gt;I2-3P'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Standard.''' The MISSOURI STATE LINE (I2-1) sign shall be erected at the state line on all lettered routes. <br /> <br /> The large MISSOURI WELCOMES YOU (I2-3) sign shall be erected at or near the state line on numbered routes where the traffic volume is 1,000 AADT or greater. The Welcome to Missouri Welcome Center (I2-3P) plaque shall be installed below a Welcome to Missouri (I2-3) sign on interstates when there is a welcome center located downstream from the state line.<br /> <br /> The smaller sign (I2-2) shall be erected at or near the state line on numbered routes where the traffic volume is less than 1,000 AADT. <br /> <br /> '''Guidance.''' At locations where it may be impractical to erect the MISSOURI WELCOMES YOU sign at or near the state line, the MISSOURI STATE LINE sign should be used. At locations where the MISSOURI WELCOMES YOU sign is erected in addition to the MISSOURI STATE LINE sign, the MISSOURI WELCOMES YOU should be installed within ¼ mile of the state line. <br /> <br /> '''Option.''' The MISSOURI STATE LINE sign may be erected on other routes where it is impractical to use the Welcome to Missouri sign.<br /> <br /> ==903.9.15 River and Major Lake Name (I3-1)==<br /> <br /> [[image:I3-1.jpg|center|120px|thumb|'''&lt;center&gt;I3-1'''&lt;/center&gt;]]<br /> <br /> '''Guidance.''' River and Major Lake Name (I3-1) signs should be erected at all bridges on the interstate and numbered routes. <br /> <br /> '''Standard.''' River and Major Lake Name signs shall not be installed on letter routes. <br /> Signs shall only be installed at bridges crossing the rivers and major lakes listed in Table 903.9.15; all other river and lake name signs currently in place shall be removed at the end of their life cycle. <br /> &lt;center&gt;<br /> '''Table 903.9.15'''<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot; width=&quot;230&quot; colspan=&quot;2&quot;| Rivers That Will Receive&lt;br/&gt;&quot;Stream Name Signs&quot; !! style=&quot;background:white&quot; rowspan=&quot;43&quot; width=&quot;15&quot; | !!style=&quot;background:#BEBEBE&quot; width=&quot;230&quot;| Lakes That Will Receive&lt;br/&gt;&quot;Stream Name Signs&quot;<br /> |-<br /> | Big Piney River || Locust Creek || Bull Shoals Lake<br /> |-<br /> | Big River || Meramec River || Harry S Truman Lake<br /> |-<br /> |Black River||Mississippi River||Lake of the Ozarks<br /> |-<br /> |Blackwater River||Missouri River||Mark Twain Lake<br /> |-<br /> |Bourbeuse River||Moreau River||Norfork Lake<br /> |-<br /> |Cache River ||Nishnabotna River||Pomme de Terre Lake<br /> |-<br /> |Chariton River||North Fork White River||Smithville Lake<br /> |-<br /> |Cuivre River||Niangua River||Stockton Lake<br /> |-<br /> |Current River||Nodaway River||Table Rock Lake<br /> |-<br /> |Des Moines River||North River||Thomas Hill Reservoir<br /> |-<br /> |Eleven Point River||Osage River||Wappapello Lake<br /> |-<br /> |Elk River||Platte River||<br /> |-<br /> |Fabius River||Pomme de Terre River||<br /> |-<br /> |Fox River||Sac River||<br /> |-<br /> |Gasconade River||Salt River||<br /> |-<br /> |Grand River||South Grand River||<br /> |-<br /> |Headwater Diversion||Spring River||<br /> |-<br /> |Jacks Fork River||St. Francis River||<br /> |-<br /> |James River||Tarkio River||<br /> |-<br /> |Kansas River||White River||<br /> |-<br /> |Lamine River||Wyaconda River||<br /> |}<br /> &lt;/center&gt;<br /> Rivers which receive signing are those which drain the major watersheds of the state; however, individual watersheds of any size shall not be signed on MoDOT roadways.<br /> <br /> '''Option.''' Individual arms of major lakes may be signed on interstate and numbered routes.<br /> <br /> ==903.9.16 Transportation Signs (I-5, I-7, E11-1)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:I-5.jpg|center|thumb|100px|'''&lt;center&gt;I-5'''&lt;/center&gt;]]||[[image:I-7.jpg|center|thumb|100px|'''&lt;center&gt;I-7'''&lt;/center&gt;]]||[[image:E11-1.jpg|center|thumb|190px|'''&lt;center&gt;E11-1'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Option.''' Guide signs for commercial service airports may be provided from the nearest interstate, or other freeway intersection directly to the airport, normally not to exceed 15 miles. The Airport (I-5) symbol sign along with a supplemental plaque may be used to indicate the specific name of the airport. An Airport symbol sign, with or without a supplemental name plaque or the word AIRPORT, and an arrow may be used as a trailblazer. <br /> <br /> '''Standard.''' Adequate trailblazer signs shall be in place prior to installing the airport guide signs. <br /> <br /> '''Support.''' Location and placement of all airport guide signs depends upon the availability of longitudinal spacing on highways. <br /> <br /> '''Standard.''' When a sign is used to display a safety or transportation-related message, the display format shall not be of a type that would be considered similar to advertising displays. Messages and symbols that resemble any official traffic control device shall not be used on safety or transportation-related message signs. <br /> <br /> The Amtrak Station (I-7) sign shall not be installed if a city will not provide supplemental signing for these locations. <br /> <br /> The Amtrak Station and the appropriate M6 series arrow shall be used for ramp signs. <br /> <br /> '''Guidance.''' The Amtrak Station sign should be compatible with the color and size of existing signing design. <br /> <br /> '''Support.''' The Amtrak Station sign is a supplemental guide sign of variable size. <br /> <br /> '''Standard.''' The “Missouri Train Service – 1-800-USA-RAIL – morail.org” sign has been discontinued. Existing signs shall be removed at the end of their service life.<br /> <br /> ==903.9.17 Historic Downtown Signs ==<br /> <br /> '''Standard.''' Historic Downtown Signs have been discontinued. MoDOT shall no longer provide signing for the historic business district of a community/city. <br /> <br /> Existing Historic Downtown Signs shall be removed at the end of their service life. <br /> <br /> '''Option.''' Signing for Historic Downtown Districts may be accomplished through the TODS ([[903.12 Tourist-Oriented Directional Signs (TODS)|EPG 903.12]]) or Logo ([[903.11 Specific Service Signs - Logos|EPG 903.11]]) programs.<br /> <br /> ==903.9.18 Missouri Regional Port Authorities==<br /> <br /> '''Support.''' Signing for port authorities is done in coordination with Multimodal Operations. For more information contact [http://sp/sites/mo/Pages/default.aspx Multimodal Operations].<br /> <br /> ==903.9.19 Veterans Signing==<br /> <br /> '''Standard.''' MoDOT shall provide signing for veterans cemeteries in Missouri. The cemeteries shall be owned and operated by either the [http://www.va.gov/ U.S. Department of Veterans Affairs] (for national cemeteries) or the [http://www.mvc.dps.mo.gov/ Missouri Veterans Commission] (for state cemeteries). First order signing, on the state system, shall be provided for all cemeteries that meet the above upon request. <br /> <br /> The Missouri Veterans Commission shall pay a participation fee for veterans’ home signs for 10 years. After 10 years, the signs will either be removed or renewed for another participation fee. All participation fees are to be determined by Traffic. First order signing, on the state system, shall be provided for all veterans’ homes that meet the above upon request. <br /> <br /> '''Option.''' Second order signing may be considered if there is an intersection of a state route or an interchange within 6 miles of the cemetery or of the veterans’ home. <br /> <br /> Signing may be allowed for veterans’ homes that are owned and operated by the Missouri Veterans Commission.<br /> <br /> '''Standard.''' See [[903.10 General Service Signs#903.10.7 HOSPITAL Signs (D9-2, D9-2P, D9-27, D9-27P)|EPG 903.10.7 HOSPITAL Signs]] for signing of Veterans hospitals<br /> <br /> ==903.9.20 College Signing==<br /> <br /> '''Support.''' Prior to July 2015, MoDOT’s college signing was managed, installed and maintained by MoDOT. The rules for college signing were contained in the Code of State Regulations for Traffic Generator Signing as these signs are a form of traffic generator. <br /> <br /> Effective July 1, 2015 a new Code of State Regulations, [https://www.google.com/url?sa=t&amp;rct=j&amp;q=&amp;esrc=s&amp;source=web&amp;cd=&amp;ved=2ahUKEwiQ6qWFw-bsAhUPS60KHXNYDQsQFjAAegQIBxAC&amp;url=https%3A%2F%2Fwww.sos.mo.gov%2Fcmsimages%2Fadrules%2Fcsr%2Fcurrent%2F7csr%2F7c10-17.pdf&amp;usg=AOvVaw0MB3kNkZkj3-ANJUO-dYLG 7 CSR Division 10, Chapter 17 – Supplemental Guide Sign Program], went into effect that incorporated the rules for college signing. <br /> <br /> College signing is now part of the Supplemental Guide Sign Program which is managed by a 3&lt;sup&gt;rd&lt;/sup&gt; party contractor, beginning July 1, 2015. <br /> <br /> '''Standard.''' All requests for college signing shall be sent to MoDOT’s Supplemental Guide Sign Program manager for processing. <br /> <br /> This new CSR replaced those state administrative rules for individual programs and combined them into one unified rule. This new rule eliminated the duplications, corrected inequities and standardized definitions and requirements between programs. The new Supplemental Guide Sign Program CSR also permitted all programs contained within the rule to be outsourced. Outsourcing the management of these programs not only freed up MoDOT resources, but also provided one point of contact for interested applicants who prior to this may have had to contact both MoDOT and MoDOT’s former TODS and Logo program managing contractor. <br /> <br /> A Request for Proposal (RFP) was advertised for the new Supplemental Guide Sign program and a contract was awarded on July 1, 2015. The signing programs managed under the Supplemental Guide Sign Program include: <br /> :* Tourist Oriented Directional Signing (TODS)<br /> :* Specific Service Signing (Logos)<br /> :* Traffic Generator Signing for privately owned and operated tourist-oriented activity sites<br /> :* College Signing<br /> :* Signing for State and Federal recreational and historic sites<br /> :* State Correctional Center signing<br /> :* Welcome Center Affiliate signing.<br /> <br /> ==903.9.21 State Correctional Center Signs==<br /> <br /> '''Support.''' Prior to July 2015, MoDOT’s State Correctional Center Signing was managed, installed and maintained by MoDOT. The rules for correctional signing were contained in MoDOT policy in the EPG.<br /> <br /> Effective July 1&lt;sup&gt;st&lt;/sup&gt; 2015, a new Code of State Regulations went into effect, [https://www.google.com/url?sa=t&amp;rct=j&amp;q=&amp;esrc=s&amp;source=web&amp;cd=&amp;ved=2ahUKEwiQ6qWFw-bsAhUPS60KHXNYDQsQFjAAegQIBxAC&amp;url=https%3A%2F%2Fwww.sos.mo.gov%2Fcmsimages%2Fadrules%2Fcsr%2Fcurrent%2F7csr%2F7c10-17.pdf&amp;usg=AOvVaw0MB3kNkZkj3-ANJUO-dYLG 7 CSR Division 10 , Chapter 17 – Supplemental Guide Sign Program], which incorporated the rules for State Correctional Center Signing. State Correctional Center Signing is now part of the Supplemental Guide Sign Program which is managed by a 3&lt;sup&gt;rd&lt;/sup&gt; party contractor, beginning July 1, 2015. <br /> <br /> '''Standard.''' All requests for State Correctional Center Signing shall be sent to MoDOT’s Supplemental Guide Sign Program manager for processing. <br /> <br /> ==903.9.22 Lewis and Clark Historic Site Sign (M17-2a)==<br /> <br /> [[image:Fig. M17-2a.jpg|center|120px|thumb|&lt;Center&gt;'''M17-2a'''&lt;/center&gt;]]<br /> <br /> '''Standard.''' MoDOT shall provide signing for certified Lewis and Clark historic sites. Signing for sites shall direct motorists from the Lewis and Clark trail to the certified historic site. Signing for a certified site shall be limited to the nearest junction on the trail to the site. Second and third order signing on the trail shall not be allowed. Along the Mississippi River, where there is not an official Lewis and Clark trail, signing shall be provided from the “pseudo-trail” as designated by MoDOT. <br /> <br /> Signing shall consist of the Lewis and Clark Historical Marker (M17-2a) sign and an appropriate Advance Turn Arrow placed in advance of the junction where motorists leave the trail. If additional trailblazers on the state system are required, the Lewis and Clark Historical Marker sign with the appropriate Advance Turn Arrow shall be used. <br /> <br /> Additional trailblazing off the state system may be required to reach the certified historic site. This signing shall consist of the smaller version of the Lewis and Clark Historical Marker (M17-2a) sign, which is installed and maintained by others. MoDOT shall manufacture the Lewis and Clark Historical Marker signs with the cost of manufacturing reimbursed according to the following subarticles. Signing on the state system shall not be allowed unless the appropriate trailblazer signs off the state system are also installed, if required. <br /> <br /> If a Public Area Directional sign does not exist for the facility, signing shall be provided according to the normal Lewis and Clark historic site policy. <br /> <br /> Trailblazers shall be reimbursed by the appropriate state agency. <br /> <br /> Requests for Lewis and Clark historic signing for a non-state owned location shall only be considered if the location has been certified by the National Park Service. <br /> <br /> Signing for certified sites shall be in accordance with the normal Lewis and Clark historic site policy. The owner of the site shall be responsible for the cost and installation of the trailblazer signs and securing approval from the appropriate local agencies for locating and maintaining the trailblazer signs. <br /> <br /> '''Guidance.''' The Missouri Department of Natural Resources and the Missouri Department of Conservation have erected special interpretive signs at some of their sites. The advance signs for these sites should be incorporated into any signing that currently exists for the facility by adding it above the existing Public Area Directional sign (see assembly above). <br /> <br /> The Lewis and Clark Historical Marker sign should be mounted to either the left or right side of the Public Area Directional sign based on the turn required to reach the site. <br /> <br /> '''Support.''' Information for certification can be found at: <br /> <br /> ::Lewis &amp; Clark National Historic Trail <br /> ::1709 Jackson Street <br /> ::Omaha, NE 68102-2571 <br /> ::[http://www.nps.gov/lecl/parkmgmt/site-certification.htm www.nps.gov/lecl/parkmgmt/site-certification.htm]. <br /> <br /> Information regarding the trail in Missouri can be found at: <br /> <br /> ::The Missouri Lewis and Clark Bicentennial Commission <br /> ::100 Jefferson Street, Suite 200 <br /> ::Jefferson City, MO 65101 <br /> ::573-522-9019 <br /> ::[https://mostateparks.com/park/lewis-and-clark-state-park https://mostateparks.com/park/lewis-and-clark-state-park]. <br /> <br /> Signing for certified sites will normally be from the approved Lewis and Clark trail. There are, however, several sites along the Missouri River in the north part of St. Louis County that are not conveniently located near the Lewis and Clark trail. Any signing provided along these routes will be in accordance with the normal Lewis and Clark historic site policy.<br /> <br /> =={{SpanID|903.9.23}}903.9.23 Historical Site Signs==<br /> <br /> '''Support.''' Prior to July 2015, MoDOT’s historic signing was accomplished through several different programs, Traffic Generator Signing and State and Federal Historic Site signing, these programs were managed, installed and maintained by MoDOT. In addition, historic sites could also be signed through MoDOT’s TODS and Logos program, managed by MoDOT’s TODS and Logos 3&lt;sup&gt;rd&lt;/sup&gt; party contract manager. The rules for Traffic generator signing and well as TODS and Logos signing were all contained in individual Codes of State Regulations while the rules for state and federal historic site signing were contained in policy within the EPG.<br /> <br /> Effective July 1st 2015, a new Code of State Regulations went into effect, [https://www.google.com/url?sa=t&amp;rct=j&amp;q=&amp;esrc=s&amp;source=web&amp;cd=&amp;ved=2ahUKEwiQ6qWFw-bsAhUPS60KHXNYDQsQFjAAegQIBxAC&amp;url=https%3A%2F%2Fwww.sos.mo.gov%2Fcmsimages%2Fadrules%2Fcsr%2Fcurrent%2F7csr%2F7c10-17.pdf&amp;usg=AOvVaw0MB3kNkZkj3-ANJUO-dYLG 7 CSR Division 10 , Chapter 17 – Supplemental Guide Sign Program], which incorporated the rules for Traffic Generator Signing, TODS, Logos as well as for State and Federal Historic site signing.<br /> <br /> These programs are now part of the Supplemental Guide Sign Program which is managed by a 3&lt;sup&gt;rd&lt;/sup&gt; party contractor, beginning July 1, 2015. <br /> <br /> '''Standard.''' All requests for Historic Site Signing shall be sent to MoDOT’s Supplemental Guide Sign Program manager for processing. <br /> <br /> '''Support.''' There are some historical sites which MoDOT staff still install and maintain signs for, these are sites that have “national prominence” and are “nationally known” and are signed at the Commission’s expense.. Table 903.9.23 shows the list of sites that are considered to have “national prominence” and are “nationally known” and are the historic sites the Commission deemed to be of such importance as to justify such signing per Missouri State Statue 226.525 for the signing of natural wonders and historic attractions. Other historic sites have the option for signing under the Supplemental Guide Sign Program.<br /> <br /> &lt;center&gt;<br /> ===Table 903.9.23 Nationally Known, Nationally Prominent Sites===<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot;|Non-contractual Sites<br /> |-<br /> |Daniel Boone's Home<br /> |-<br /> |General Pershing's Boyhood Home<br /> |-<br /> |George Washington Carver Nat'l Monument<br /> |-<br /> |Harry S Truman's Birthplace<br /> |-<br /> |Mark Twain’s Boyhood Home and Museum<br /> |-<br /> |Route 66 State Park<br /> |-<br /> |Scott Joplin House<br /> |-<br /> |Trail of Tears State Park<br /> |-<br /> |Ulysses S. Grant National Historic Site<br /> |-<br /> |Wilson's Creek National Battlefield Park<br /> |-<br /> |National Churchill Museum<br /> |}<br /> &lt;/center&gt;<br /> <br /> ==903.9.24 [[:Category:140 Encroachments and Items Permitted on MoDOT’s Right of Way#140.2.1 Blue Star Markers|Blue Star Markers]] (TR42-4)==<br /> <br /> [[image:TR42-4.jpg|center|100px|thumb|&lt;center&gt;'''TR42-4'''&lt;/center&gt;]]<br /> <br /> '''Option.''' Blue Star Markers may be placed on the following routes: Route 36, Route 50, Route 67, I-44 and I-70. These signs are normally located in a rest area or roadside park. These signs are provided and maintained by others. <br /> <br /> '''Standard.''' Approval for signing shall be obtained from the [http://gardenclub.org/ National Garden Clubs, Inc.] prior to the erection of any new signs. <br /> <br /> ==903.9.25 [[:Category:140 Encroachments and Items Permitted on MoDOT’s Right of Way#140.2.2 State Historical Society Markers|State Historical Society Markers]]==<br /> <br /> '''Support.''' On November 1952, the Commission entered into an agreement with the Missouri Historical Society for the erection of markers along the highways of Missouri at points of great historic interest. These signs are provided by others, normally in a rest area, roadside park or at a specific location of historical interest. <br /> <br /> ==903.9.26 Local Reference Signs==<br /> <br /> &lt;center&gt;&lt;span&gt;[[image:post_office-01.png|110px]] [[image:library-01.png|110px]] [[image:recycling_center-01.png|110px]] [[image:tornado_shelter-01.png|110px]]&lt;/span&gt;&lt;/center&gt;<br /> <br /> '''Support.''' Local Reference signs are small informational signs installed and maintained by a city or county on state right of way per the terms of a Roles and Responsibilities document. These signs provide guidance to city or county owned and maintained community sites which do not qualify for one of MoDOT’s supplemental guide sign programs. <br /> <br /> Typical examples of sites that would qualify for Local Reference signing include, but are not limited to:<br /> :* City Hall<br /> :* Police Station<br /> :* Courthouse<br /> :* City/County Park<br /> :* City/County Pool<br /> :* Senior Center<br /> :* Recycling Center<br /> <br /> '''Standard.''' Local Reference signs shall be 24 in. x 24 in. white legend on green guide signs with a directional arrow below the sign legend. The sign legend shall be limited to the generic name of the site, such as CITY PARK, and shall not include the proper name of the facility or the city / county name. Central Office Highway Safety and Traffic shall approve site types being requested for Local Reference signs and shall provide the sign design detail these signs shall be fabricated to match.<br /> <br /> Local Reference signs shall only be placed at the first order sign location where motorists leave the state highway system. If the first order location is an interchange, the Local Reference sign shall only be placed at the ramp terminal. Local Reference signs shall not be placed on interstate highways or freeways. These signs shall only be installed on expressways with speed limits of 45 mph or less or on any conventional two-lane route.<br /> <br /> A maximum of two Local Reference Signs on a maximum of one post shall be permitted at any given first order location. Local Reference signs shall direct motorists to the site along the most direct path possible. If the most direct path is not the same for the two directions of travel on the state route, the Local Reference signs for each direction shall be placed at two appropriate first order locations. <br /> <br /> Local Reference signs and posts shall be provided, installed, and maintained by the city/county per the terms of a Roles and Responsibilities document, and the district shall approve all locations. Local reference signs shall be fabricated to MoDOT’s sign design details and shall meet minimum [https://mutcd.fhwa.dot.gov/ ''MUTCD''] standards for color and retroreflection. A permit shall be issued by MoDOT to the city/county prior to the installation of Local Reference Signs. These signs shall be installed in accordance with the exhibits included with the Roles and Responsibilities document.<br /> <br /> '''Guidance.''' Sites receiving Local Reference signing on MoDOT right of way could require additional trailblazer signing on city/county right of way to provide a complete path to the site. This signing is also the responsibility of the city/county to install and maintain. Trailblazer signs should match the same design, color and size as Local Reference signs so they are clearly associated with the first signs they see on MoDOT right of way.<br /> <br /> ==903.9.27 Community Awareness Signs==<br /> <br /> '''Support.''' Many cities/counties participate in programs sponsored by different organizations. Some of these programs provide signs the cities/counties then wish to post with their city limit sign to acknowledge their participation. Cities/counties must achieve the minimum program requirements outlined by each sponsoring organization in order to qualify and/or continue to qualify for one or more of these programs. Signing for the following programs are approved for installation on MoDOT right of way: <br /> <br /> :A. '''Storm Ready Program –''' Administered by National Weather Service program. <br /> :B. '''Disaster Resistant Community Program -''' Sponsored by FEMA and locally coordinated by SEMA.<br /> :C. '''Missouri Community Betterment Program -''' Administered by the Missouri Community Betterment Education Fund, Inc. <br /> :D. '''TREE CITY U.S.A. Program –''' Administered by National Arbor Day Foundation. <br /> :E. '''National Neighborhood Watch Program –''' Administered by the National Sheriff’s Association<br /> :F. '''MADD Program –''' Administered by Mothers Against Drunk Driving<br /> :G. '''D.A.R.E. Program -''' Administered by the MSHP in conjunction with local law enforcement<br /> :H. '''Purple Heart City/County –''' Administered by the Military Order of the Purple Heart<br /> :I. '''POW-MIA City/County –''' Administered by the Jefferson Barracks POW-MIA Museum<br /> :J. '''Agri-Ready County -''' Administered by Missouri Farmers Care / Dept. of Agriculture<br /> :K. '''Firewise USA Program –''' Administered by the National Fire Protection Association<br /> :L. '''Main Street America –''' Administered by the Missouri Main Street Connection<br /> <br /> '''Standard.''' Community awareness signs shall not detract from, or interfere with, MoDOT signs or maintenance of the roadway. The signs shall look professional and shall not, contain advertising of any kind. These signs shall not be displayed on interstates or freeways. These signs shall only be installed on expressways with speed limits of 45 mph or less or on any conventional two-lane route. These sign assemblies shall be placed to the right of the city/county limit sign to tie the message to the community/county. The number of community awareness signs adjacent to any given city/county limit will be limited to two signs installed on one common post supplied and maintained by the city/county. No community awareness sign shall be mounted to a MoDOT post assembly. <br /> <br /> Cities/counties shall not install signs on MoDOT right of way before signing the Roles and Responsibilities agreement and receiving a permit from the local MoDOT district office. The roles and responsibilities agreement contains the guidance for how and where signs are to be installed on MoDOT right of way.<br /> <br /> Cities/counties shall be approved by the sign program sponsoring organization before acquiring signs. Cities shall not fabricate their own copies and/or versions of the official community awareness program signs, only those signs provided by the sponsoring organization shall be installed on MoDOT right of way. Signs shall be removed from the right of way if the city/county no longer qualifies for the program the sign represents.<br /> <br /> '''Option.''' If there is not room to place community awareness signs adjacent to the city limit sign, the community awareness assembly may be located 200 feet down stream of the city limit sign.<br /> <br /> DARE signs may also be located at the right of way line on routes that pass along school properties.<br /> <br /> If a city has a Welcome To sign on MoDOT right of way ([[903.9_General_Information_Signs#903.9.13_Welcome_To_Signs_for_Cities|see EPG 903.9.13]]) or a Welcome To monument on right of way ([[:Category:941_Permits_and_Access_Requests#941.5_Request_by_a_City_to_Construct_a_.E2.80.9CWelcome_To.E2.80.9D_Monument|see EPG 941.5]]), they have the option to install their community awareness signs at these locations. However, the city must choose their preferred location for their community awareness signs, they cannot be displayed at both their Welcome To sign/monument location and their MoDOT city limit sign location, and the city is still limited to a maximum of two community awareness signs per Welcome To sign/monument. If the city elects to install the community awareness signs on the city Welcome To sign, they must be installed on the sign posts directly below the city Welcome To sign, one community awareness sign per post. If these signs are associated with a city Welcome To monument, the community awareness signs must be attached to the monument.<br /> <br /> ==903.9.28 Municipal Bus Stop Signing==<br /> <br /> '''Support.''' Many cities operate public transportation that includes bus service. With many MoDOT routes running through cities and serving as city streets, bus stop locations many times are located on MoDOT routes.<br /> <br /> '''Guidance.''' Bus stops should not be permitted on freeways and should be established only with the approval of the District Engineer. <br /> <br /> The location and spacing of the stops shall be consistent with both the needs of the bus passenger and a desirability of minimizing traffic flow disruption and operational hazards. Where bus stops are located at intersections, every effort should be made to place them on the far side unless operational considerations clearly indicate otherwise. Every effort should be made to locate the bus stops off the traveled portion of the roadway. <br /> <br /> The shoulder width should be sufficient to allow clearance between the parked bus and the pavement and also permit storage of passengers and loading of the bus. <br /> <br /> Signing for bus stops should be installed and maintained by municipality forces with standard red on white &quot;No Parking - Bus Stop&quot; signs following enactment of an enabling ordinance either on a blanket or specific location basis. <br /> <br /> No other bus system signing, such as trail blazing for bus routes, should be permitted on the state system. <br /> <br /> '''Option.''' Where a special need exists, the shoulder may be improved for safety and maintenance reasons. <br /> <br /> Local bus officials may be permitted to install supplementary plates bearing schedules for the particular stop and other information relating to the bus operation. Distinctive bus system logos may be permitted on the supplementary signs provided they are of a configuration which will not prove distracting to motorists. These supplementary signs should be installed beneath the municipality signs. <br /> <br /> Signing for other mass transit systems, including park and ride lots associated with the system, will be allowed under guidelines similar to bus stops. <br /> <br /> If the mass transit system has a logo, they may incorporate it into their sign.<br /> <br /> <br /> <br /> <br /> <br /> [[Category:Backup Removed Pages|903.09]]</div>

TaracksA https://epgtest.modot.org/index.php?title=620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)&diff=60806 2025-11-25T19:55:51Z

<p>TaracksA: /* {{SpanID|620.2.3}}620.2.3 No-Passing Zone Pavement Markings (MUTCD Section 3B.03) */</p> <hr /> <div>[[Category:620 Pavement Marking (MUTCD Part 3)|620.02]]<br /> =={{SpanID|620.2.1}}620.2.1 Yellow Center Line Pavement Markings (MUTCD Section 3B.01)==<br /> <br /> '''Standard. '''Center line pavement markings, when used, shall be the pavement markings used to delineate the separation of traffic lanes that have opposite directions of travel on a roadway and shall be yellow.<br /> <br /> The center line markings on two-lane, two-way roadways shall be one of the following as shown in [[#fig3b1|Figure 620.2.1.1]]:<br /> :A. Two-direction passing zone markings consisting of a normal width broken (intermittent) yellow line where crossing the center line markings for passing with care is permitted for traffic traveling in either direction;<br /> :B. One-direction no-passing zone markings consisting of a double yellow line, one of which is a normal width broken (intermittent) yellow line and the other is a normal width solid yellow line, where crossing the center line markings for passing with care is permitted for the traffic traveling adjacent to the broken (intermittent) line, but is prohibited for traffic traveling adjacent to the solid line; or<br /> :C. Two-direction no-passing zone markings consisting of two normal width solid yellow lines where crossing the center line markings for passing is prohibited for traffic traveling in either direction.<br /> <br /> A single solid yellow line shall not be used as a center line marking on a two-way roadway.<br /> <br /> Except where a two-way left-turn lane (see [[#620.2.6| EPG 620.2.6]]) is present, the center line markings on undivided two-way roadways with four or more lanes for moving motor vehicle traffic always available shall be the two-direction no-passing zone markings consisting of normal width double solid yellow lines separated by 4 in. as shown in [[#fig3b2|Figure 620.2.1.2]].<br /> <br /> &amp;nbsp;<br /> {{SpanID|fig3b1}}<br /> [[File:Figure 620.2.1.1 Yellow Center Lines for Two-Lane, Two-Way Applications.png|thumb|center|900px|alt=&quot;A. A two-lane roadway is shown with a centerline marking of a broken yellow line. A solid white line is marked on the outside edge of each lane.<br /> B. Segments of a two-lane roadway are shown with centerline markings of a single broken yellow line marked for “Two-direction passing zone;” a solid yellow line adjacent to one lane and a broken yellow line adjacent to the other lane marked for “One-direction no passing zone;” and a double solid yellow line marked for “Two-direction no passing zone.” A solid white line is marked on the outside edge of each lane.&quot;<br /> |'''Figure 620.2.1.1''' Yellow Center Lines for Two-Lane, Two-Way Applications]]<br /> <br /> &amp;nbsp;<br /> <br /> {{SpanID|fig3b2}}<br /> [[File:Figure 620.2.1.2 Yellow Center Lines for Four-or-More Lane, Two-Way Applications.png|thumb|center|850px|alt=&quot;A. A vertical, four-lane roadway with two lanes of travel in each direction is shown. The roadway has a centerline marking of a solid double yellow line. A broken white line separates lanes traveling in the same direction.<br /> B. A vertical, five-lane roadway is shown composed of two through lanes in each direction of travel and a fifth, center lane used for left turns only. The roadway has markings of a solid double yellow line and alternating left-turn channels marked with a solid white line to separate the turn lane from through traffic lanes traveling in the same direction. An “optional dotted extension” to the solid white line is shown where the left-turn channels begin. An island is shown formed by the solid double yellow lines at the base of the left-turn channel. This island is shown with “optional yellow diagonal markings.” The turn lanes have solid white left-turn arrows marked on the pavement.<br /> C. A vertical, four-lane roadway with two lanes of travel in each direction is shown. The roadway has a median greater than three feet with marking of a solid double yellow line. A broken white line separates lanes traveling in the same direction.&quot;<br /> |'''Figure 620.2.1.2''' Yellow Center Lines for Four-or-More Lane, Two-Way Applications&lt;!--br/&gt;&lt;br/&gt;'''Note:'''&lt;br/&gt;&lt;ol style=&quot;padding-inline-start:0; margin-left: 1.2em;&quot;&gt;&lt;li&gt;See [[--|Sections 3B.20]] and [[--|3B.23]] for provisions on lane-use arrows.&lt;/li&gt;&lt;li&gt;Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Section 3B.11]].&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> '''Support. '''MoDOT previously marked center lines using a 2-line or 3-line system. The 3-line system is no longer used by MoDOT.<br /> <br /> '''Standard. '''Highways that are currently marked using a 3-line center line marking system shall be maintained using the 3-line system until the center line markings are obliterated.<br /> <br /> After a 3-line center line is obliterated from the entire route or a significant portion of the highway, the center line shall be replaced using the 2-line system.<br /> <br /> [[#620.2.13|EPG 620.2.13]] contains information for application of pavement markings through intersections or interchanges. <br /> <br /> '''Guidance. '''On two-way roadways with an additional climbing/truck lane in the upgrade direction, the opposing directions of traffic should be separated by using one-direction or two-direction no-passing zone markings. <br /> <br /> '''Standard. '''On two-way roadways with alternating passing lanes, the opposing directions of traffic shall be separated by using two-direction no-passing zone markings (See [https://www.modot.org/media/16896#page=2 Standard Plan 620]).<br /> <br /> '''Support.''' Examples of markings for alternating passing lanes are shown in [https://www.modot.org/media/16896#page=2 Standard Plan 620].<br /> <br /> =={{SpanID|620.2.2}}620.2.2 Warrants for Yellow Center Lines (MUTCD Section 3B.02)==<br /> <br /> '''Standard. '''Center line markings shall be placed on all paved undivided two-way streets or highways that have a traveled way of 18 feet or more in width. Center line markings shall also be placed on all paved undivided two-way streets or highways that have three or more lanes for moving motor vehicle traffic.<br /> <br /> '''Guidance. '''Engineering judgment should be used in determining whether to place center line markings on traveled ways that are less than 18 feet wide because of the potential for traffic encroaching on the pavement edges, traffic being affected by parked vehicles, and traffic encroaching into the opposing traffic lane. Engineering judgment should also be used to determine if the pavement can support center line markings.<br /> <br /> <br /> {{SpanID|fig3b7}}<br /> [[File:Figure 620.2.2 Example of Two-Way, Left-Turn Marking Applications.png|thumb|center|800px|alt=Two examples of vertical, five-lane roadways are shown, with two southbound lanes on the left, two northbound lanes on the right, and a fifth center lane for left turns. At the top and bottom of the first example, the center lane is separated from the innermost through lanes by a solid white line on one side and a solid double yellow line on the other side. A left-turn arrow is shown between these lines in advance of intersecting cross streets. In the middle of this example, between the intersecting cross streets, in the center lane, an island is shown formed by solid double yellow lines on the outside and “optional yellow diagonal markings” on the inside. Below the island, the solid double yellow lines change to a solid yellow line on the outside and a broken yellow line on the inside. Two sets of opposing left-turn arrows are shown inside this pattern of broken and solid yellow lines. Continuing below the opposing left-turn arrow, this pattern changes to a double solid yellow on one side and a left-turn channel marked with an “optional dotted extension” followed by a solid white line on the other side. A single, left-turn arrow is shown between these pavement markings. The second example shows the center lane separated from the innermost through lanes with a pattern of broken yellow lines on the inside of solid yellow lines with two set of opposing left-turn arrows inside this pattern. Driveways are shown intersecting the vertical roadway at the locations of the opposing arrows. At the bottom of this example, south of the intersecting driveways, in the center lane, the pattern of broken and solid yellow lines changes to solid double yellow lines. A left-turn channel marked with an “optional dotted extension” followed by a solid white line is shown to separate the left-turn lane from the through traffic lanes just above another intersecting driveway. Two left-turn arrows are shown in between these pavement markings. South of this intersection, the center lane is shown separated by a solid white line and a solid double yellow line with a left-turn arrow in between.<br /> <br /> |'''Figure 620.2.2''' Example of Two-Way, Left-Turn Marking Applications&lt;!--br&gt;&lt;br&gt;'''Note:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Section 3B.11]].&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> =={{SpanID|620.2.3}}620.2.3 No-Passing Zone Pavement Markings (MUTCD Section 3B.03)==<br /> <br /> '''Standard.''' No-passing zones shall be marked by either the one-direction no-passing zone pavement markings or the two-direction no-passing zone pavement markings described in [[#620.2.1|EPG 620.2.1]] and shown in [[#fig3b1|Figure 620.2.1.1]].<br /> <br /> No-passing zone markings shall be used on:<br /> :A. Two-way roadways at lane-reduction transitions (see [[#620.2.14|EPG 620.2.14]]),<br /> :B. Approaches to obstructions that must be passed on the right (see [[#620.2.15| EPG 620.2.15]]),<br /> :C. Approaches to grade crossings (see [[913.3 Markings (MUTCD Chapter 8C)#913.3.2|EPG 913.3.2]]), and<br /> :D. Approaches to crosswalks.<br /> :E. Approaches to added uphill truck or passing lanes,<br /> :F. Approaches to controlled intersections, and<br /> :G. Approaches to lane transitions.<br /> <br /> No-passing zone marking shall be installed a minimum of 500 feet in advance of conditions as described in the previous paragraph.<br /> <br /> <br /> {{SpanID|fig620.2.3.1}}<br /> [[File:Figure 620.2.3.1 Marking Uphill Truck Lane.png|thumb|center|850px|alt=A horizontal roadway is shown with one lane in the eastbound direction and one lane in the westbound direction. An uphill truck lane is introduced in the eastbound direction. The pavement markings allow passing in the westbound direction and do not allow passing in the eastbound direction. In the right side of the figure, the uphill truck lane is terminated and the eastbound direction converts back to a single travel lane.<br /> |'''Figure 620.2.3.1''' Marking Uphill Truck Lane&lt;!--br&gt;&lt;br&gt;'''Notes:'''&lt;br&gt;&lt;ol style=&quot;margin-left: 1.2em;&quot;&gt;&lt;li&gt;X = Minimum length of 500' or 1/2L, whichever is greater.&lt;/li&gt;&lt;li&gt;See [[--|Section 3B.12]] for Lane-Reduction Transitions.&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> <br /> '''Option. '''The length of passing zone markings may be increased for sight distance limitations or based on engineering judgement.<br /> <br /> '''Standard. '''On two-way, two-lane or non-continuous three-lane roadways, such as uphill truck or passing lanes, where center line markings are installed, no-passing zones shall be established at vertical and horizontal curves and other locations where an engineering study indicates that passing must be prohibited because of inadequate sight distances or other special conditions. <br /> <br /> On roadways with center line markings, no-passing zone markings shall be used at horizontal or vertical curves where the passing sight distance is less than the minimum shown in [[#tab620.2.3|Table 620.2.3]] for the posted speed limit or the 85th-percentile speed.<br /> <br /> {{SpanID|tab620.2.3}}{{SpanID|tab3b1}}<br /> &lt;center&gt;<br /> {| class=&quot;wikitable&quot; style=&quot;text-align: center;&quot;<br /> |+ Table 620.2.3<br /> |-<br /> ! 85th-Percentile or Speed Limit !! Minimum Passing Sight Distance<br /> |-<br /> | 25 mph || 500 feet<br /> |-<br /> | 30 mph || 500 feet<br /> |-<br /> | 35 mph || 550 feet<br /> |-<br /> | 40 mph || 600 feet<br /> |-<br /> | 45 mph || 700 feet<br /> |-<br /> | 50 mph || 800 feet<br /> |-<br /> | 55 mph || 900 feet<br /> |-<br /> | 60 mph || 1,000 feet<br /> |-<br /> | 65 mph || 1,100 feet<br /> |-<br /> | 70 mph || 1,200 feet<br /> |-<br /> |}<br /> &lt;/center&gt;<br /> <br /> <br /> <br /> {{SpanID|fig3b4}}<br /> [[File:Figure 620.2.3.2 Method of Locating and Determining the Limit of No-Passing Zones at Curves.png|thumb|center|900px|alt=&quot;A. A horizontal cross-section of a vertically curving roadway is shown, with the left and right halves labeled “Pavement profile.” At the far left, a vertical broken black line is labeled “a.” Farther right, just in advance of the crest of the curve, another vertical broken black line is labeled “b’.” To the right of the crest of the curve, a vertical broken black line is labeled “b,” and at the far right, another is labeled “a’.” On the left, a leader arrow points to line “a” and another to line “b” from the label “No-passing zone, a to b (in direction indicated).” On the right, a leader arrow points to line “a’” and another to line “b’” from the label “No-passing zone, a’ to b’ (in direction indicated).”At points on each of the four vertical black lines, a point above the surface of the pavement is labeled “3.5 ft.” A broken black line connecting these points on lines “a” and “b’” is labeled “Line of sight,” and another connecting these points on lines “b” and “a’” is also labeled “Line of sight.”On the left, a leader arrow points to line “a” and another to line “b’” from the label “Minimum passing sight distance for 85th-percentile speed or the speed limit.” On the right, a leader arrow points to line “b” and another to line “a’” from the label “Minimum passing sight distance for 85th-percentile speed or the speed limit.”<br /> B. A horizontal two-lane roadway is shown with a curve in the middle portion. Symbols for a house and trees are shown south of (on the inside of) the curve. The lanes are separated by a broken yellow line. <br /> At the left end of the roadway, a broken black line is shown across the width of the roadway and is labeled “a.” To the right, another broken black line is shown across the roadway and is labeled “b.” The dimension from “a” to “b” is labeled “No-passing zone, a to b (in direction indicated).” Between these two points, a solid yellow line is shown to the right of the broken yellow line between the lanes.<br /> At the right end of the roadway, a broken black line is shown across the width of the roadway and is labeled “b’.” Farther to the right, another broken black line is shown across the roadway and is labeled “a’.” The dimension from “a’ to b’” is labeled “No-passing zone, a’ to b’ (in direction indicated).” Between these points, a solid yellow line is shown to the right of the broken yellow line between the lanes.<br /> Two broken black lines denote distances labeled “Lines of sight.” One connects the point where the broken black line labeled “a” intersects the center of the roadway to the point where the line labeled “b’” intersects the center of the roadway, and the other connects the point where the line labeled “b” intersects the center of the roadway to the point where the line labeled “a’” intersects the center of the roadway.<br /> &quot;|'''Figure 620.2.3.2''' Method of Locating and Determining the Limits of No-Passing Zones at Curves]]<br /> <br /> <br /> '''Support.''' The values of the minimum passing sight distance that are shown in [[#tab620.2.3|Table 620.2.3]] are for operational use in marking no-passing zones and are less than the values that are suggested for geometric design in the “AASHTO Green Book – A Policy On Geometric Design Of Highways And Streets”.<br /> <br /> The passing sight distance on a vertical curve is the distance at which an object 3.5 feet above the pavement surface can be seen from a point 3.5 feet above the pavement (see [[#fig3b4|Figure 620.2.3.2]]). Similarly, the passing sight distance on a horizontal curve is the distance measured along the center line (or right-hand lane line of a three-lane roadway) between two points 3.5 feet above the pavement on a line tangent to the embankment or other obstruction that cuts off the view on the inside of the curve (see [[#fig3b4|Figure 620.2.3.2]]).<br /> <br /> The upstream end of a no-passing zone at point “a” in [[#fig3b4|Figure 620.2.3.2]] is that point where the sight distance first becomes less than that specified in [[#tab620.2.3|Table 620.2.3]]. The downstream end of the no-passing zone at point “b” in [[#fig3b4|Figure 620.2.3.2]] is that point at which the sight distance again becomes greater than the minimum specified.<br /> <br /> '''Standard. '''Where the distance between successive no-passing zones is less than 500 feet, no-passing zone markings shall connect the zones. If the calculated no passing zone is less than 500 feet, an additional length of marking shall be added to the leading end of the zone to lengthen it to the full 500 feet.<br /> <br /> '''Guidance. '''No-Passing Zone signs (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.43|EPG 903.3.43]]) should not be installed without prior approval from the State Highway Safety and Traffic Engineer.<br /> <br /> {{SpanID|fig3b5}}<br /> [[File:Figure 620.2.3.3 Application of Three-Lane, Two-Way Markings for Changing the Direction of the Center Lane.png|thumb|center|850px|alt=&quot;Segments of a vertical three-lane roadway are shown. A solid double yellow line is shown separating each lane from the others with the notation “Two directional no passing marking.” At the top and bottom of the figure where one segment (two total) of a broken white line shown to separate the two southbound lanes and the two northbound lanes, respectively. From the top and bottom of the figure, two lanes are shown transitioning to one lane. Before the taper begins, a solid white arrow is shown marked on the pavement pointing diagonally to the outer edge of the outside travel lane. A solid double yellow line is shown adjacent to each outside lane in this taper. The length of this taper is shown and labeled “Buffer zone.” Each taper and buffer zone between the solid double yellow lines is shown with “optional yellow diagonal markings.” |'''Figure 620.2.3.3''' Application of Three-Lane, Two-Way Markings for Changing the Direction of the Center Lane]]<br /> <br /> <br /> '''Standard. '''On three-lane roadways where the direction of travel in the center lane transitions from one direction to the other, a no-passing buffer zone, consisting of a flush median island (see [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#620.9.3| EPG 620.9.3]]) at least 50 feet in length, shall be provided in the center lane as shown in [[#fig3b5|Figure 620.2.3.3]]. A lane-reduction transition (see [[#620.2.14|EPG 620.2.14]]) shall be provided approaching each end of the buffer zone.<br /> <br /> On multi-lane, undivided roadways with two or more lanes in each direction, a minimum of one double yellow center line shall be used to separate the opposing directions of travel. If pavement width is available, the preferred center line marking would provide a painted median formed by two double yellow center lines separated by a minimum of 12 inches to provide greater separation between opposing lanes of travel. <br /> <br /> On continuous three-lane (passing lane) sections of roadway, the center line markings shall consist of two double yellow center lines separated by a minimum of 12 inches to separate the opposing directions of travel. See [[903.15 Typical Signing Applications#Figure_903.15.24_Typical_Signing_for_Passing_Lanes|Figure 903.15.24]] and [[232.2 Passing Lanes|EPG 232.2]] for additional guidance on passing lanes.<br /> <br /> On added uphill truck lanes, a no-passing zone marking shall be provided for the entire length of the ascending direction of travel. <br /> <br /> For the descending direction of travel, no-passing zone markings shall be provided for a minimum length of 500 feet or ½ the taper length (L), whichever is greater, in advance of and beyond the location where the uphill truck lane becomes full width (see [[#fig620.2.3.3|Figure 620.2.3.3]]). The length of any no-passing zone related to an uphill truck lane segment shall be increased to address sight distance limitations or based on engineering judgement.<br /> <br /> '''Option.''' A passing zone may be provided in the descending direction of travel within the uphill truck lane full-width segment being based on available sight distance and engineering judgement. <br /> <br /> <br /> {{SpanID|fig620.2.2.0.2}}{{SpanID|fig620.2.3.4}}<br /> [[File:Figure 620.2.3.4 Marking for Median Islands for Left Turn Bays.png|thumb|center|800px|alt=Two examples of horizontal, four-lane roadways are shown, with two westbound lanes on the top, two eastbound lanes on the bottom, and an eastbound left turn lane. A left-turn arrow marking is shown in the turn lanes. Before the turn lanes, an island is shown formed by solid double yellow lines on the outside and on the inside. The first example shows the island in the median with a shifting taper with dimension label &quot;L&quot; towards the east before the beginning of the left-turn lane and also shows a closing taper one hundred feet from the beginning of the turn lane to the middle of the turn lane. The second example shows the island in the median similar to the first example except excluding the closing taper. A left-turn channel marked with an “optional dotted extension” followed by a solid white line is shown to separate the left-turn lane from the through traffic lanes. <br /> |'''Figure 620.2.3.4''' Marking for Median Islands for Left Turn Bays&lt;!--br&gt;&lt;br&gt;'''Note:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Section 3B.11]].&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> <br /> '''Standard. '''Median bubbles shall be marked using double yellow center lines to form both sides of the bubble at the beginning of a left turn bay where the bubble separates travel in opposite directions. Each installation of these markings will require individual treatment; therefore, no set dimensions have been established for their placement. Additional markings, such as diagonal lines inside the bubble, if used, shall also be yellow in color (See [[#fig620.2.3.4|Figure 620.2.3.4]]).<br /> <br /> '''Guidance. '''The taper length of transition zones should not be less than the taper length calculated using the equations L = WS or L = WS&lt;sup&gt;2&lt;/sup&gt;/60 as defined in [[#620.2.14|EPG 620.2.14]]. Installation of these markings should conform to the established general patterns.<br /> <br /> =={{SpanID|620.2.4}}620.2.4 Establishing and Recording No Passing Zones==<br /> <br /> '''Standard. '''The establishment of no passing zones shall be accomplished using two vehicles maintaining a predetermined distance. This distance will mark the beginning and end of the no passing zone section where a target 3.5 ft. above the road surface on the lead vehicle is just out of sight of the driver of the trailing vehicle, who's eye level is 3.5 ft. above the road surface. The use of a highly visible target, such as a flashing amber light, is recommended.<br /> <br /> The line of sight used by the trailing vehicle observer shall remain within the limits of the pavement and/or shoulder. Due to current mowing practices, sight distance viewed across any other right of way can be obscured at various times of the year due to seasonal vegetation and right of way which has not been mowed (see [[#fig3b4|Figure 620.2.3.2]]).<br /> <br /> '''Guidance. '''The distance between the vehicles should be maintained constant and equal to the minimum passing sight distance value being used. A printed log of the no passing zone should be kept by the district office and copies given to the regional maintenance superintendents so no passing zones can be relocated after maintenance operations.<br /> <br /> '''Support. '''The most effective way to maintain spacing between vehicles is to space the two vehicles apart the required sight distance and zero out the distance measuring equipment (DME). As the two vehicles move forward, the lead vehicle broadcasts the distance displayed on their DME to the trailing vehicle who works to match the distance on their DME device. <br /> <br /> This method of determining no passing zones can be challenging and requires two vehicles, multiple people, and slower travel speeds to be accomplished safely. For longer road segments, on-call contractor-based measurement and reporting systems could be used.<br /> <br /> =={{SpanID|620.2.5}}620.2.5 Center Line Markings on Bridges==<br /> <br /> '''Standard. '''The center line markings on bridges, having a clear roadway width of 16 ft. or greater, shall be the same as that marked on the adjoining roadway.<br /> <br /> Center line markings shall not be placed on one lane bridges. When dealing with this type of bridge, the center line markings shall stop a distance of 500 ft. from each edge of the bridge deck. Therefore, the length of surface not receiving center line marking shall be 1,000 ft. plus the length of the bridge deck. These bridges will, however, receive the appropriate one-lane bridge markings (see [[#620.2.12|EPG 620.2.12]]).<br /> <br /> =={{SpanID|620.2.6}}620.2.6 Pavement Markings for Two-Way Left-Turn Lanes (MUTCD Section 3B.05)==<br /> <br /> '''Support.''' Two-way left turn lanes may be established by the district if the roadway meets all of the guidelines listed in [[232.3 Two - Way Left - Turn Lanes|EPG 232.3]].<br /> <br /> '''Standard. '''If a two-way left-turn lane is used, the lane line pavement markings on each side of the two-way left-turn lane shall consist of a normal width broken (intermittent) yellow line and a normal width solid yellow line to delineate the edges of a lane that can be used by traffic in either direction as part of a left-turn maneuver. These markings shall be placed with the broken (intermittent) line toward the two-way left-turn lane and the solid line toward the adjacent traffic lane as shown in [[#fig3b7|Figure 620.2.2]].<br /> <br /> '''Standard. '''White two-way left-turn lane-use arrows shall be used at or just downstream from the beginning of a two-way left-turn lane to indicate the proper use of these lanes. The left-turn arrows shall be installed in pairs, one arrow per direction.<br /> <br /> '''Guidance. '''The pairs of arrows should be installed a maximum of 500 ft. apart, with the two arrows in the pair being 8 to 16 ft. apart (see [[#fig3b7|Figure 620.2.2]]) along a two-way left-turn lane.<br /> <br /> '''Standard. '''A single-direction lane-use arrow shall not be used in a lane bordered on both sides by yellow two-way left-turn lane longitudinal markings. <br /> <br /> '''Guidance. '''Signs should be used in conjunction with the two-way left-turn markings (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.29|EPG 903.2.29]]).<br /> <br /> Two-way left-turn lane markings should not extend to intersections (see definition in [[:Category:911 General (MUTCD Part 1) #911.3.2|EPG 911 (MUTCD Section 1C.02)]]).<br /> <br /> '''Option.''' Two-way left-turn lanes may be transitioned to mandatory left-turn lanes as shown in [[#fig3b7|Figure 620.2.2]] or painted median islands where they approach an intersection.<br /> <br /> '''Support.''' [[913.1 General (MUTCD Chapter 8A) #913.1.6|EPG 913.1.6]] contains guidance information for discontinuing a two-way left-turn lane in the immediate vicinity of a highway-rail or highway-LRT grade crossing.<br /> <br /> =={{SpanID|620.2.7}}620.2.7 White Lane Line Pavement Markings (MUTCD Section 3B.06)==<br /> <br /> '''Standard. '''When used, lane line pavement markings delineating the separation of traffic lanes that have the same direction of travel shall be white.<br /> <br /> Lane line markings shall be used on all freeways and Interstate highways. Lane line markings shall be used on all roadways that are intended to operate with two or more adjacent traffic lanes in the same direction of travel. <br /> <br /> '''Guidance. '''Lane lines should be offset approximately 2 in. from the longitudinal pavement joint. The 2 in. offset should be the space between the longitudinal joint and the edge of the lane line. See [https://www.modot.org/media/16896 Standard Plan 620]<br /> <br /> Lane line markings should be used at congested locations where the roadway will accommodate more traffic lanes with lane line markings than without the markings.<br /> <br /> The lane width delineated by lane line pavement markings should not be less than 10 feet.<br /> <br /> '''Support. '''Examples of lane line markings are shown in [[#fig3b2|Figure 620.2.1.2]], and [[#fig3b7|620.2.2]] through [[#fig620.2.7.2|620.2.7.2]].<br /> <br /> '''Standard.''' Except as provided in the first paragraph of [[#620.2.8| EPG 620.2.8]], where crossing the lane line markings with care is not discouraged or prohibited, the lane line markings shall consist of a normal width broken (intermittent) white line.<br /> <br /> Broken (intermittent) white lane line pavement markings and dotted lane line markings on new concrete pavements shall be enhanced by the use of contrast markings (see [[620.1_General_(MUTCD_Chapter_3A)#620.1.3|EPG 620.1.3]]).<br /> <br /> Where crossing the lane line markings is discouraged, the lane line markings shall consist of a normal width solid white line.<br /> <br /> '''Guidance. '''A solid white lane line marking should be used on approaches to:<br /> :A. Intersections to separate a through lane from a mandatory turn lane.<br /> :B. Intersections to separate contiguous mandatory turn lanes from each other.<br /> :C. Channelized movements or obstructions.<br /> <br /> '''Option.''' Solid white lane line markings may be used:<br /> :A. On approaches to intersections to separate contiguous through lanes.<br /> :B. To separate through traffic lanes from auxiliary lanes, such as an added uphill truck lane.<br /> :C. On approaches to crosswalks across multi-lane roadways.<br /> <br /> Wide solid lane line markings may be used for greater emphasis.<br /> <br /> A curved transition may be used where an edge line, channelizing line, or dotted extension line changes direction.<br /> <br /> '''Support. '''Examples of locations where a curved transition can have value include freeway exit and entrance ramps, and turn lanes.<br /> <br /> '''Standard. '''Where crossing the lane line markings is prohibited, the lane line markings shall consist of a solid double white line (DWL).<br /> <br /> The State Highway Safety and Traffic Engineer must approve the use of a solid DWL.<br /> <br /> '''Guidance. '''A solid DWL should be used to address an identifiable need.<br /> <br /> Use signs in advance of the area delineated by a solid DWL to provide motorists an opportunity to adjust to the condition.<br /> <br /> =={{SpanID|620.2.8}}620.2.8 White Lane Line Markings for Non-Continuing Lanes (Section 3B.07)==<br /> <br /> '''Standard. '''A normal width dotted white line marking shall be used as the lane line to separate a through lane that continues beyond the interchange or intersection from an adjacent deceleration or acceleration lane. <br /> <br /> For exit ramps with a parallel deceleration lane, a normal width dotted white lane line shall be installed from the upstream end of the taper to the theoretical gore or to the upstream end of a solid white lane line, if used, that extends upstream from the theoretical gore as shown in Drawings A and C in [[#fig3b9s1|Figure 620.2.8.1]] and [[#fig3b9s2|620.2.8.2]].<br /> <br /> For an exit ramp with a tapered deceleration lane, a normal width dotted white line extension shall be installed from the theoretical gore through the taper area such that it meets the edge line at the upstream end of the taper as shown in Drawing B in [[#fig3b9s1|Figure 620.2.8.1]].<br /> <br /> For entrance ramps with a parallel acceleration lane, a normal width dotted white lane line shall be installed from the downstream end of a solid white lane line, if used, that extends downstream from the theoretical gore, to the upstream end of the acceleration taper, as shown in Drawing A in [[#fig3b10|Figure 620.2.8.3]].<br /> <br /> {{SpanID|fig3b9s1}}<br /> [[File:Figure 620.2.8.1 Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings (Sheet 1 of 2).png|thumb|center|900px|alt=&quot;A. This first example shows two northbound lanes of a vertical, divided highway. Near the bottom of this example, a deceleration lane is added to the right of the two through lanes, leading to a right exit ramp. The deceleration lane runs parallel to the through lanes and is separated from them by a dotted white line. The dotted white line changes to a solid white line in advance of the “theoretical gore.” At the theoretical gore, the dotted white line becomes solid “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” The exit ramp curves away to the right.<br /> B. A second example shows two northbound lanes of a vertical, divided highway. Near the bottom of this example, a deceleration lane is added to the right of the two through lanes, leading to a right exit ramp. The tapered deceleration lane immediately angles away from the through lanes and is separated from them by a dotted white line. At the “theoretical gore,” the dotted white line becomes solid “wide white channelizing lines” and another solid wide white line angles off along the left edge of the exit ramp, forming an elongated white triangle or neutral area in front of the “physical gore.” The exit ramp angles off to the right.&quot; |'''Figure 620.2.8.1''' Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings ''(Sheet 1 of 2)'']]<br /> <br /> {{SpanID|fig3b9s2}}<br /> [[File:Figure 620.2.8.2 Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings (Sheet 2 of 2).png|thumb|center|900px|alt=C. This example shows four northbound lanes of a vertical, divided highway. Near the bottom of this example, a deceleration lane is added to the right of the four northbound through lanes, leading to a right exit ramp. The deceleration lane runs parallel to the northbound through lanes and is separated from them by a dotted white line. The dotted white line changes to a &quot;wide solid white lane line” in advance of the “theoretical gore.” At the theoretical gore, the “normal width or wide solid white lane line” continues along the exit ramp to the “physical gore” and a “normal width dotted white lane line” continues north toward a white triangle or neutral area. The exit lane is wide enough that the solid wide line is shown separating the left and right exit lanes. On the left side of the left exit lane, white channelizing lines form a white triangle or neutral area in front of the physical gore.|'''Figure 620.2.8.2''' Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings ''(Sheet 2 of 2)'']]<br /> <br /> {{SpanID|fig3b10}}<br /> [[File:Figure 620.2.8.3 Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings.png|thumb|center|900px|alt=&quot;Two examples of two northbound lanes of a vertical, divided highway are shown.A. Near the bottom of this first example, a curving entrance ramp is added to the right of the through lanes, creating a parallel acceleration lane. Where the ramp joins the highway at the “physical gore,” the solid white line on the right edge of the right lane and the solid yellow line on the left edge of the entrance ramp become “wide white channelizing lines.” These lines form a triangle or “neutral area” in between them in front of the “physical gore.” The solid white line extending from the triangle or neutral area is labeled the “theoretical gore” and noted as a “wide or normal width solid white lane line (variable length) or normal width dotted white lane line.” The acceleration lane runs parallel to the rightmost through lane and is separated from it by a dotted white line. B. Near the bottom of this second example, an entrance ramp is added to the right of the right through lanes at an angle, creating a tapered acceleration lane. Where the ramp joins the highway at the “physical gore,” the solid white line on the right edge of the right through lane and the solid yellow line on the left edge of the entrance ramp become “wide white channelizing lines.” These lines then become a white triangle or neutral area north of the “physical gore.” The point of the triangle formed by the “wide white channelizing lines” is the “theoretical gore.” At this point, both the right through lane and the entrance lane are “full lane width.”&quot; |'''Figure 620.2.8.3''' Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings]]<br /> <br /> {{SpanID|fig3b11}}{{SpanID|fig3b11s1}}<br /> [[File:Figure 620.2.8.3.1 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 1 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with five northbound lanes. Four of the northbound lanes extend past an “exit ramp,” while the rightmost lane angles off to the right to become the exit ramp. In the middle of this example, the far-right lane is shown becoming the deceleration lane, leading to a right exit ramp. The deceleration lane is shown separated from the rightmost northbound through lane by a “wide dotted white lane line.” It is shown changing to an optional “wide solid white lane line” in advance of the “theoretical gore.” At the theoretical gore, the lane line joins the edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” This triangle is shown with “white chevron markings in the neutral area.” The exit ramp angles away to the right. |'''Figure 620.2.8.3.1''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 1 of 6)'']]<br /> <br /> {{SpanID|fig3b11s2}}<br /> [[File:Figure 620.2.8.3.2 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 2 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with five northbound lanes. Four of the northbound lanes extend past an exit ramp, and the rightmost lane angles off to the right to become the exit ramp. In the middle of the example, the far-right lane becomes the deceleration lane, leading to a right exit ramp. The deceleration lane is shown separated from the rightmost northbound through lane by a “wide dotted white lane line.” It is shown changing to a “wide solid white lane line” in advance of the “theoretical gore.” At the theoretical gore, the lane line continues along the exit ramp to the “physical gore”. The exit lane is wide enough that the solid white line is shown separating the left and right exit lanes. On the left side of the left exit lane, the lane line joins the edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the physical gore. |'''Figure 620.2.8.3.2''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 2 of 6)'']]<br /> <br /> {{SpanID|fig3b11s3}}<br /> [[File:Figure 620.2.8.3.3 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 3 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with four northbound lanes. Two of the northbound lanes extend past an exit ramp, and the two rightmost lanes angle off to the right to become an exit ramp. Near the bottom of the example, the two rightmost lanes are shown becoming the deceleration lanes, leading to a right exit ramp. The deceleration lanes are shown separated from the rightmost of the two remaining northbound through lanes by a “wide dotted white lane line.” It is shown changing to a “wide solid white lane line” in advance of the “theoretical gore.” The right exit ramp is wide enough that the broken white line is shown separating the left and right exit lanes. On the left side of the left exit lane, the lane line joins the edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” |'''Figure 620.2.8.3.3''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 3 of 6)'']]<br /> <br /> {{SpanID|fig3b11s4}}<br /> [[File:Figure 620.2.8.3.4 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 4 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with four northbound lanes. Two of the northbound lanes split to the left and two split to the right. Near the bottom of this example, the two leftmost northbound lanes are shown separated from the two rightmost lanes by a “wide dotted white lane line.” The dotted lane line changes to a “wide solid white lane line” in advance of a “theoretical gore.” The lane line splits into two “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore” between the left and right lanes. Beyond the physical gore, two through lanes curve to the left and two curve right. |'''Figure 620.2.8.3.4''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 4 of 6)'']]<br /> <br /> {{SpanID|fig3b11s5}}<br /> [[File:Figure 620.2.8.3.5 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 5 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with three northbound lanes, where the left northbound lane splits to the left, the middle lane has the option of splitting to the left or right, and the right lane splits to the right. Near the bottom of this example, the right lane is shown separated from the middle lane by a “wide dotted white lane line.” The dotted lane line is shown changing to a “wide solid white lane line” as it curves to the right. The middle lane splits to the right with the right lane. The middle lane splits to the left and continues north with the left lane. Beyond the neutral area and physical gore, two through lanes continue north to the left and two lanes curve to the right. |'''Figure 620.2.8.3.5''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 5 of 6)'']]<br /> <br /> {{SpanID|fig3b11s6}}<br /> [[File:Figure 620.2.8.3.6 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 6 of 6).png||thumb|center|850px|alt=This example shows two northbound lanes of a divided vertical highway with an auxiliary lane in between an entrance ramp at the bottom of this example and an exit ramp at the top of this example. Near the bottom of this example, a curving entrance ramp is added to the right of the through lanes. Where the ramp joins the highway, the solid white line on the right edge of the right lane and the solid yellow line on the left edge of the entrance ramp become wide solid white lines that then become a white triangle or neutral area in front of the “physical gore.” These solid lines then become “white channelizing lines” that join at the “theoretical gore” and continue as a “wide solid white lane line.” This auxiliary lane runs parallel to the rightmost through lane and is separated from it by a dotted white line. Further north, the dotted white line changes to a “wide solid white lane line” in advance of the “theoretical gore” at an exit ramp to the right. The auxiliary lane angles to the right to become the exit ramp. On the left side of the exit ramp, the white lane line joins the white edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” |'''Figure 620.2.8.3.6''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 6 of 6)'']]<br /> <br /> <br /> {{SpanID|fig3b12}}{{SpanID|fig3b12s1}}<br /> [[File:Figure 620.2.8.4.1 Example of Applications of Conventional Road Lane-Drop Markings (Sheet 1 of 2).png|thumb|center|850px|alt=Segments of the northbound lanes of a vertical highway are shown. At the bottom of the example, three northbound through lanes are shown. A left-turn lane is shown in addition to the through lanes in advance of the intersection, and a white stop line is shown across all four lanes of the vertical highway at the intersection. At the top of the figure, a horizontal roadway is shown intersecting the vertical highway, which continues north of the intersection as only two through lanes. On the vertical roadway, near the bottom of the figure, the broken white line separating the right lane from the middle lane changes to a wide dotted white lane line, which changes to a wide solid white lane line further north. Where the “wide solid white lane line” begins, between the right-turn lane and right through lane traveling northbound, the word “ONLY” in white is shown on the pavement, followed by a solid white right-turn arrow, the word “ONLY” again, and another right-turn arrow at the stop line at the intersection. This right-turn lane is not shown continuing on the north side of the intersection. Where the “wide solid white lane line” begins between the right-turn lane and right through lane, a left-turn lane is shown to the left of the left through lane. A white left-turn arrow is shown on the pavement in this lane, followed by a second left-turn arrow near the intersection. Closer to the intersection, the white dotted line is shown as a solid white lane line, continuing to the stop line at the intersection. This left-turn lane is not shown continuing on the north side of the intersection. Size, location, and spacing distances between pavement markings are shown. The broken white line between the through lanes changes to a solid white lane line closer to the intersection. These two lanes are shown continuing on the north side of the intersection.<br /> |'''Figure 620.2.8.4.1''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 1 of 2)'']]<br /> <br /> {{SpanID|fig3b12s2}}<br /> [[File:Figure 620.2.8.4.2 Example of Applications of Conventional Road Lane-Drop Markings (Sheet 2 of 2).png|thumb|center|850px|alt=&quot;North of the first intersection, broken white lines separate the two through lanes from each other. A left-turn lane is shown in addition to the through lanes and right-turn lane in advance of the second intersection, and a white stop line is shown across all four lanes of the vertical highway at the intersection with the second horizontal roadway. The vertical highway is shown continuing north of the second intersection as only two through lanes. The right-turn lane is separated from the right through lane by a “wide dotted white lane line” that changes to a “wide solid white lane line” further north. Where the “wide solid white lane line” begins between the right-turn lane and right through lane, the word “ONLY” in white is shown on the pavement in this lane, followed by a solid white right-turn arrow, the word “ONLY” again, and another right-turn arrow at the stop line at the intersection. This right-turn lane is not shown continuing on the north side of the intersection. Where the “wide solid white lane line” begins between the right-turn lane and right through lane, a left-turn lane is shown added to the left of the left through lane. A solid white left-turn arrow is shown on the pavement in this lane, followed by a second left-turn arrow near the second intersection. Closer to the intersection, the white dotted line is shown as a solid white lane line, continuing to the stop line at the second intersection. This left-turn lane is not shown continuing on the north side of the second intersection. Size of and location and spacing distances between pavement markings are shown.<br /> The broken white line between the two through lanes changes to a solid white lane line closer to the intersection. These two lanes are shown continuing on the north side of the second intersection. The second example shows all of the same markings as the first example except that, north of the first intersection, the right-turn lane is separated from the right through lane by a “normal width broken white lane line” that changes to a “wide dotted white lane line” before changing again to a “wide solid white lane line.”<br /> &quot;<br /> |'''Figure 620.2.8.4.2''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 2 of 2)'']]<br /> <br /> '''Option. '''For entrance ramps with a parallel acceleration lane, a normal width dotted white line extension may be installed from the upstream end of the acceleration taper to the downstream end of the acceleration taper, as shown in Drawing A in [[#fig3b10|Figure 620.2.8.3]].<br /> <br /> For entrance ramps with a tapered acceleration lane, a normal width dotted white line extension may be installed from the downstream end of the channelizing line adjacent to the through lane to the downstream end of the acceleration taper, as shown in Drawing B in [[#fig3b10|Figure 620.2.8.3]].<br /> <br /> '''Standard.''' A wide dotted white lane line shall be used:<br /> : A. As a lane drop marking in advance of lane drops at exit ramps to distinguish a lane drop from a normal exit ramp (see Drawings A, B, and C in [[#fig3b11s1|Figures 620.2.8.3.1]] through [[#fig3b11s3|620.2.8.3.3]]),<br /> : B. In advance of freeway route splits with dedicated lanes (see Drawing D in [[#fig3b11s4|Figure 620.2.8.3.4]]),<br /> : C. In advance of freeway route splits with an option lane (see Drawing E in [[#fig3b11s5|Figure 620.2.8.3.5]]),<br /> : D. To separate a through lane that continues beyond an interchange from an adjacent continuous auxiliary lane between an entrance ramp and an exit ramp (see Drawing F in [[#fig3b11s6|Figure 620.2.8.3.6]]),<br /> : E. As a lane drop marking in advance of lane drops at intersections to distinguish a lane drop from an intersection through lane (see Drawing A in [[#fig3b12s1|Figure 620.2.8.4.1]]), and<br /> : F. To separate a through lane that continues beyond an intersection from an adjacent auxiliary lane between two intersections (see Drawing B in [[#fig3b12s2|Figure 620.2.8.4.2]]).<br /> <br /> The dotted white lane lines that are used for lane drop markings and that are used as a lane line separating through lanes from auxiliary lanes shall consist of line segments that are 3 feet in length separated by 9-foot gaps.<br /> <br /> '''Guidance. '''Lane drop markings used in advance of lane drops at freeway and expressway exit ramps should begin at least ½ mile in advance of the theoretical gore. <br /> <br /> '''Option. '''On the approach to a multi-lane exit ramp having an optional exit lane that also carries through traffic, lane line markings may be used as illustrated in Drawing B in [[#fig3b11s2|Figure 620.2.8.3.2]].<br /> <br /> '''Guidance. '''Lane drop markings used in advance of lane drops at intersections should begin a distance in advance of the intersection that is determined by engineering judgment as suitable to enable drivers who do not desire to make the mandatory turn to move out of the lane being dropped prior to reaching the queue of vehicles that are waiting to make the turn. The lane drop markings should begin no closer to the intersection than the most upstream regulatory or warning sign associated with the lane drop.<br /> <br /> '''Support.''' [[#620.2.21|EPG 620.2.20]] and [[#620.2.22|620.2.22]] contain information regarding other markings that are associated with lane drops, such as ONLY word pavement markings and lane-use arrows.<br /> <br /> [[#620.2.14|EPG 620.2.14]] contains information about the lane line markings that are to be used for transition areas where the number of through lanes is reduced at a location that is not at an interchange or intersection. <br /> <br /> '''Option. '''In the case of a lane drop at an exit ramp or intersection, a solid white line may replace a portion, but not all of the length, of the wide dotted white lane line (See [[#fig3b11s1|Figures 620.2.8.3.1]] through [[#fig3b11s6|620.2.8.3.6]]).<br /> <br /> =={{SpanID|620.2.9}}620.2.9 Channelizing Lines (MUTCD Section 3B.08)==<br /> <br /> '''Support.''' Channelizing lines are used to form neutral areas where traffic traveling in the same general direction is permitted on both sides including entrance and exit ramps, access and egress points to and from managed lanes, and left-turn lanes separated from through lanes. Channelizing lines are also sometimes used to alter travel paths for speed management or other purposes.<br /> <br /> [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)|EPG 620.9]] contains information for the application of channelizing lines used in conjunction with islands.<br /> <br /> '''Standard.''' Except as provided in the third Option paragraph of [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#620.9.5| EPG 620.9.5]], a channelizing line shall be a solid wide white line.<br /> <br /> Channelizing lines used to mark gores shall be wide solid white lines.<br /> <br /> '''Support.''' Examples of channelizing line applications are shown in [[#fig3b9s2|Figures 620.2.8.2]], [[#fig3b10|620.2.8.3]], [[#fig3b11s1|620.2.8.3.1]], Drawing C in [[#fig3b-15s2|Figure 620.2.15.2]], [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#fig3j1|Figures 620.9.2]] through [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#fig3j5|620.9.4.4]], and [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#fig3j6|Figure 620.9.7]].<br /> <br /> '''Standard.''' For all exit ramps and for entrance ramps with parallel acceleration lanes, channelizing lines shall be placed on both sides of the neutral area (see [[#fig3b9s1|Figure 620.2.8.1]], [[#fig3b9s2|Figure 620.2.8.2]], Drawing A in [[#fig3b10|Figure 620.2.8.3]], and [[#fig3b11s1|Figures 620.2.8.3.1]] through [[#fig3b11s6|620.2.8.3.6]]).<br /> <br /> For entrance ramps with tapered acceleration lanes, the channelizing lines shall extend to the theoretical gore as shown in Drawing B in [[#fig3b10|Figure 620.2.8.3]].<br /> <br /> Other pavement markings in the neutral area shall be white.<br /> <br /> '''Support.''' Pavement markings within the neutral area include chevron markings (see [[#620.2.24|EPG 620.2.24]]).<br /> <br /> =={{SpanID|620.2.10}}620.2.10 Edge Line Pavement Markings (MUTCD Section 3B.09)==<br /> <br /> '''Standard. '''If used, edge line pavement markings shall delineate the right or left edges of a roadway.<br /> <br /> Except as provided in [[620.5 Preferential Lane Markings for Motor Vehicles (MUTCD Chapter 3E)#620.5.4|EPG 620.5.4]], right edge line pavement markings, if used, shall consist of a normal width solid white line to delineate the right-hand edge of the roadway. <br /> <br /> If used on the roadways of divided highways or one-way streets, or on any ramp in the direction of travel, left edge line pavement markings shall consist of a normal width solid yellow line to delineate the left-hand edge of a roadway or to indicate driving or passing restrictions left of these markings, except as provided in [[620.5 Preferential Lane Markings for Motor Vehicles (MUTCD Chapter 3E)#620.5.4|EPG 620.5.4]].<br /> <br /> '''Guidance.''' When solid wide lines are used at entrance or exit ramps, the additional width of the wide line should encroach on the through lane of the highway (see [[#fig620.2.10|Figure 620.2.10]]).<br /> <br /> '''Support. '''Edge line markings provide visual references to guide road users during adverse weather and visibility conditions. <br /> <br /> '''Guidance. '''Edge line markings should not be continued through intersections, except for the following situations:<br /> :A. Dotted edge line extensions (see [[#620.2.13|EPG 620.2.13]]), or<br /> :B. Through that part of an intersection with no intersection approach (such as the far side of a T-intersection).<br /> <br /> '''Support.''' [[#620.2.13|EPG 620.2.13]] contains information on the use and application of edge lines through intersections, interchanges, and driveways.<br /> <br /> {{SpanID|fig620.2.10}}<br /> [[File:Figure 620.2.10 Example of Channelizing Line Markings at Ramp Gores.jpg|thumb|center|900px|alt=|'''Figure 620.2.10''' Example of Channelizing Line Markings at Ramp Gores]]<br /> <br /> =={{SpanID|620.2.11}}620.2.11 Warrants for Use of Edge Lines (MUTCD Section 3B.10)==<br /> <br /> '''Standard.''' Edge line markings shall be placed on paved streets or highways with the following characteristics:<br /> : A. Freeways,<br /> : B. Expressways, and<br /> : C. Routes with a traveled way of 20 feet or more in width and an ADT of 400 vehicles per day or greater.<br /> <br /> '''Option.''' Edge line markings may be excluded, based on engineering judgment, for reasons such as if the traveled way edges are delineated by curbs, parking, or other markings.<br /> <br /> If a bicycle lane is marked on the outside portion of the traveled way, the edge line that would mark the outside edge of the bicycle lane may be omitted.<br /> <br /> Edge line markings may be used where edge delineation is desirable to minimize unnecessary driving on paved shoulders or on refuge areas that have lesser structural pavement strength than the adjacent roadway.<br /> <br /> =={{SpanID|620.2.12}}620.2.12 Bridge Edge Lines==<br /> <br /> '''Standard. '''Bridges that are located on routes authorized for edge lines shall be striped in accordance with the following classifications (see [[#fig620.2.12.1|Figure 620.2.12.1]] and [[#fig620.2.12.2|Figure 620.2.12.2]]):<br /> :A. Non-shoulder width bridges that have been constructed with a deck less than 2 ft. wider than the adjacent roadway on each side of the pavement shall not have the edge line placed on the bridge deck. The edge line shall end on the adjacent roadway 50 ft. from the bridge deck.<br /> :B. Bridges wider than the roadway pavement by more than 2 ft. on each side shall receive edge line that will be continuous with that of the adjoining roadway.<br /> :C. Three lane bridges designed and constructed with an additional lane for future use shall be marked as a two lane bridge. The edge line in these cases shall not be offset to provide for the usage of the third lane and the edge line will be continuous across the bridge.<br /> :D. One lane, weight restricted bridges have a reduced driving surface due to an inability to carry the weight of two lanes of traffic. These bridges shall be marked using a wide white edge line that forms a 12 ft. travel lane on the bridge deck. These edge lines shall then taper from the edge of the bridge deck 200 ft. to the edge of the roadway pavement. The center line marking, if applicable, shall end 500 ft. from the end of the bridge deck.<br /> :E. One lane bridges with width restrictions, having a clear traveling surface 16 ft. or less shall be marked using a wide white edge line that forms a 12 ft. travel lane on the bridge deck. These edge lines shall then taper from the edge of the bridge deck 200 ft. to the edge of the roadway pavement. The center line marking, if applicable, shall end 500 ft. from the end of the bridge deck.<br /> <br /> '''Guidance. '''Special attention should be given to all bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway.<br /> <br /> '''Standard. '''If bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway are on routes authorized for center line marking, but not edge line marking, a segment of edge line shall be marked to delineate the travel way of the bridge. The edge line marking for these bridges shall begin 500 ft. ahead of, and end 500 ft. beyond, the bridge deck. These markings are intended to guide vehicles from the wider bridge deck to the narrower adjacent roadway (see [[#fig620.2.12.1|Figure 620.2.12.1]] and [[#fig620.2.12.2|Figure 620.2.12.2]].)<br /> <br /> {{SpanID|fig620.2.12.1}}<br /> [[File:Figure 620.2.12.1 Edge Line Striping for Two-Lane, Two-Way Bridges.png|thumb|center|561px|alt=&quot;The figure shows four examples of bridge edge line striping.<br /> For non-shoulder width bridges, when the bridge deck is less than 2 feet wider than the roadway, edge lines extend 50 feet from the edge of the bridge deck but do not continue across the bridge.<br /> For bridges wider than pavement, when the bridge deck is 2 feet or greater in width beyond the roadway, edge lines are shown continuous across the bridge.<br /> For bridges on routes without edge lines, if a route is authorized for no-passing zone markings but not edge lines, the bridge still receives edge lines marked across its deck.<br /> For three-lane bridges, when the bridge deck is 3 lanes wide but the roadway is only 2 lanes, edge lines continue across the bridge in alignment with the roadway’s edge lines.&quot;<br /> |&lt;center&gt;'''Figure 620.2.12.1''' Edge Line Striping for Two-Lane, Two-Way Bridges''&lt;/center&gt;]]<br /> <br /> {{SpanID|fig620.2.12.2}}<br /> [[File:Figure 620.2.12.2 Edge Line Striping for Single Lane Bridges.png|thumb|center|561px|alt=&quot;The figure shows pavement marking layouts for one-lane bridges on two-way, two-lane roadways.<br /> On both examples, the roadway narrows to a single lane across the bridge, indicated by tapering edge lines that converge before the bridge and continue straight across its deck. A centerline is shown approaching the bridge, with edge lines drawn to mark the narrowing section. Arrows indicate two-way traffic sharing the single-lane bridge.<br /> The left example and right example are nearly identical, one used when weight restrictions apply and the other for when width restrictions apply.&quot;<br /> |&lt;center&gt;'''Figure 620.2.12.2''' Edge Line Striping for Single Lane Bridges''&lt;/center&gt;]]<br /> <br /> =={{SpanID|620.2.13}}620.2.13 Application of Pavement Markings Through Intersections or Interchanges (MUTCD Section 3B.11)==<br /> <br /> '''Standard. '''Pavement markings extended into or continued through an intersection or interchange area shall be the same color as the line markings they extend (see [[#fig620.2.13.1|Figure 620.2.13.1]] and [[#fig620.2.13.2|Figure 620.2.13.2]]).<br /> <br /> Intersections that provide more than one turn lane per movement shall have dotted extension lines for traffic to follow through the intersection, except as provided in the following Option paragraph. These lines shall be marked with dotted extension lines (2-foot line segments separated by 4-foot gaps), and shall follow the appropriate turning radius of the intersection. This line shall begin at the solid white lane line of the left turn bay and end at the lane line delineating the lanes the traffic is being channelized to. Dotted extension lines shall not be marked within crosswalks.<br /> <br /> '''Option. '''Exceptions will be allowed when the dotted extension lines for opposing dual left-turn movements overlap in a manner that may cause driver confusion.<br /> <br /> '''Guidance. '''Pavement markings extended into or continued through an intersection or interchange area should be at least the same width as the line markings they extend.<br /> <br /> Where highway design or reduced visibility conditions make it desirable to provide control or to guide vehicles through an intersection or interchange, such as at offset, skewed, complex, or multi-leg intersections, on curved roadways, where multiple turn lanes are used, or where offset left-turn lanes might cause driver confusion''', '''dotted lane line extension markings consisting of 2-foot line segments and 4-foot gaps should be used to extend longitudinal line markings through an intersection or interchange area.<br /> <br /> In areas of limited sight distance due to vertical and/or horizontal curves, an edge line extension may be used to delineate acceleration and deceleration lanes.<br /> <br /> '''Standard. '''Extensions of center lines through intersections shall be dotted lines. <br /> <br /> '''Guidance. '''Where a double line is extended through an intersection, a single line of equal width to one of the lines of the double line should be used.<br /> <br /> '''Standard. '''Solid lines shall not be used to extend edge lines into or through intersections except through that part of an intersection with no intersecting approach (such as at the far side of a T-intersection). <br /> <br /> '''Guidance. '''Edge line markings should be discontinued across intersecting approaches at intersections or interchanges.<br /> <br /> Driveways that do not meet the definition of an intersection (see [[:Category:911 General (MUTCD Part 1) #911.3.2|EPG 911 (MUTCD Section 1C.02)]]) should have edge line markings maintained across the intersecting approach of the driveway.<br /> <br /> '''Option. '''Dotted edge line extensions may be placed through intersections.<br /> <br /> Edge line extension lines may be used at the district's discretion.<br /> <br /> '''Guidance. '''Durable pavement markings should be used for edge line extensions. An attempt should be made to keep the painted portion of this line out of the wheel tracks to promote longer life.<br /> <br /> For a divided highway, the edge line at an intersection should begin and end at the taper points when the intersection has no deceleration lanes. Where deceleration lanes are present, the edge line should continue along the outside of the deceleration lane to the beginning of the turn radius (see [[#fig620.2.13.3|Figure 620.2.13.3]]).<br /> <br /> {{SpanID|fig620.2.13.1}}<br /> [[File:Figure 620.2.13.1 Examples of Line Extensions through Intersections (Sheet 1 of 2).png|thumb|center|800px|alt=&quot;A: The intersection of a two-lane, two-way horizontal roadway with a vertical roadway with four southbound lanes is shown. The two-lane roadway has a double solid yellow line dividing the two lanes and solid white stop lines across the approach lane on each side of the intersection. The four lanes on the south side of the intersection are offset to the right of the four lanes on the north side of the intersection. Broken white lines separate the four lanes on each side of the intersection. Through the intersection, the lanes are separated by dotted white lines. On the east and west side of the horizontal roadway, there are two parallel solid white lines denoting crosswalks. On the north and south side of the vertical roadway, a series of closely spaced solid white lines are shown placed at the intersection parallel to the direction of travel denoting crosswalks.<br /> B: The intersection of an eastbound three-lane horizontal roadway with a northbound three-lane vertical roadway is shown.<br /> The left side of the horizontal roadway is composed of two eastbound through lanes (the right and middle lanes), a combination straight or left-turn lane, and an added fourth (left-turn only) lane. The two turn lanes are separated by a solid white line, with an “optional dotted extension” in white in advance of the solid white line. The through lanes are separated by broken white lines. Solid white turn arrows are marked in the turn lanes. As the lanes approach the intersection, the broken white lines become solid white lines. A solid white stop line is marked across all eastbound and northbound approach lanes at the intersection. The solid white line separating the far left-turn lane from the combination through left-turn lane is extended through the intersection, starting beyond the west crosswalk and curving 90 degrees to the left, and is omitted inside the north side crosswalk to join the lane line that separates the left and center lanes of the northbound roadway on the north side of the intersection. On the east side of the intersection, there are three through lanes separated by broken white lines. The part of the northbound roadway on the south side of the intersection is composed of two through lanes (the left and middle lanes), a combination through or right-turn lane, and an added fourth right-turn lane. The two turn lanes are separated from each other by a solid white line, with an “optional dotted extension” in white in advance of the solid white line. The through lanes are separated from each other by broken white lines. Solid white turn arrows are marked in the turn lanes. As the lanes approach the intersection, the broken white lines become solid white lines. A solid white stop line is marked across all northbound and eastbound approach lanes at the intersection. The dotted white line separating the far right-turn lane from the combination through right-turn lane is extended through the intersection, starting beyond the south crosswalk and curving 90 degrees to the right, and is omitted inside the east side crosswalk to join the lane line that separates the right and center lanes of the eastbound roadway on the east side of the intersection. On the north side of the intersection, there are three through lanes separated by broken white lines. On each side of the intersection on each roadway are two parallel solid white lines denoting crosswalks.&quot;<br /> |'''Figure 620.2.13.1''' Examples of Line Extensions through Intersections ''(Sheet 1 of 2)''&lt;!--br&gt;&lt;br&gt;'''Note:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Sections 3B.11]].&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> {{SpanID|fig620.2.13.2}}<br /> [[File:Figure 620.2.13.2 Example of Line Extensions through Intersections (Sheet 2 of 2).png|thumb|center|800px|alt=&quot;C: The intersection of a five-lane horizontal roadway with a three-lane vertical roadway is shown.<br /> The horizontal roadway is composed of two lanes eastbound and two lanes westbound with a center left-turn lane, and the vertical roadway is composed of one lane northbound and one lane southbound with a center left-turn lane. Two parallel solid white lines denoting crosswalks are on each side of the intersection on each roadway. Beginning at the crosswalk on the north side of the vertical highway, a dotted white line extends from the solid white line separating the right lane from the left-turn lane through the intersection, curving 90 degrees to the east, and is omitted inside the east side crosswalk to join the lane line that separates the two eastbound lanes of the eastbound roadway on the east side of the intersection. Beginning at the crosswalk on the south side of the vertical highway, another dotted white line extends from the solid white line separating the right lane from the left-turn lane through the intersection, curving 90 degrees to the west, and is omitted inside the west side crosswalk to join the lane line that separates the two westbound lanes on the westbound roadway on the west side of the intersection.<br /> D: A five-lane horizontal roadway intersecting a three-lane vertical roadway is shown. The horizontal roadway is composed of two lanes eastbound and two lanes westbound with a center left-turn lane, and the vertical roadway is composed of one lane northbound and one lane southbound with a center left-turn lane. Two parallel solid white lines denoting crosswalks are on each side of the intersection on each roadway. A separate westbound right-turn lane is shown as the rightmost lane on the east side of the intersection. A gore at the intersection is shown as the turn lane begins to curve to the north. At the point where the right-turn lane curves past the northeast corner of the intersection, a series of closely spaced solid white lines denoting a crosswalk are shown across the turn lane. A white triangular island is shown to the left of the crosswalk with the point of the island extending to the far edge of the vertical and horizontal crosswalks in the intersection. The right-turn lane continues curving and merges with the northbound lane of the vertical roadway on the north side of the intersection. Beginning at the crosswalk on the south side of the vertical highway, a single dotted yellow line extends from the solid double yellow line separating the left-turn lane from the opposing through lane through the intersection, curving 90 degrees to the west and is omitted inside the west side crosswalk, to join the solid double yellow line that separates the left-turn lane from the two westbound lanes on the west side of the intersection. Also beginning at the crosswalk, a single dotted white line extends from the solid white line separating the two left-turn lanes through the intersection, curving 90 degrees to the west and is omitted inside the west side crosswalk, to join the broken white line that separates the two westbound through lanes on the west side of the intersection.<br /> &quot;<br /> |'''Figure 620.2.13.2''' Examples of Line Extensions through Intersections ''(Sheet 2 of 2)''&lt;!--br&gt;&lt;br&gt;'''Note:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Sections 3B.11]].&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> <br /> {{SpanID|fig620.2.13.3}}<br /> [[File:Figure 620.2.13.3 Edge Line Striping for At Grade Intersections.png|thumb|center|800px|alt=&quot;The figure shows examples of pavement markings at intersections on both divided and undivided highways.<br /> For divided highways with deceleration lanes, south of the first intersection, the two through lanes are separated by a broken white line. A right- and left-turn lane is added, separated from the through lanes by a wide solid white lane line. Optional white painted or raised islands are shown between the lanes in the intersection, and optional edge line extensions are marked through the intersection. On the north side of the intersection, the left inside line is yellow and the right outside lane is white.<br /> For divided highways without deceleration lanes, the figure shows a single right-turn lane into a driveway, separated from the right through lane by a wide solid white lane line. Optional dotted extension lines through the intersection are shown at the district’s discretion.<br /> For undivided highways, the figure shows a major street intersecting with a minor street and private driveway. The roadway includes a center line, edge lines, and optional dotted extension lines through the intersection. &quot;<br /> |'''Figure 620.2.13.3''' Edge Line Striping for At Grade Intersections]]<br /> <br /> '''Support. '''[[#620.2.30|EPG 620.2.30]] contains information about edge lines through diverging diamond interchanges with a transposed alignment crossroad.<br /> <br /> [[620.4 Circular Intersection Markings (MUTCD Chapter 3D)#620.4.3|EPG 620.4.3]] provides information for edge lines through roundabouts.<br /> <br /> [[:Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)|EPG 912]] (MUTCD Section 5B.02) contains information on edge line extensions for driving automation system considerations.<br /> <br /> [[913.3 Markings (MUTCD Chapter 8C)#913.3.5|EPG 913.3.5]] contains information about the extension of edge lines through grade crossing areas.<br /> <br /> [[914.5 Markings (MUTCD Chapter 9E)#914.5.3|EPG 914.5.3]] contains information for the extensions of bicycle lanes through intersections.<br /> <br /> =={{SpanID|620.2.14}}620.2.14 Lane-Reduction Transitions (MUTCD Section 3B.12)==<br /> <br /> {{SpanID|fig3b14}}<br /> [[File:Figure 620.2.14 Examples of Applications of Lane-Reduction Transition Markings.png|thumb|center|850px|alt=&quot;Two examples are shown side-by-side. The first example shows a roadway that reduces from three lanes to two lanes. This example shows a roadway with one lane traveling south and two lanes (reducing to one lane) traveling north. Two northbound lanes are shown beginning at the bottom of the example, separated from each other by a broken white line. Before the broken line, a sign assembly composed of an optional W9-1R sign mounted above an optional W16-2P plaque is shown next to the right side of the roadway. Past the broken line, a W4-2R sign is shown next to the right side of the roadway. Continuing north, a diagonal solid white arrow pointing up and to the left is shown on the pavement between the sign assembly and the end of the broken white line. Farther north, another arrow is shown on the pavement in advance of the taper. Beyond this point, the two northbound lanes begin reducing to one lane. Delineators are shown next to the right side of the roadway in the northbound direction along the lane reduction taper. Distances between locations of signs, tapers, pavement markings, and delineators are shown. The second example shows a vertical roadway that reduces from four lanes to two lanes. This example shows a roadway with one lane (increasing to two lanes) in the southbound direction and two lanes (reducing to one lane) in the northbound direction. One southbound lane is shown beginning at the top of the figure and increasing to two. A solid double yellow line is shown changing from straight to slightly diagonal to the east to accommodate the second southbound lane. Two northbound lanes are shown beginning at the bottom of the figure and then reducing to one lane farther north. They are separated by a broken white line before it stops in advance of the lane reduction. At the bottom of the figure, a sign assembly composed of an optional W9-1R sign mounted above an optional W16-2P plaque is shown next to the right side of the roadway. Continuing north, a diagonal solid white arrow pointing up and to the left is shown on the pavement between a W4-2R sign assembly and the end of the broken white line. Farther north, another arrow is shown on the pavement in advance of the taper. Delineators are shown next to the right side of the roadway in the northbound direction along the lane reduction taper. Distances between locations of signs, tapers, pavement markings, and delineators are shown.<br /> &quot;<br /> |'''Figure 620.2.14''' Examples of Applications of Lane-Reduction Transition Markings]]<br /> <br /> '''Support.''' A lane-reduction is where the number of through lanes is reduced at a location that is not at an interchange, ramp, or intersection because of narrowing of the roadway or because of a section of on-street parking in what would otherwise be a through lane.<br /> <br /> [[#620.2.8|EPG 620.2.8]] contains information on pavement markings for lane drops and splits.<br /> <br /> [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.39|EPG 903.3.39]] contains information for warning signing used for lane reductions.<br /> <br /> '''Standard.''' Lane-reduction transitions (see [[#fig3b14|Figure 620.2.14]]) shall include the following elements:<br /> <br /> :A. A no-passing zone (see [[#620.2.3|EPG 620.2.3]]) to prohibit passing in the direction of the convergence and through the transition area except where not applicable such as one-way streets, expressways, and freeways; and<br /> :B. An edge line (see [[#620.2.10|EPG 620.2.10]]) in the direction of the convergence and through the transition area, except as provided in the first Option paragraph below.<br /> <br /> '''Guidance.''' Except as provided in, the following Option paragraph the edge line marking should be installed from the location of the Lane Ends warning sign to beyond the beginning of the narrower roadway.<br /> <br /> '''Option. '''On roadways with operating speeds less than 25 mph where curbs clearly define the roadway edge in the lane-reduction transition, or where a through lane becomes a parking lane, the edge line may be omitted as determined by engineering judgment.<br /> <br /> '''Guidance. '''Lane-reduction transitions should include the following elements:<br /> <br /> :A. Delineators installed adjacent to the lane or lanes reduced for the full length of the transition and should be so placed and spaced (see [[620.6 Delineators (MUTCD Chapter 3G)#620.6.4|EPG 620.6.4]]) to show the reduction except as provided in the third Option paragraph below and except as provided in the second paragraph of [[620.6 Delineators (MUTCD Chapter 3G)#620.6.3|EPG 620.6.3]] for freeways and expressways,<br /> :B. Lane-reduction arrow markings (see Drawing H in [[#fig3b21|Figure 620.2.22.1]]) on the roadway with a speed limit of 45 mph or more, and<br /> :C. A termination of the broken (intermittent) white lane line at a point that is ¼ of the advance placement distance (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.4|EPG 903.3.4]]) between the Lane Ends sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.39|EPG 903.3.39]]) and the point where the transition taper begins.<br /> <br /> For roadways having a speed limit of 45 mph or greater, the transition taper length for a lane-reduction transition should be computed by the formula L = WS, where L equals the taper length in feet, W equals the width of the offset distance in feet, and S equals the 85th-percentile speed or the speed limit in mph, whichever is higher. For roadways where the speed limit is less than 45 mph, the formula L = WS&lt;sup&gt;2&lt;/sup&gt;/60 should be used to compute the taper length.<br /> <br /> The minimum lane reduction transition taper length should be 100 feet in urban areas and 200 feet in rural areas.<br /> <br /> Where observed speeds exceed speed limits, longer tapers should be used.<br /> <br /> '''Option.''' The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.<br /> <br /> On new construction, where no speed limit has been established, the design speed may be used in the transition taper length formula.<br /> <br /> On low-speed urban roadways where curbs clearly define the roadway edge in the lane-reduction transition, or where a through lane becomes a parking lane, delineators may be omitted as determined by engineering judgment.<br /> <br /> Where a lane-reduction transition occurs on a roadway with a speed limit of less than 45 mph, lane-reduction arrow markings may be used. <br /> <br /> Lane-reduction arrow markings may be used in long acceleration lanes based on engineering judgment.<br /> <br /> =={{SpanID|620.2.15}}620.2.15 Approach Markings for Obstructions (MUTCD Section 3B.13)==<br /> <br /> '''Standard. '''Pavement markings shall be used to guide traffic away from fixed obstructions within a paved roadway. Approach markings for bridge supports, refuge islands, median islands, and raised channelization islands shall consist of a tapered line or lines extending from the center line or the lane line to a point 1 to 2 feet to the right-hand side, or to both sides, of the approach end of the obstruction (see [[#fig3b-15s1|Figure 620.2.15.1]] and [[#fig3b-15s2|Figure 620.2.15.2]]).<br /> <br /> <br /> {{SpanID|fig3b-15}}{{SpanID|fig3b-15s1}}<br /> &lt;div id=&quot;fig620.2.10.1&quot;&gt;&lt;/div&gt;<br /> [[File:Figure 620.2.15.1 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt=&quot;Two examples of markings for obstructions in a roadway are shown.<br /> <br /> The first example shows a two-lane, two-way vertical highway with a black “x” inscribed in a white square, denoting an obstruction, in the middle of a parallelogram-shaped island. The island is marked with 24-inch yellow diagonal markings at a 45-degree angle, spaced 50 feet apart, with a minimum of three diagonal lines on each side of the obstruction. The diagonals are contained within tapered solid yellow lines on the outside of each side of the obstruction.<br /> <br /> Starting from the bottom of this example, a solid double yellow line separates the opposing lanes and then continues north as it approaches the obstruction. The line then separates into two tapering solid double yellow lines, one on each side of the obstruction. Beyond the obstruction, the two solid double yellow lines taper back to merge into one solid double yellow line at the center of the roadway. The solid double yellow line continues along the center of the road toward the top of the example. Several dimensions of distances between pavement markings are shown.<br /> <br /> The second example shows the same pavement markings as the first example except on a four-lane vertical highway, with two lanes of travel in each direction separated by a broken white line.&quot;<br /> |&lt;center&gt;'''Figure 620.2.15.1''' Examples of Applications of Markings for Obstructions in the Roadway &lt;br&gt;''(Sheet 1 of 2)''&lt;/center&gt;]]<br /> <br /> <br /> {{SpanID|fig3b-15s2}}<br /> &lt;div id=&quot;fig620.2.10.2&quot;&gt;&lt;/div&gt;<br /> [[File:Figure 620.2.15.2 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt=&quot;A four-lane vertical highway is shown with two northbound lanes and two southbound lanes. An obstruction is shown in an island in the center of the northbound lanes and another obstruction is shown in an island in the center of the southbound lanes. The islands are marked with 24-inch white diagonal markings placed at a 45-degree angle with 50-foot spacing, with a minimum of three diagonal lines required on each side of the object.<br /> <br /> Both northbound and southbound lanes are separated by broken white lines at the bottom and top of the example. The broken white lines change to “wide solid white lines or normal width solid double white lane lines” as they approach the obstruction. The lines separate and go around each side of the obstruction, and then taper back to merge together beyond the obstruction. Several dimensions of and distances between pavement markings are shown.&quot;<br /> |&lt;center&gt;'''Figure 620.2.15.2''' Examples of Applications of Markings for Obstructions in the Roadway &lt;br&gt;''(Sheet 2 of 2)''&lt;/center&gt;]]<br /> <br /> <br /> '''Guidance. '''For roadways having a speed limit of 45 mph or greater, the taper length of the tapered line markings should be computed by the formula L = WS, where L equals the taper length in feet, W equals the width of the offset distance in feet, and S equals the 85th-percentile speed or the speed limit, whichever is higher. For roadways where the speed limit is less than 45 mph, the formula L = WS&lt;sup&gt;2&lt;/sup&gt;/60 should be used to compute the taper length.<br /> <br /> The minimum taper length should be 100 feet in urban areas and 200 feet in rural areas.<br /> <br /> '''Option. '''The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.<br /> <br /> Observed speeds may be used to determine the taper length when the observed speed exceeds the posted or statutory speed limits.<br /> <br /> Unique situations may require special markings or warning devices.<br /> <br /> '''Standard. '''If traffic is required to pass only to the right of the obstruction, the markings shall consist of a two-direction no-passing zone marking at least twice the length of the diagonal portion as determined by the appropriate taper formula (see Drawing A in [[#fig3b-15s1|Figure 620.2.15.1]]).<br /> <br /> '''Option. '''If traffic is required to pass only to the right of the obstruction, yellow diagonal markings (see [[#620.2.24|EPG 620.2.24]]) may be placed in the flush median islands (see [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#620.9.3|EPG 620.9.3]]) between the no-passing zone markings as shown in Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]].<br /> <br /> '''Standard. '''If traffic can pass either to the right or left of the obstruction, the markings shall consist of two channelizing lines diverging from the lane line, one to each side of the obstruction. In advance of the point of divergence, a wide solid white line shall be extended in place of the broken (intermittent) lane line for a distance equal to the length of the diverging lines (see Drawing C in [[#fig3b-15s2|Figure 620.2.15.2]]).<br /> <br /> '''Option.''' If traffic can pass either to the right or left of the obstruction, additional white chevron markings (see [[#620.2.24|EPG 620.2.24]]) may be placed in the flush neutral area between the channelizing lines as shown in Drawing C in [[#fig3b-15s2|Figure 620.2.15.2]]. Other markings, such as white delineators, white channelizing devices, and white crosswalk markings may also be placed in the flush neutral area.<br /> <br /> The obstruction and marking may, if possible, be illuminated by overhead lighting that will adequately light the object without directing glare toward road users approaching from either direction.<br /> <br /> '''Support.''' [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.71|EPG 903.3.71]] contains information regarding object markers for obstructions within the roadway.<br /> <br /> =={{SpanID|620.2.16}}620.2.16 Inlaid Pavement Markers – General (MUTCD Section 3B.14)==<br /> [[File:620.2_additionalImagery_1.png|thumb|right|489px|An example of ambient light obscuring pavement markings, but also an example of ILPMs also not working due to the flat grade of the highway not allowing the grooves the ILPMs are installed in to drain, resulting in the markers becoming submerged and rendered ineffective]]<br /> '''Support. '''MoDOT has utilized a series of various pavement marking systems to enhance wet night visibility over the decades, including snow plowable raised pavement markers, rumble stripe edge lines, grooved in durable markings with wet reflective elements, grooved in waterborne markings with wet elements and the current marking system using an enhanced ASTM Type III glass bead (MoDOT Type L) on all pavement markings on major roads. The MoDOT Type L / high build waterborne pavement marking and edge line rumble stripes are the predominate wet nighttime marking system, with inlaid pavement markers being an optional supplement to this system. <br /> <br /> Inlaid pavement markers (ILPMs) offer benefits over traditional pavement markings in heavy rain conditions, and in conditions where ambient light creates a sheen on the wet pavement at night making it more difficult to see traditional pavement markings. However, ILPMs are only a supplement to traditional pavement markings, which must be maintained at the highest standards possible. ILPMs only serve as a supplement as they provide no guidance during daylight hours, and pavement markers provide no guidance to the machine vision systems that are being deployed in today’s vehicle fleet. <br /> <br /> ILPMs can provide a safety benefit during wet-night conditions where they are warranted. However, research indicates ILPMs can have a negative safety impact if applied in areas where they are not warranted, providing too much guidance resulting in drivers overdriving the wet-night conditions. The research found the markers to offer the greatest safety impact in urban areas on divided highways with three or more lanes in one direction and areas where ambient light creates a sheen on the pavement obscuring normal pavement markings. With MoDOT’s direction to use rumble stripes for all its major roadways, roads with only two lanes in each direction offer the enhanced edge line guidance to all lanes of traffic compared to a three-lane section where the middle lane has no edge line rumble stripe to reference. <br /> <br /> Installations are being limited to the cradle system of ILPMs at this time as they have proven to provide the longest service life compared to other systems which have been evaluated. The reflectors are installed in pairs to provide redundancy and increase the service life of the installation.<br /> <br /> ILPMs are not without limitations, these devices are recessed below the pavement surface to protect the reflectors from snowplow damage. On roadway segments with a grade or super elevation in a curve, the grooves the markers are installed in will typically drain keeping the reflectors visible. However, on roadway segments which have a flat grade these grooves can fill up with water covering the reflectors rendering them ineffective in heavier rain events.<br /> <br /> <br /> '''MoDOT's Implementation of ILPMs''' <br /> <br /> '''Standard.''' If used, ILPMs shall be installed according to the following conditions:<br /> :A. ILPMs are limited to freeways with three or more through lanes in one direction.<br /> :B. The cradle system of ILPMs shall be the marker style used. ILPMs shall comply with the current approved vendor list.<br /> :C. ILPMs shall be installed in pairs, placed in every other gap between the skips of broken (intermittent) lane line markings&amp;nbsp;only<br /> :# Installed in accordance with manufactures’ installation guidance.<br /> :# Special attention needs to be given to installations on concrete as ILPM installations in concrete have historically had high failure rates. The selected manufacturer must demonstrate they have corrected this issue with an appropriate installation procedure. <br /> <br /> :D. The ILPMs shall contain a white reflector visible to oncoming traffic and a red reflector on the reverse side of the marker, providing a wrong way deterrent. The color of the ILPMs shall conform to the color of the marking they supplement, under both daylight and nighttime conditions. When used, ILPMs shall require approval from the State Highway Safety and Traffic Engineer.<br /> <br /> &lt;center&gt;<br /> {| <br /> |-<br /> | colspan=&quot;2&quot; | [[File:620.2_additionalImagery_2.png|thumb|center|600px|ILPM installation in pavement groove]]<br /> |-<br /> | colspan=&quot;2&quot; | [[File:620.2_additionalImagery_3.png|thumb|center|600px|Paired ILPM installation and spacing]]<br /> |-<br /> | [[File:620.2_additionalImagery_4.png|thumb|center|Newly installed cradle ILPM, cradle tabs still in place which hold the marker at the proper elevation until the epoxy cures]]<br /> | style=&quot;vertical-align: top;&quot;| [[File:620.2_additionalImagery_5.png|thumb|center|Paired ILPM installation and spacing]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''ILPMs do have a limited life expectancy, when installed in accordance with the guidance above, the service life is approximately 4 to 5 years or roughly half the life of a typical asphalt overlay. Failure modes can include damage / missing reflector lenses from the cradle, or the loss of the entire reflector installation from the pavement. Loss of the entire marker installation results in a cavity in the pavement which could accelerate pavement deterioration. <br /> <br /> '''Guidance. '''Maintenance and impacts to pavement should be taken into account when considering the installation of ILPMs. A maintenance program should be implemented to maintain the marker’s performance. This maintenance should take place approximately halfway through the asphalt’s overlay cycle, assuming an 8 to 10 year cycle. <br /> <br /> '''Support. '''Concrete installation maintenance requirements can be significantly different due to the service life of a concrete surface. Based on maintenance cycles from other states, this would typically result in maintenance beginning 4 years after the initial installation, a second maintenance cycle 2-3 years later and then annually from that point forward. This cycle accounts for the varying ages of markers that results from the lack of an overlay replacement. The actual maintenance cycle may vary based on inspections. The use of MoDOT’s mobile retroreflectivity contract could also be used to measure ILPM performance to determine the maintenance needs.<br /> <br /> '''Option.''' Maintenance of ILPMs in asphalt may be accomplished in two typical fashions:<br /> :A. Install new ILPMs in the gaps between lane lines which did not receive markers initially, allowing the original markers to fade out of service. This is the more efficient and cost effective method, however, milling new markers into a midlife asphalt could accelerating the asphalt joint failure depending on pavement condition.<br /> :B. Inspection and replace ILMPs individually in their original locations. This method is more labor intensive and costly; however, it could reduce the risk of accelerated pavement failure by eliminating new milling operations. Reinstalling markers in the cavities left by old, dislodged markers could also help seal and preserve the pavement.<br /> <br /> '''Guidance.''' When districts consider the use of ILPMs, they should answer the following questions:<br /> :A. Does the route in question have a documented wet-night crash history that is tied to visibility and not surface condition to warrant the installation?<br /> :B. Will the installations be planned to be maintained or will the initial installation be allowed to fade out of service?<br /> :C. If the installation will be allowed to fade out of service, what ramifications would a district expect in terms of failing to meet customer expectations for the presence of the markers and/or increases in wet-night crashes as markers fade away?<br /> :D. Will the benefits of installing ILPMs offset the impacts to the pavement and its long term maintenance?<br /> <br /> &lt;center&gt;<br /> {| <br /> |-<br /> | style=&quot;vertical-align: top;&quot;| [[File:620.2_additionalImagery_6.png|thumb|right|Missing reflector from cradle, new reflector can be reinstalled to maintain]]<br /> | style=&quot;vertical-align: top;&quot;| [[File:620.2_additionalImagery_7.png|thumb|right|Complete loss of marker installation, these sites need to be patched with asphalt or new markers installed in the same location]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> =={{SpanID|620.2.17}}620.2.17 Curb Markings for Delineation (MUTCD Section 3B.18)==<br /> <br /> '''Option. '''Barrier curbs on the outside shoulder with a minimum height of 6 inches may be marked for the purpose of delineation. <br /> <br /> '''Guidance. '''Barrier curbs which are located in the line of traffic flow where the curb serves to channel traffic should be marked, even in cases in which they otherwise would not be marked as indicated in the following paragraph.<br /> <br /> Curbs should not be marked in the following cases:<br /> :A. Where the posted speed limit is 40 mph or less.<br /> :B. Curbs that diverge from the normal traffic flow for commercial and private entrances.<br /> :C. Curbs that are mountable (see [https://www.modot.org/media/16880 Standard Plan 609]).<br /> <br /> '''Option. '''The first 200 ft. of a barrier curb may also be painted in the above cases to mark the beginning of these barriers (See [[#fig620.2.17|Figure 620.2.17]]).<br /> <br /> {{SpanID|fig620.2.17}}<br /> [[File:Figure 620.2.16 Painted Curb Marking for Barrier Curbs.jpg|thumb|center|850px|alt= |'''Figure 620.2.17''' Painted Curb Marking for Barrier Curbs]]<br /> <br /> <br /> '''Guidance.''' Since yellow and white curb markings are used for curb delineation and visibility, parking regulations should be established through the installation of standard signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.43|EPG 903.2.43]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.44|EPG 903.2.44]]).<br /> <br /> =={{SpanID|620.2.18}}620.2.18 Stop and Yield Lines (MUTCD Section 3B.19)==<br /> <br /> '''Option. '''Stop lines may be used to indicate the point behind which vehicles are required to stop in compliance with a STOP (R1-1) sign or some other traffic control device that requires vehicles to stop, except YIELD signs that are not associated with passive grade crossings.<br /> <br /> '''Standard. '''Stop lines shall consist of solid white lines extending across approach lanes to indicate the point at which the stop is intended or required to be made. <br /> <br /> Except as provided in [[913.3 Markings (MUTCD Chapter 8C)#913.3.3|EPG 913.3.3]], stop lines shall not be used at locations where drivers are required to yield in compliance with a YIELD (R1-2) sign, a Yield Here to Pedestrians (R1-5) sign, a Yield Here to School Crossings (R1-5a) sign, a Yield Here to Trail Crossings (R1-5d) sign, or at locations on uncontrolled approaches where drivers or bicyclists are required by State law to yield to pedestrians.<br /> <br /> '''Guidance. '''Stop lines should be used to indicate the point behind which vehicles are required to stop in compliance with a traffic control signal (see [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D)#902.4.8_Longitudinal_Positioning_of_Signal_Faces_(MUTCD_Section_4D.08)|EPG 902.4.8]]).<br /> <br /> '''Standard. '''Stop lines shall be 24 inches wide.<br /> <br /> '''Option. '''Stop lines may be omitted at ramp control signals.<br /> <br /> '''Support. '''[[902.10 Pedestrian Hybrid Beacons (MUTCD Chapter 4J) #902.10.2|EPG 902.10.2]] contains information regarding the use and application of stop lines in conjunction with a pedestrian hybrid beacon.<br /> <br /> <br /> {{SpanID|fig3b16}}<br /> [[File:Figure 620.2.18 Examples of Yield Line Application.png|thumb|center|850px|alt=&quot;A: The first example shows a two-lane, two-way vertical roadway intersecting a two-lane, two-way horizontal roadway from the south. On the vertical roadway, in the northbound lane at the intersection, a right-turn slip lane is shown with an “optional” yield line of solid white isosceles triangles across the lane. Just beyond this yield line, an R1-2 sign is shown on the right side of the lane. Beyond that, a crosswalk is shown with longitudinal white bars and curb ramps at each end, crossing the slip lane before it merges into the eastbound lane of the horizontal roadway. The crosswalk connects to a white, right-angled triangular pedestrian traffic island. A second crosswalk, denoted by longitudinal white bars with ramps at each end, is shown connected to this island at the intersection. The crosswalk crosses both travel lanes of the vertical roadway. A solid white stop line is marked across the northbound lane prior to the second crosswalk.<br /> <br /> B: The second example shows a roadway with three eastbound lanes. On the right side of this example, a crosswalk denoted by longitudinal white bars with curb ramps at each end is shown crossing all approaching lanes. Just beyond these ramps, two sign assemblies, one composed of a W11-2 sign mounted above a W16-7PR plaque and the other a W11-2 sign mounted above a W16-7PL plaque, are shown adjacent to the left and right side of the roadway, respectively. In advance of the crosswalk, an “optional” yield line of solid white isosceles triangles is shown across all approaching lanes, where two R1-5 signs are placed adjacent to the left and right side of the roadway.<br /> <br /> C: The third example shows a vertical highway with five northbound lanes of a divided highway, three northbound lanes of which continue through past an exit ramp. The two rightmost lanes angle off to the right becoming deceleration lanes leading to a right exit ramp. A sidewalk is shown running parallel to the rightmost deceleration lane. From the bottom of this example and extending to the right exit ramp, solid white lines are shown on both sides of the deceleration lanes. Prior to the exit ramp, an “optional” yield line of solid white isosceles triangles is shown crossing both deceleration lanes, where an R1-5 sign is placed to the right of the sidewalk next to the rightmost deceleration lane. Continuing north, a “theoretical gore” is shown at the beginning of the exit ramp. On the exit ramp, a crosswalk denoted by longitudinal white bars with curb ramps at each end is shown. Just beyond the crosswalk, two sign assemblies, one composed of a W11-2 sign mounted above a W16-7PL plaque and the other a W11-2 sign mounted above a W16-7PR plaque, are shown adjacent to the left (at the physical gore) and right side of the ramp, respectively.&quot;<br /> |'''Figure 620.2.18''' Examples of Yield Line Applications]]<br /> <br /> '''Standard.''' If used, a yield line pavement marking shall not be installed without a Yield (R1-2) sign, a Yield Here to Pedestrians (R1-5) sign, a Yield Here to School Crossings (R1-5a) sign, a Yield Here to Trail Crossings (R1-5d) sign, or some other traffic control device that requires vehicles to yield (see [[#fig3b16|Figure 620.2.18]]).<br /> <br /> Yield lines shall not be used at locations where drivers are required to stop in compliance with a STOP (R1-1) sign, a traffic control signal, or some other traffic control device.<br /> <br /> Yield lines shall consist of a row of solid white isosceles triangles pointing toward approaching vehicles extending across approach lanes to indicate the point at which the yield is intended or required to be made. <br /> <br /> The individual triangles comprising the yield line shall have a base of 24 inches wide and a height of 36 inches. The space between the triangles shall be 8 to 12 inches. The spacing of triangles in a yield line shall be consistent for that marking. See [https://www.modot.org/media/16896 Standard Plan 620].<br /> <br /> '''Option.''' Yield lines may be considered for those locations where a channelized right turn lane is developed but there is not an acceleration lane on the intersecting road. <br /> <br /> Yield lines may also be used where engineering judgment indicates a need.<br /> <br /> '''Guidance. '''If used, stop and yield lines should be placed a minimum of 4 feet in advance of the nearest crosswalk line at controlled intersections, except for yield lines at roundabouts as provided for in [[620.4 Circular Intersection Markings (MUTCD Chapter 3D) #620.4.4|EPG 620.4.4]] and at midblock crosswalks. In the absence of a marked crosswalk, the stop line or yield line should be placed at the desired stopping or yielding point, but should not be placed more than 30 feet or less than 4 feet from the nearest edge of the intersecting traveled way.<br /> <br /> Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.<br /> <br /> When a stop line is used in conjunction with the STOP sign it should be placed adjacent to, or in line with, the STOP sign.<br /> <br /> When a yield line is used in conjunction with the YIELD sign it should be placed adjacent to, or in line with, the YIELD sign.<br /> <br /> '''Standard. '''If yield lines are used at a crosswalk that crosses an uncontrolled multi-lane approach, Yield Here to Pedestrians (R1-5 series) signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.18|EPG 903.2.18]]) shall be used.<br /> <br /> '''Guidance. '''If yield lines are used at a crosswalk that crosses an uncontrolled multi-lane approach, the yield line should be placed 20 to 50 feet in advance of the nearest crosswalk line (see Drawing B in [[#fig3b16|Figure 620.2.18]]).<br /> <br /> If yield lines are used in advance of a crosswalk that crosses an uncontrolled multi-lane approach, parking should be prohibited in the area between the yield line and the crosswalk. <br /> <br /> '''Guidance. '''Yield lines and Yield Here to Pedestrians signs should not be used in advance of crosswalks that cross an approach to or departure from a circular intersection.<br /> <br /> '''Support. '''[[913.3 Markings (MUTCD Chapter 8C)#913.3.3_Stop_and_Yield_Lines_(MUTCD_Section_8C.03)|EPG 913.3.3]] contains information regarding the use of stop lines and yield lines at grade crossings.<br /> <br /> '''Option.''' Stop and yield lines may be staggered longitudinally on a lane-by-lane basis (see Drawing D in [[#fig620.2.13.2|Figure 620.2.13.2]]).<br /> <br /> '''Support.''' Staggered stop lines and staggered yield lines can improve the driver’s view of pedestrians, provide better sight distance for turning vehicles, and increase the turning radius for left-turning vehicles.<br /> <br /> =={{SpanID|620.2.19}}620.2.19 Word, Symbol, and Arrow Pavement Markings – General (MUTCD Section 3B.20)==<br /> <br /> '''Support. '''Word, symbol, and arrow markings on the pavement are used for the purpose of regulating, warning, or guiding traffic. These pavement markings can be helpful to road users in some locations by supplementing signs and providing additional emphasis for important regulatory, warning, or guidance messages, because the markings do not require diversion of the road user’s attention from the roadway surface. Symbol messages are preferable to word messages. Examples of standard word and arrow pavement markings are shown in [[#fig3b17|Figure 620.2.20]] and [[#fig3b21|Figure 620.2.22.1]], respectively. See [https://www.modot.org/media/16896 Standard Plan 620].<br /> <br /> '''Option.''' Word, symbol, and arrow pavement markings may be used as determined by engineering judgment to supplement signs and/or to provide additional emphasis for regulatory, warning, or guidance messages provided by other devices.<br /> <br /> '''Support.''' [[913.3 Markings (MUTCD Chapter 8C)#913.3.4|EPG 913.3.4]] contains information for arrow pavement markings in the vicinity of grade crossings.<br /> <br /> '''Standard.''' Word, symbol, and arrow markings shall be white and retroreflective, except as otherwise provided in [[#620.2.19|EPG 620.2.19]].<br /> <br /> '''Option. '''Black contrast markings may be used in combination with white pavement markings on light-colored pavements, such as concrete, to enhance visibility.<br /> <br /> '''Standard.''' Pavement marking letters, numerals, symbols, and arrows shall be installed in accordance with the design details in the Pavement Markings chapter of the FHWA’s “Standard Highway Signs” publication (see [[:Category:911 General (MUTCD Part 1) #911.1.5|EPG 911 (MUTCD Section 1A.05)]]).<br /> <br /> '''Guidance. '''Word, symbol, and/or arrow markings that are grouped together to formulate one interrelated message should not exceed three lines of information.<br /> <br /> Except for the two opposing white arrows of a two-way left-turn lane marking (see [[#fig3b7|Figure 620.2.2]]), the longitudinal space between word, symbol, and/or arrow markings that are used together to formulate one interrelated message should be four times the height of the characters.<br /> <br /> When conveying mandatory messages, these markings should only be used as supplementary devices to the standard signs.<br /> <br /> Pavement word, symbol, and arrow markings should be no more than one lane in width.<br /> <br /> Pavement word, symbol, and arrow markings should be proportionally scaled to fit within the width of the facility upon which they are applied.<br /> <br /> '''Option.''' On narrow, low-speed shared-use paths, the pavement words, symbols, and arrows may be smaller than suggested, but to the relative scale.<br /> <br /> =={{SpanID|620.2.20}}620.2.20 Word Pavement Markings (MUTCD Section 3B.21)==<br /> <br /> '''Guidance. '''Letters and numerals should be 6 feet or more in height, except as provided in [[914.5 Markings (MUTCD Chapter 9E)#914.5.1|EPG 914.5.1]] for the BIKE LANE word pavement marking.<br /> <br /> The spacing between pavement word and symbol markings is approximate and should be adjusted as field conditions warrant.<br /> <br /> If a pavement marking word message consists of more than one line of information, it should read in the direction of travel. The first word of the message should be nearest to the road user.<br /> <br /> '''Standard. '''The word STOP shall not be placed on the pavement in advance of a stop line, unless every vehicle is required to stop at all times.<br /> <br /> <br /> {{SpanID|fig3b17}}<br /> [[File:Figure 620.2.20 Example ONLY word pavement marking.png|thumb|center|400px|alt=The image shows an example of elongated letters for the word “ONLY” as a pavement marking. The image includes dimensions of the elongated word message.<br /> |'''Figure 620.2.20''' Example ONLY word pavement marking]]<br /> <br /> '''Guidance. '''Where through lanes approaching an intersection become mandatory turn lanes, ONLY word pavement markings (see [[#fig3b17|Figure 620.2.20]]) should be used in addition to signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.26|903.2.26]]) and the required lane-use arrow markings (see [[#620.2.22|EPG 620.2.22]]).<br /> <br /> '''Option. '''The ONLY word marking may be used to supplement the lane-use arrow markings in lanes that are designated for the exclusive use of a single movement such as turn bays. <br /> <br /> The ONLY word marking may be used to supplement a preferential lane word or symbol marking (see [[620.5 Preferential Lane Markings for Motor Vehicles (MUTCD Chapter 3E) #620.5.3| EPG 620.5.3]]).<br /> <br /> '''Standard. '''The ONLY word marking shall not be used in a lane that is shared by more than one movement.<br /> <br /> =={{SpanID|620.2.21}}620.2.21 Symbol Pavement Markings (MUTCD Section 3B.22)==<br /> <br /> '''Support.''' [[914.5 Markings (MUTCD Chapter 9E)#914.5|EPG 914.5]] contains information on symbol markings that can be used for bicycle lanes.<br /> <br /> '''Option. '''Pavement markings simulating Interstate, U.S., State, and other official highway route signs with appropriate route numbers, but elongated for proper proportioning when viewed as a marking, may be used to guide road users to their destinations (see [[#fig3b18|Figure 620.2.21.1]]).<br /> <br /> <br /> {{SpanID|fig3b18}}<br /> [[File:Figure 620.2.21.1 Elongated Route Shields.png|thumb|center|650px|alt=&quot;A: An elongated red and blue Interstate Route Shield is shown with a white numeral “70” on the shield.<br /> B: A solid white elongated shape of a U.S. Route Shield is shown, with a black numeral “40” on the shield, against a dark gray background.<br /> C: An elongated white U.S. Route Shield is shown, with a black numeral “136” on the shield on a black square.<br /> D: A solid white elongated shape of the state of Missouri is shown, with a black numeral “23” inside the shape, against a dark gray background.<br /> E: A solid white elongated shape of the state of Missouri is shown, with a black numeral “23” inside the shape, placed on a black square, against a light gray background.&quot;<br /> |'''Figure 620.2.21.1''' Elongated Route Shields &lt;!--br&gt;&lt;br&gt;'''Notes:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;See the &quot;Standard Highway Signs and Markings&quot; book for other sizes and details&lt;/li&gt;&lt;li&gt;Colors and elongated shapes simulating State route shield signs may be used for route shield pavement markings where appropriate&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> {{SpanID|fig3b19}}<br /> [[File:Figure 620.2.21.2 International Symbol of Accessibility Parking Space Marker.png|thumb|center|300px|alt=A blue square is shown with rounded corners and with a white border, also with rounded corners. The blue background and white border are optional. Centered within the blue square is a white symbol of a person sitting in a wheelchair.<br /> |'''Figure 620.2.21.2''' International Symbol of Accessibility Parking Space Marker]]<br /> <br /> {{SpanID|fig3b20}}<br /> [[File:Figure 620.2.21.3 Yield Ahead Triangle Symbols.png|thumb|center|800px|alt=&quot;A: A solid white outline of an isosceles triangle on a vertical rectangular light gray legend is shown. The base of this triangle is a line 6 ft wide and 36 inches long. The diagonal sides are 8 inches wide. The distance from the base of the triangle to the top is 20 ft.<br /> B: A solid white outline of an isosceles triangle on a square light gray legend is shown. The base of this triangle is a line 6 ft wide and 30 inches long. The diagonal sides are 8 inches wide. The distance from the base of the triangle to the top is 13 ft.&quot;<br /> |'''Figure 620.2.21.3''' Yield Ahead Triangle Symbols]]<br /> <br /> <br /> &lt;div id=&quot;fig620.2.21.4&quot;&gt;&lt;/div&gt;<br /> [[File:Figure 620.2.21.4 Disabled Symbol Detail.jpg|thumb|center|780px|alt=The image shows a black International Symbol of Accessibility (ISA) with a person in a wheelchair, displayed on a rectangular grid composed of 1-foot by 1-foot squares. A reference square at the top left indicates the 1-foot scale.<br /> |&lt;center&gt;'''Figure 620.2.21.4''' Disabled Symbol Detail'''&lt;/center&gt;]]<br /> <br /> <br /> &lt;div id=&quot;fig620.2.21.5&quot;&gt;&lt;/div&gt;<br /> [[File:Figure 620.2.21.5 Disabled Parking Area.jpg|thumb|center|780px|alt=The image shows pavement markings for an accessible parking space with an adjacent access aisle. A white International Symbol of Accessibility (ISA) is painted within the parking stall. The access aisle is marked with 6-inch wide diagonal hash marks at a 45-degree angle, spaced 6 inches apart, with a minimum of three hash bars. Stall boundary lines are shown with 6-inch markings. The access aisle connects to a curb ramp that is yellow, with a minimum width of 60 inches, leading to a sidewalk. A blue-painted curb section indicates the placement of a disabled parking sign. White 4-inch markings are shown at the top of the space for boundary definition.<br /> |&lt;center&gt;'''Figure 620.2.21.5''' Disabled Parking Area'''&lt;/center&gt;]]<br /> <br /> <br /> &lt;div id=&quot;fig620.2.21.6&quot;&gt;&lt;/div&gt;<br /> [[File:Figure 620.2.21.6 Disabled Parking Area Multiple.jpg|thumb|center|780px|alt=The image shows pavement markings for a row of accessible parking spaces with a shared access aisle. Four parking stalls are marked with the International Symbol of Accessibility (ISA), painted in white within each stall. The access aisle runs diagonally between the stalls and is marked with 6-inch wide diagonal hash marks at a 45-degree angle, spaced 6 inches apart, with a minimum of three hash bars. The access aisle has a minimum width of 60 inches. The accessible stalls each have a minimum width of 132 inches. Disabled parking signs are indicated along both sides of the row. At the bottom right, a detail shows 4-inch wide boundary markings.<br /> |&lt;center&gt;'''Figure 620.2.21.6''' Disabled Parking Area Multiple'''&lt;/center&gt;]]<br /> <br /> '''Guidance. '''If route sign markings are provided to guide road users, those route sign markings should be provided in option lanes if markings are provided in any lanes.<br /> <br /> If two route sign markings are provided in an option lane, they should be placed in sequence and not divided around an optional lane arrow.<br /> <br /> '''Support.''' [[620.1_General_(MUTCD_Chapter_3A)#620.1.3|EPG 620.1.3]] provides information on route sign colors.<br /> <br /> '''Guidance.''' The International Symbol of Accessibility parking space marking (see [[#fig3b19|Figure 620.2.21.2]]) should be placed in each parking space designated for use by persons with disabilities.<br /> <br /> '''Option. '''A blue background with white border may supplement the wheelchair symbol as shown in [[#fig3b19|Figure 620.2.21.2]].<br /> <br /> A yield-ahead triangle symbol or YIELD AHEAD word pavement marking may be used on approaches to intersections where the approaching traffic will encounter a YIELD sign at the intersection.<br /> <br /> '''Standard. '''The yield-ahead triangle symbol or YIELD AHEAD word pavement marking shall not be used unless a YIELD sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.5|EPG 903.2.5]]) is in place at the intersection. The yield-ahead triangle symbol marking shall be as shown in [[#fig3b20|Figure 620.2.21.3]].<br /> <br /> '''Option. '''A pedestrian symbol pavement marking may be used on portions of facilities that are reserved exclusively for pedestrian use, such as where a shared-use path transitions to become separate facilities for different types of users.<br /> <br /> =={{SpanID|620.2.22}}620.2.22 Lane-Use Arrows (MUTCD Section 3B.23)==<br /> <br /> {{SpanID|fig3b21}}<br /> [[File:Figure 620.2.22.1 Examples of Arrows for Pavement Marking.png|thumb|center|700px|alt=&quot;A: A black arrow is shown composed of a horizontal straight shaft that ends in an arrowhead, pointing to the right. <br /> B: A black arrow is shown composed of a horizontal left-curving shaft that ends in an upward-pointing arrowhead.<br /> C: A black arrow is shown composed of a horizontal shaft that branches. One branch becomes a left-curving shaft that ends in an upward-pointing arrowhead, and the other branch continues as a straight shaft that ends in an arrowhead, pointing to the right.<br /> D: A black arrow is shown composed of a horizontal left-curving shaft that ends in a semicircle arrowhead, pointing to the left.<br /> E: A black arrow is shown composed of a horizontal shaft that branches. One branch becomes a horizontal left-curving shaft that ends in a semicircle arrowhead, pointing to the left. The other branch becomes a left-curving shaft that ends in an upward-point arrowhead.<br /> F: One solid black and two black outlines of arrows composed of a horizontal shaft that branches are shown. The solid black arrow curves slightly down and then to the left ending in an upward-pointing arrowhead. The two black arrow outlines with “match arrow(s) with desired lane use configuration” branch off the shaft of the solid black arrow. The outlines are shown as broken black lines in the shape of an arrow. One arrow outline branches down and the other branches to the right.<br /> G: A black arrow is shown composed of a horizontal straight shaft that is a thin rather than a thick line. A right-pointing arrowhead is also composed of a thin rather than thick line. It is at the right end of the shaft but is not connected to it.<br /> H: A black arrow is shown composed of a straight shaft with a diagonally shaped base that ends in an upward-pointing arrowhead. The arrow is shown in a vertical orientation but at a 20-degree left angle from the right edge of the pavement.&quot;<br /> |'''Figure 620.2.22.1''' Examples of Arrows for Pavement Markings&lt;!--br&gt;&lt;br&gt;'''Note:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;See the [[--|Standard Plan 620]] for sizes details&lt;/li&gt;&lt;li&gt;Refer to [[--|Section 3B.20]] for guidance and options for proportionally scaling the arrows&lt;/li&gt;&lt;li&gt;If used on approaches to roundabouts, an oval or circle shall only be used for the left-most lane to symbolize the central island.&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> <br /> {{SpanID|fig3b22}}<br /> [[File:Figure 620.2.22.2 Example of lane-Use Control Word and Arrow Pavement Markings.png|thumb|center|600px|alt=&quot;A vertical five-lane roadway is shown with two lanes of through traffic in each direction and a center lane used for left turns in opposing directions.<br /> A horizontal roadway is shown, which intersects the vertical one, with two lanes in each direction on the left side of the intersection and only one lane in each direction on the right side of the intersection. A solid double yellow line is shown separating lanes in opposing directions. Crosswalks are shown by parallel white lines across all four corners of both roadways. Wide solid white stop lines are shown in advance of the crosswalks. On the vertical roadway, the center left-turn lane is shown separated from the adjacent through lane in the same direction by a solid white line. The beginning of the left-turn lane is shown by a solid double yellow line that angles from the broken white line between lanes to the solid double yellow line that separates the turn lane from the oncoming lanes. The area formed by these yellow lines is shown with yellow diagonal crosshatch markings. On the south side of the intersection on the vertical roadway, the double yellow line to the left of the left-turn lane and the solid white line on the right of the left-turn lane are shown extending into the intersection (starting beyond the crosswalk on the south side of the intersection) as an optional, single broken yellow and broken white lines, respectively. They are shown curving to the left to prescribe a path leading into the leftmost westbound through lane of the horizontal roadway (ending at the crosswalk on the west side of the intersection). On the south side of the vertical roadway, solid white left-turn arrows are shown in the left-turn lane, combined left-turn and through arrows are shown in the middle lane, and combined right-turn and through arrows are shown in the right lane. Combined right-turn and through arrows on the north side of the intersection on the vertical roadway are denoted as “optional.” The center left-turn lane is shown separated from the adjacent through lane in the same direction by a solid white line, with a dotted white line extension in advance of the solid white line. The beginning of the left-turn lane is shown by a solid double yellow line that angles from the broken white line between lanes to the solid double yellow line that separates the turn lane from the oncoming lanes. The area formed by these yellow lines is shown with yellow diagonal crosshatch markings. On the horizontal roadway, on the west side of the intersection, two lanes in the eastbound direction are shown separated with a solid white line. The left lane is shown with combined left-turn and through arrows marked as “optional.” The right lane is shown with a dotted white lane line in advance of the solid white line and two solid white right-turn arrows. Before each of the two right-turn arrows, the word “ONLY” in large white letters is shown.<br /> &quot;<br /> |'''Figure 620.2.22.2''' Examples of lane-Use Control Word and Arrow Pavement Markings]]<br /> <br /> '''Support.''' Lane-use arrow markings (see [[#fig3b21|Figure 620.2.22.1]]) are used to indicate the mandatory or permissible movements in certain lanes (see [[#fig3b22|Figure 620.2.22.2]]) and in two-way left-turn lanes (see [[#fig3b7|Figure 620.2.20]]).<br /> <br /> [[913.3 Markings (MUTCD Chapter 8C)#913.3.4|EPG 913.3.4]] contains information about the placement of lane-use arrow markings in the vicinity of grade crossings.<br /> <br /> '''Guidance. '''Lane-use arrow markings should be used in lanes and turn bays designated for the exclusive use of a turning movement, except where engineering judgment determines that physical conditions or other markings (such as a dotted extension of the lane line through the taper into the turn bay) clearly discourage unintentional use of a turn bay by through vehicles. Lane-use arrow markings should also be used in lanes from which movements are allowed that are contrary to the normal rules of the road (see Drawing B in [[#fig620.2.13.1|Figure 620.2.13.1]]).<br /> <br /> The placement of arrows in channelizing lanes should be determined by the length of the lane and the following criteria (see [[#fig620.2.22.3|Figure 620.2.22.3]]):<br /> :A The first arrow should be placed 75 ft. in advance of the stop line.<br /> :B The second arrow should be placed 200 ft. in advance of the stop line.<br /> :C Any additional arrows should be placed in 200 ft. increments.<br /> <br /> The distances between arrows may be adjusted if there are special circumstances that warrant the change.<br /> <br /> <br /> {{SpanID|fig620.2.22.3}}<br /> [[File:Figure 620.2.22.3 Spacing of Arrow in Left-Turn and Right-Turn Lanes.png|thumb|center|850px|alt=&quot;The image shows a vertical roadway with two lanes on the left traveling south, separated by a broken white lane line. Double yellow lines separate these lanes from three lanes on the right traveling north. The three northbound lanes are separated by solid white lines, all of which end at a solid white stop bar near the top of the figure. The three northbound lanes consist of a left-turn lane on the far left and two through lanes to its right.<br /> <br /> In the left-turn lane, a left-turn arrow with the word “ONLY” appears 75 feet before the stop bar, repeated again at 200 feet and at 400 feet from the stop bar.<br /> <br /> A note alongside the figure states: “The word ONLY shall only be used if the left turn lane is an entrapment lane, a left turn lane which is not channelized by a bubble.&quot;<br /> |'''Figure 620.2.22.3''' Spacing of Arrow in Left-Turn and Right-Turn Lanes]]<br /> <br /> <br /> '''Support.''' An arrow at the downstream end of a turn lane can help to prevent wrong-way movements.<br /> <br /> '''Standard.''' Where through lanes approaching an intersection become mandatory turn lanes, turn lane-use arrow markings (see Drawing A in [[#fig3b12|Figure 620.2.8.4.1]] and [[#fig3b21|Figure 620.2.22.1]]) shall be used and shall be accompanied by standard signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.33|EPG 903.2.33]]) and the required ONLY word pavement markings (see [[#620.2.20|EPG 620.2.20]]).<br /> <br /> If used, the ONLY word pavement marking shall be placed in advance of each lane-use arrow for mandatory turn lanes or in advance of a preferential lane word or symbol marking.<br /> <br /> '''Guidance.''' Where through lanes approaching an intersection become mandatory turn lanes, the required ONLY word markings (see [[#fig3b17|Figure 620.2.20]]), signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.26|903.2.26]]), and turn lane-use arrow markings should be placed well in advance of the turn and should be repeated as necessary to provide the through motorist advance notification to vacate the lane prior to reaching a point where roadway geometrics or a queue of waiting vehicles forces the motorist to make an unintended turn.<br /> <br /> Spacing between the arrow and the ONLY should be four times the height of the ONLY. The use of ONLY should not apply to exit ramps.<br /> <br /> '''Option.''' On freeways or expressways where a through lane becomes a mandatory exit lane, lane-use arrow markings may be used on the approach to the exit in the dropped lane and in an adjacent optional through-or-exit lane if one exists.<br /> <br /> '''Guidance.''' The use of straight arrows should be reserved for special cases, such as, locations where crashes have occurred as a result of vehicles making turns from the through lanes.<br /> <br /> =={{SpanID|620.2.23}}620.2.23 Wrong-Way Arrows (MUTCD Section 3B.24)==<br /> <br /> '''Guidance. '''Where crossroad channelization or ramp geometrics do not make wrong-way movements difficult, the appropriate lane-use arrow should be placed in each lane of an exit ramp near the crossroad terminal where it will be clearly visible to a potential wrong-way road user (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)#fig903.2.39.1|Figure 903.2.39.1]]).<br /> <br /> '''Option.''' The wrong-way arrow markings shown in Drawing G in [[#fig3b21|Figure 620.2.22.1]] may be placed near the downstream terminus of a ramp as shown in [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)#fig903.2.39.1|Figure 903.2.39.1]], or at other locations where lane-use arrows are not appropriate, to indicate the correct direction of traffic flow and to discourage drivers from traveling in the wrong direction.<br /> <br /> Directional pavement arrows may be used as a substitute for the wrong-way arrows when wrong-way arrows are required.<br /> <br /> A maximum of two wrong-way arrows may be provided on a ramp, the placement of the second arrow is dependent upon the design and length of the ramp. Exit ramps that do not contain islands at the intersection of the exit ramp and the crossroad may receive one wrong-way pavement arrow at the top of the ramp. Ramps constructed with islands at the intersection of the exit ramp and the crossroad may receive two wrong-way arrows at the top of the ramp, one arrow on each side of the island.<br /> <br /> Wrong-way pavement arrows may be placed on one way outer roads to further indicate the proper direction to travel.<br /> <br /> '''Standard.''' In the case of two lane ramps where wrong-way pavement arrows are used, one arrow shall be provided for each lane.<br /> <br /> '''Guidance. '''If used, the point of the wrong-way arrow should be located a distance of 25 ft. from the end of the ramp and the intersecting crossroad. When wrong-way arrows are used on one-way outer roads, the arrows should be installed 25 ft. in advance of the point where the edge of the crossroad and the outer road meet. Where a stop line has been provided, the arrow should be placed 25 ft. in advance of this marking.<br /> <br /> On ramps where directional pavement arrows have been provided to aid the motorist in proper lane usage, the wrong-way pavement arrows should not be used.<br /> <br /> =={{SpanID|620.2.24}}620.2.24 Chevron and Diagonal Markings (MUTCD Section 3B.25)==<br /> {{SpanID|fig620.2.24}}<br /> [[File:Figure 620.2.24 Typical Chevron and Diagonal Markings.png|thumb|alt=|center|800px|'''Figure 620.2.24''' Typical Chevron and Diagonal Markings]]<br /> <br /> <br /> '''Support. '''Chevron or diagonal markings are used to discourage travel on certain paved areas, such as shoulders, neutral areas, and flush median islands.<br /> <br /> '''Guidance.''' Chevrons should be installed in the neutral area of gores when the following conditions are present:<br /> :A. A gore length of 250 ft or greater; and<br /> :B. Exit lanes depart from through lanes at a low angle leaving a long distance between the theoretical and physical gore (See Drawing B in [[#fig3b9s1|Figure 620.2.8.1]]).<br /> <br /> Chevrons installed in the neutral area of gores should include a minimum of 3 chevron lines with 50 ft spacing consistent with the note on sheet 1 of [https://www.modot.org/media/16896#page=1 Standard Plan 620]. <br /> <br /> Chevrons should not be used when there is less than 6 feet of distance between channelizing lines to avoid markings that are not identifiable as a chevron.<br /> <br /> '''Option.''' Chevron and diagonal markings may be used:<br /> :A. On approaches to obstructions in the roadway (see [[#fig3b-15s2|Figure 620.2.15.2]]),<br /> :B. For channelized travel paths on approaches to intersections,<br /> :C. In buffer spaces between preferential lanes and general-purpose lanes (see Drawing A in [[620.5 Preferential Lane Markings for Motor Vehicle (MUTCD Chapter 3E)#fig3e2|Figure 620.5.2.2]]), and<br /> :D. In the neutral areas of islands.<br /> <br /> '''Support.''' [[:Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)| EPG 912]] (MUTCD Section 5B.02) contains information on chevron markings for driving automation system considerations.<br /> <br /> '''Standard.''' Chevron markings shall be white, with the point of each chevron facing toward approaching traffic, as shown in [[#fig3b9s1|Figures 620.2.8.1]] through [[#fig3b10|620.2.8.3]], [[#fig3b11s1|Figures 620.2.8.3.1]] through [[#fig3b11s6|6202.8.3.6]], and Drawing C in [[#fig3b-15s2|Figure 620.2.15.2]].<br /> <br /> '''Option.''' Diagonal markings for opposing directions of traffic may be used:<br /> :A. On approaches to obstructions in the roadway (see Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]]),<br /> :B. In flush median islands between double solid yellow center line markings (see [[#fig3b5|Figure 620.2.3.3]]), and<br /> :C. In buffer spaces between preferential lanes and general-purpose lanes (see Drawing D in [[620.5 Preferential Lane Markings for Motor Vehicle (MUTCD Chapter 3E)#fig3e4|Figure 620.5.2.5]]).<br /> <br /> Diagonal markings may be used on paved shoulders or in no-parking zones, or other locations for special emphasis.<br /> <br /> '''Standard.''' When diagonal markings are used between opposing directions of traffic or on the left shoulder of a one-way or divided roadway, they shall be yellow and slant away from traffic in the adjacent travel lanes, as shown in [[#fig3b2|Figure 620.2.1.2]] and [[#fig3b5|Figure 620.2.3.3]], and Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]].<br /> <br /> When diagonal markings are used on the right shoulder or in no-parking zones (see [[#fig3b23|Figure 620.2.26]]), they shall be white and slant away from traffic in the adjacent travel lane.<br /> <br /> Except as provided in the second Option paragraph below, chevrons and diagonal markings shall be 24 inches. The longitudinal spacing of the chevrons or diagonal lines shall be 50 feet, with a minimum of three chevron or diagonal markings being used per application. The chevrons and diagonal lines shall form an angle of approximately 45 degrees with the longitudinal lines that they intersect.<br /> <br /> '''Option. '''If there is insufficient space to install a minimum of three chevron or diagonal markings at 50 foot longitudinal spacing, the longitudinal spacing may be reduced.<br /> <br /> Diagonal markings used in no-parking zones or on roadways with operating speeds of less than 25 mph may be 4 inches wide (see [[#fig3b23|Figure 620.2.26]]).<br /> <br /> =={{SpanID|620.2.25}}620.2.25 Do Not Block Intersection Markings (MUTCD Section 3B.26)==<br /> &amp;nbsp;<br /> {{SpanID|fig3b24}}<br /> [[File:Figure 620.2.25 Do Not Block Intersection Markings.png|thumb|center|900px|alt=&quot;The intersection of a five-lane horizontal roadway with a three-lane vertical roadway is shown in the middle. The horizontal roadway intersects a second vertical roadway on the far right. The direction of travel is two lanes eastbound and two lanes westbound with opposing center turn lanes on the horizontal roadway, and one lane northbound and one lane southbound with opposing center turn lanes on the vertical roadway. No direction of travel is shown on the second vertical roadway. The horizontal roadway is composed of two through lanes in each direction and a center left-turn lane. The vertical roadway is composed of one through lane in each direction and a center turn lane. On both roadways, the through lanes are divided from each other by a broken white line. The left-turn lane is divided from the same direction through lanes by a solid white line, with a dotted white line extension in advance of the solid white line. The beginning of the left-turn lane is shown by a solid double yellow line that angles from the broken white line to the solid double yellow line that separates the turn lane from the oncoming lanes. Solid white turn arrows are marked in the turn lanes.<br /> &quot;<br /> |'''Figure 620.2.25''' Do Not Block Intersection Markings]]<br /> <br /> <br /> '''Option. '''Do Not Block Intersection markings may be used to mark the edges of an intersection area that is in close proximity to a signalized intersection, railroad crossing, or other nearby traffic control that might cause vehicles to stop within the intersection and impede other traffic entering the intersection. If authorized by law, Do Not Block Intersection markings with appropriate signs may also be used at other locations.<br /> <br /> '''Standard. '''If used, Do Not Block Intersection markings (see [[#fig3b24|Figure 620.2.25]]) shall consist of wide solid white lines 8 to 12 inches wide that outline the intersection area that vehicles must not block and white cross-hatching 4 in. to 6 in. wide within the intersection area.<br /> <br /> Do Not Block Intersection markings shall be accompanied by one or more DO NOT BLOCK INTERSECTION (DRIVEWAY) (CROSSING) (R10-7) signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.48|EPG 903.2.48]]), one or more Do Not Stop On Tracks (R8-8) signs (see [[913.2 Signs (MUTCD Chapter 8B) #913.2.7|EPG 913.2.7]]), or one or more similar signs.<br /> <br /> =={{SpanID|620.2.26}}620.2.26 Parking Space Markings (MUTCD Section 3B.27)==<br /> <br /> '''Standard. '''On-street parking space markings shall be white.<br /> <br /> '''Support. '''Examples of on-street parking space markings are shown in [[#fig3b23|Figure 620.2.26]].<br /> <br /> '''Support. '''Additional parking space markings for the purpose of designating spaces for use only by persons with disabilities are discussed in [[#620.2.21|EPG 620.2.21]] and illustrated in [[#fig3b19|Figure 620.2.21.2]].<br /> <br /> {{SpanID|fig3b23}}<br /> [[File:Figure 620.2.26 Example of Parking Space Markings.png|thumb|center|700px|alt=&quot;Three vertical segments of roadway are depicted, showing the right side of a roadway from the center of the roadway to the curb. Each roadway segment extends vertically for one block, from one intersection to another. Each example has a row of parking spaces marked with white lines on the right side of the roadway between the crosswalks. The example on the left shows parking spaces marked as vertical rectangles; the example in the middle is marked with short vertical and horizontal lines crossing each other designating the beginning or end of each space; the example on the right is marked with long vertical lines to mark the left side of the parking space and a short horizontal line at each end. On all examples, a “NO PARKING ZONE” is shown at the bottom from the north edge of the crosswalk to the south edge of the bottommost parking space in the row, and at the top extending from the south edge of the crosswalk to the north edge of the topmost parking space in the row. A “NO PARKING ZONE” is shown in the middle of row of parking spaces for the examples on the left and right. The dimensions of and distances between crosswalks and parking space of these zones are shown. Parking space widths and lengths and locations between “NO PARKING ZONEs” and crosswalks is shown.<br /> &quot;<br /> |'''Figure 620.2.26''' Example of Parking Space Markings]]<br /> <br /> =={{SpanID|620.2.27}}620.2.27 Speed Hump and Speed Table Markings (MUTCD Section 3B.29)==<br /> <br /> {{SpanID|fig3b26}}<br /> [[File:Figure 620.2.27.1 Pavement Markings for Speed Humps without Crosswalks.png|thumb|center|800px|alt=&quot;A,B: Both speed hump options show a two-lane segment with one lane of travel in each direction. The pavement markings are shown as white “v” shaped markings inside a second “v” shape. The “v” shaped markings are centered in each travel lane, with the point of each “v” pointing in the direction of traffic flow in the lane. Speed hump typical dimensions, travel lane widths, line thickness and the location on speed hump, as well as spacing between each “v” are shown for each option. Option A shows one speed hump marking on the pavement in each direction, with the base of the “v” shown at the near edge of the speed hump and the point of the “v” shown at the center of the speed hump. Option B shows two speed hump markings on the pavement in each direction, with the base of the first “v” shown at the near edge of the speed hump and the point of that first “v” shown at the center of the speed hump. The base of another “v” is shown beginning at the center of the speed hump with the point of that second “v” ending at the far edge of the hump.<br /> C: Option C shows a larger speed hump marking at the base of the “v” than Option A and B. One speed hump marking is shown in each direction, with the base of each “v” shown at the near edge of the speed hump and the point of the space between the inside and outside “v” lines shown at the center of the speed hump and the point of the outside “v” shown as ending at the far edge of the speed hump. A third “v” point is shown inside each inner “v.”<br /> &quot;<br /> |'''Figure 620.2.27.1''' Pavement Markings for Speed Humps without Crosswalks]]<br /> <br /> <br /> {{SpanID|fig3b27}}<br /> [[File:Figure 620.2.27.2 Pavement Markings for Speed Tables or Speed Humps with Crosswalks.png|thumb|center|800px|alt=&quot;Two speed hump options show a two-lane segment with one lane of travel in each direction. The pavement markings are shown as white “v” shaped markings inside a second “v” shape. The “v” shaped markings are centered in each travel lane, with the point of each “v” pointing in the direction of traffic flow in the lane. Speed hump typical dimensions, travel lane widths, line thickness and the location on speed hump, as well as spacing between each “v” are shown for both options. Option A shows one speed hump marking on the pavement in each direction, with the base of the “v” shown at the outside edge of the speed hump and the point of the “v” at the outside edge of the crosswalk or speed table. Option B shows two speed hump markings on the pavement in each direction. For each lane, the base of one “v” is shown at the outside edge of the speed hump and the point of the “v” at the outside edge of the crosswalk or speed table, and the base of another “v” is shown at the outside edge of the crosswalk or speed table with the point of the “v” ending at the outside edge of the hump.<br /> &quot;<br /> |'''Figure 620.2.27.2''' Pavement Markings for Speed Tables or Speed Humps with Crosswalks]]<br /> <br /> <br /> '''Guidance. '''Speed humps and speed tables are generally not used on MoDOT-maintained facilities. Districts should contact the State Highway Safety and Traffic Engineer for approval prior to installation.<br /> <br /> '''Standard. '''If speed hump markings are used, they shall be a series of white markings placed on a speed hump to identify its location. If markings are used for a speed hump that does not also function as a crosswalk or speed table, the markings shall comply with Option A, B, or C shown in [[#fig3b26|Figure 620.2.27.1]]. If markings are used for a speed hump that also functions as a crosswalk or speed table, the markings shall comply with Option A or B shown in [[#fig3b27|Figure 620.2.27.2]].<br /> <br /> '''Option. '''Where used, center line markings, lane line markings, and edge lines may be discontinued on the profile of the speed hump.<br /> <br /> '''Standard. '''Where a speed hump or a speed table specifically incorporates a crossing movement for pedestrians, bicyclists, or equestrians, and functions as a raised crosswalk, crosswalk markings (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C)|EPG 620.3]]) shall be provided.<br /> <br /> =={{SpanID|620.2.28}}620.2.28 Advance Speed Hump and Speed Table Markings (MUTCD Section 3B.30)==<br /> <br /> '''Guidance. '''Advance speed hump markings are generally not used on MoDOT-maintained facilities. Districts should contact the State Highway Safety and Traffic Engineer for approval prior to installation.<br /> <br /> '''Option. '''Advance speed hump markings may be used in advance of speed humps or other engineered vertical roadway deflections such as dips where added visibility is desired or where such deflection is not expected.<br /> <br /> Advance word pavement markings such as BUMP or HUMP may be used on the approach to a speed hump either alone or in conjunction with advance speed hump markings. Appropriate advance warning signs may be used in compliance with [[903.6 Warning Signs#903.6.22_Low_Clearance_Sign_(W12-2_and_W12-2a)_(MUTCD_Section_2C.27)|EPG 903.6.22]].<br /> <br /> '''Standard. '''If advance speed hump or speed table markings are used, they shall be a series of eight white 12-inch transverse lines that become longer and are spaced closer together as the vehicle approaches the speed hump or other deflection.<br /> <br /> '''Guidance. '''If used, advance speed hump markings should be installed in each approach lane.<br /> &lt;!--{{SpanID|fig3b28}}<br /> [[File:Fig3B-28.png|thumb|center|800px|alt=|'''Figure 620.2.28''' <br /> Advance Warning Markings for Speed Humps or Speed Tables]]--&gt;<br /> <br /> =={{SpanID|620.2.29}}620.2.29 Aircraft Speed Measurement Markings==<br /> <br /> '''Support. '''An aircraft speed measurement marking is a transverse marking placed on the roadway to assist the enforcement of speed regulations.<br /> <br /> '''Standard. '''Aircraft speed check markings shall only be installed after the District Engineer or the District Engineer's representative receives a request from the Missouri State Highway Patrol. A member of the Highway Patrol shall be present when these stations are placed to verify their location and spacing for legal purposes.<br /> <br /> <br /> {{SpanID|fig620.2.29}}<br /> [[File:Figure 620.2.29 Pavement Marking for Aircraft Speed Check Stations.jpg|thumb|center|780px|alt=This figure shows a two-lane roadway with a solid yellow centerline and dashed white lane lines. On each side, there is a yellow or white edge line depending on direction of travel. The roadway includes pairs of 24-inch by 24-inch white square pavement markings spaced across both lanes, set 660 feet apart. A third set of markings is optional at the Highway Patrol’s request. An arrow legend indicates direction of travel along the roadway.<br /> |&lt;center&gt;'''Figure 620.2.29 Pavement Marking for Aircraft Speed Check Stations'''&lt;/center&gt;]]<br /> <br /> Speed measurement markings, if used, shall be white, and shall be 24 in. x 24 in. and the distance between the block shall be 660 ft., measured from the leading edge of the first block to the leading edge of the second block. This distance shall be measured on the actual pavement surface and is the same for all posted speeds (See [[#fig620.2.29|Figure 620.2.29]]).<br /> <br /> The markings shall be reflective, and are to be placed on the center of each driving lane.<br /> <br /> Those markings, which have been improperly installed shall be removed by one of the methods noted in [[620.11 MoDOT Pavement Marking Materials#620.11.4|EPG 620.11.4]].<br /> <br /> '''Option. '''A third block may be installed at the special request of the Highway Patrol.<br /> <br /> If the Highway Patrol wishes to only check traffic flowing in one direction, these markings may be omitted from the opposing lanes.<br /> <br /> '''Guidance. '''Aircraft speed check markings should receive periodic inspection to ensure they are maintained in an acceptable and functional manner. Existing aircraft speed check markings that are no longer in use should be allowed to deteriorate.<br /> <br /> The application of any material should be done following the manufacturer’s recommendations for installation.<br /> <br /> '''Option.''' On concrete surfaces, black may be used to provide contrast of the speed blocks.<br /> <br /> =={{SpanID|620.2.30}}620.2.30 Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad (MUTCD Section 3B.31)==<br /> <br /> {{SpanID|fig3b29}}<br /> [[File:Figure 620.2.30 Example of Pavement Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad.jpg|thumb|center|850px|alt=A diverging diamond interchange shows where two northbound lanes and two southbound lanes cross, transposing their alignments to each other in the middle of the interchange. At the top and bottom of the interchange, the lanes are in their typical alignment relative to each other. Right-turn “ONLY” and left-turn “ONLY” entrance lanes are shown merging into the lanes and right-turn “ONLY” exit lanes are shown turning away from the lanes. At the lane crossover intersections, dotted white and yellow lines separate the travel lanes from each other. Directional pavement markings indicate travel direction. Stop bars are shown ahead of crosswalks. Sidewalks with curb ramps are shown connected to crosswalks over raised islands that separate through travel lanes from the entrance and exit lanes.|'''Figure 620.2.30''' Example of Pavement Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad]]<br /> <br /> '''Support. '''Markings used in a diverging diamond interchange with a transposed alignment crossroad can be advantageous for minimizing wrong-way movements. The potential for wrong-way movements is greatest at the crossover intersections where the alignment becomes transposed.<br /> <br /> '''Standard. '''On the transposed alignment, each direction shall be considered a one-way roadway whereas the edge line convention shall be in accordance with [[#620.2.10|EPG 620.2.10]]. Both yellow and white edge lines shall be used.<br /> <br /> A lane-use arrow (see [[#620.2.22|EPG 620.2.22]]) shall be used in each approach lane at the crossover intersection.<br /> <br /> '''Support.''' [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3.9|EPG 620.3.9]] contains information on crosswalks and pedestrian movements for diverging diamond interchanges with a transposed alignment crossroad.<br /> <br /> '''Standard.''' Flush median islands (see [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#620.9.3|EPG 620.9.3]]) shall not be used to divide the inverted flow of traffic.<br /> <br /> '''Guidance.''' Edge line and lane line extensions (see [[#620.2.13|EPG 620.2.13]]) should be provided through the crossing points.<br /> <br /> '''Support.''' [[#fig3b29|Figure 620.2.30]] illustrates an example of pavement markings for a diverging diamond interchange with a transposed alignment crossroad.</div>

TaracksA https://epgtest.modot.org/index.php?title=620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)&diff=60804 2025-11-25T19:54:25Z

<p>TaracksA: /* {{SpanID|620.2.3}}620.2.3 No-Passing Zone Pavement Markings (MUTCD Section 3B.03) */</p> <hr /> <div>[[Category:620 Pavement Marking (MUTCD Part 3)|620.02]]<br /> =={{SpanID|620.2.1}}620.2.1 Yellow Center Line Pavement Markings (MUTCD Section 3B.01)==<br /> <br /> '''Standard. '''Center line pavement markings, when used, shall be the pavement markings used to delineate the separation of traffic lanes that have opposite directions of travel on a roadway and shall be yellow.<br /> <br /> The center line markings on two-lane, two-way roadways shall be one of the following as shown in [[#fig3b1|Figure 620.2.1.1]]:<br /> :A. Two-direction passing zone markings consisting of a normal width broken (intermittent) yellow line where crossing the center line markings for passing with care is permitted for traffic traveling in either direction;<br /> :B. One-direction no-passing zone markings consisting of a double yellow line, one of which is a normal width broken (intermittent) yellow line and the other is a normal width solid yellow line, where crossing the center line markings for passing with care is permitted for the traffic traveling adjacent to the broken (intermittent) line, but is prohibited for traffic traveling adjacent to the solid line; or<br /> :C. Two-direction no-passing zone markings consisting of two normal width solid yellow lines where crossing the center line markings for passing is prohibited for traffic traveling in either direction.<br /> <br /> A single solid yellow line shall not be used as a center line marking on a two-way roadway.<br /> <br /> Except where a two-way left-turn lane (see [[#620.2.6| EPG 620.2.6]]) is present, the center line markings on undivided two-way roadways with four or more lanes for moving motor vehicle traffic always available shall be the two-direction no-passing zone markings consisting of normal width double solid yellow lines separated by 4 in. as shown in [[#fig3b2|Figure 620.2.1.2]].<br /> <br /> &amp;nbsp;<br /> {{SpanID|fig3b1}}<br /> [[File:Figure 620.2.1.1 Yellow Center Lines for Two-Lane, Two-Way Applications.png|thumb|center|900px|alt=&quot;A. A two-lane roadway is shown with a centerline marking of a broken yellow line. A solid white line is marked on the outside edge of each lane.<br /> B. Segments of a two-lane roadway are shown with centerline markings of a single broken yellow line marked for “Two-direction passing zone;” a solid yellow line adjacent to one lane and a broken yellow line adjacent to the other lane marked for “One-direction no passing zone;” and a double solid yellow line marked for “Two-direction no passing zone.” A solid white line is marked on the outside edge of each lane.&quot;<br /> |'''Figure 620.2.1.1''' Yellow Center Lines for Two-Lane, Two-Way Applications]]<br /> <br /> &amp;nbsp;<br /> <br /> {{SpanID|fig3b2}}<br /> [[File:Figure 620.2.1.2 Yellow Center Lines for Four-or-More Lane, Two-Way Applications.png|thumb|center|850px|alt=&quot;A. A vertical, four-lane roadway with two lanes of travel in each direction is shown. The roadway has a centerline marking of a solid double yellow line. A broken white line separates lanes traveling in the same direction.<br /> B. A vertical, five-lane roadway is shown composed of two through lanes in each direction of travel and a fifth, center lane used for left turns only. The roadway has markings of a solid double yellow line and alternating left-turn channels marked with a solid white line to separate the turn lane from through traffic lanes traveling in the same direction. An “optional dotted extension” to the solid white line is shown where the left-turn channels begin. An island is shown formed by the solid double yellow lines at the base of the left-turn channel. This island is shown with “optional yellow diagonal markings.” The turn lanes have solid white left-turn arrows marked on the pavement.<br /> C. A vertical, four-lane roadway with two lanes of travel in each direction is shown. The roadway has a median greater than three feet with marking of a solid double yellow line. A broken white line separates lanes traveling in the same direction.&quot;<br /> |'''Figure 620.2.1.2''' Yellow Center Lines for Four-or-More Lane, Two-Way Applications&lt;!--br/&gt;&lt;br/&gt;'''Note:'''&lt;br/&gt;&lt;ol style=&quot;padding-inline-start:0; margin-left: 1.2em;&quot;&gt;&lt;li&gt;See [[--|Sections 3B.20]] and [[--|3B.23]] for provisions on lane-use arrows.&lt;/li&gt;&lt;li&gt;Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Section 3B.11]].&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> '''Support. '''MoDOT previously marked center lines using a 2-line or 3-line system. The 3-line system is no longer used by MoDOT.<br /> <br /> '''Standard. '''Highways that are currently marked using a 3-line center line marking system shall be maintained using the 3-line system until the center line markings are obliterated.<br /> <br /> After a 3-line center line is obliterated from the entire route or a significant portion of the highway, the center line shall be replaced using the 2-line system.<br /> <br /> [[#620.2.13|EPG 620.2.13]] contains information for application of pavement markings through intersections or interchanges. <br /> <br /> '''Guidance. '''On two-way roadways with an additional climbing/truck lane in the upgrade direction, the opposing directions of traffic should be separated by using one-direction or two-direction no-passing zone markings. <br /> <br /> '''Standard. '''On two-way roadways with alternating passing lanes, the opposing directions of traffic shall be separated by using two-direction no-passing zone markings (See [https://www.modot.org/media/16896#page=2 Standard Plan 620]).<br /> <br /> '''Support.''' Examples of markings for alternating passing lanes are shown in [https://www.modot.org/media/16896#page=2 Standard Plan 620].<br /> <br /> =={{SpanID|620.2.2}}620.2.2 Warrants for Yellow Center Lines (MUTCD Section 3B.02)==<br /> <br /> '''Standard. '''Center line markings shall be placed on all paved undivided two-way streets or highways that have a traveled way of 18 feet or more in width. Center line markings shall also be placed on all paved undivided two-way streets or highways that have three or more lanes for moving motor vehicle traffic.<br /> <br /> '''Guidance. '''Engineering judgment should be used in determining whether to place center line markings on traveled ways that are less than 18 feet wide because of the potential for traffic encroaching on the pavement edges, traffic being affected by parked vehicles, and traffic encroaching into the opposing traffic lane. Engineering judgment should also be used to determine if the pavement can support center line markings.<br /> <br /> <br /> {{SpanID|fig3b7}}<br /> [[File:Figure 620.2.2 Example of Two-Way, Left-Turn Marking Applications.png|thumb|center|800px|alt=Two examples of vertical, five-lane roadways are shown, with two southbound lanes on the left, two northbound lanes on the right, and a fifth center lane for left turns. At the top and bottom of the first example, the center lane is separated from the innermost through lanes by a solid white line on one side and a solid double yellow line on the other side. A left-turn arrow is shown between these lines in advance of intersecting cross streets. In the middle of this example, between the intersecting cross streets, in the center lane, an island is shown formed by solid double yellow lines on the outside and “optional yellow diagonal markings” on the inside. Below the island, the solid double yellow lines change to a solid yellow line on the outside and a broken yellow line on the inside. Two sets of opposing left-turn arrows are shown inside this pattern of broken and solid yellow lines. Continuing below the opposing left-turn arrow, this pattern changes to a double solid yellow on one side and a left-turn channel marked with an “optional dotted extension” followed by a solid white line on the other side. A single, left-turn arrow is shown between these pavement markings. The second example shows the center lane separated from the innermost through lanes with a pattern of broken yellow lines on the inside of solid yellow lines with two set of opposing left-turn arrows inside this pattern. Driveways are shown intersecting the vertical roadway at the locations of the opposing arrows. At the bottom of this example, south of the intersecting driveways, in the center lane, the pattern of broken and solid yellow lines changes to solid double yellow lines. A left-turn channel marked with an “optional dotted extension” followed by a solid white line is shown to separate the left-turn lane from the through traffic lanes just above another intersecting driveway. Two left-turn arrows are shown in between these pavement markings. South of this intersection, the center lane is shown separated by a solid white line and a solid double yellow line with a left-turn arrow in between.<br /> <br /> |'''Figure 620.2.2''' Example of Two-Way, Left-Turn Marking Applications&lt;!--br&gt;&lt;br&gt;'''Note:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Section 3B.11]].&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> =={{SpanID|620.2.3}}620.2.3 No-Passing Zone Pavement Markings (MUTCD Section 3B.03)==<br /> <br /> '''Standard.''' No-passing zones shall be marked by either the one-direction no-passing zone pavement markings or the two-direction no-passing zone pavement markings described in [[#620.2.1|EPG 620.2.1]] and shown in [[#fig3b1|Figure 620.2.1.1]].<br /> <br /> No-passing zone markings shall be used on:<br /> :A. Two-way roadways at lane-reduction transitions (see [[#620.2.14|EPG 620.2.14]]),<br /> :B. Approaches to obstructions that must be passed on the right (see [[#620.2.15| EPG 620.2.15]]),<br /> :C. Approaches to grade crossings (see [[913.3 Markings (MUTCD Chapter 8C)#913.3.2|EPG 913.3.2]]), and<br /> :D. Approaches to crosswalks.<br /> :E. Approaches to added uphill truck or passing lanes,<br /> :F. Approaches to controlled intersections, and<br /> :G. Approaches to lane transitions.<br /> <br /> No-passing zone marking shall be installed a minimum of 500 feet in advance of conditions as described in the previous paragraph.<br /> <br /> <br /> {{SpanID|fig620.2.3.1}}<br /> [[File:Figure 620.2.3.1 Marking Uphill Truck Lane.png|thumb|center|850px|alt=A horizontal roadway is shown with one lane in the eastbound direction and one lane in the westbound direction. An uphill truck lane is introduced in the eastbound direction. The pavement markings allow passing in the westbound direction and do not allow passing in the eastbound direction. In the right side of the figure, the uphill truck lane is terminated and the eastbound direction converts back to a single travel lane.<br /> |'''Figure 620.2.3.1''' Marking Uphill Truck Lane&lt;!--br&gt;&lt;br&gt;'''Notes:'''&lt;br&gt;&lt;ol style=&quot;margin-left: 1.2em;&quot;&gt;&lt;li&gt;X = Minimum length of 500' or 1/2L, whichever is greater.&lt;/li&gt;&lt;li&gt;See [[--|Section 3B.12]] for Lane-Reduction Transitions.&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> <br /> '''Option. '''The length of passing zone markings may be increased for sight distance limitations or based on engineering judgement.<br /> <br /> '''Standard. '''On two-way, two-lane or non-continuous three-lane roadways, such as uphill truck or passing lanes, where center line markings are installed, no-passing zones shall be established at vertical and horizontal curves and other locations where an engineering study indicates that passing must be prohibited because of inadequate sight distances or other special conditions. <br /> <br /> On roadways with center line markings, no-passing zone markings shall be used at horizontal or vertical curves where the passing sight distance is less than the minimum shown in [[#tab620.2.3|Table 620.2.3]] for the posted speed limit or the 85th-percentile speed.<br /> <br /> {{SpanID|tab620.2.3}}{{SpanID|tab3b1}}<br /> &lt;center&gt;<br /> {| class=&quot;wikitable&quot; style=&quot;text-align: center;&quot;<br /> |+ Table 620.2.3<br /> |-<br /> ! 85th-Percentile or Speed Limit !! Minimum Passing Sight Distance<br /> |-<br /> | 25 mph || 500 feet<br /> |-<br /> | 30 mph || 500 feet<br /> |-<br /> | 35 mph || 550 feet<br /> |-<br /> | 40 mph || 600 feet<br /> |-<br /> | 45 mph || 700 feet<br /> |-<br /> | 50 mph || 800 feet<br /> |-<br /> | 55 mph || 900 feet<br /> |-<br /> | 60 mph || 1,000 feet<br /> |-<br /> | 65 mph || 1,100 feet<br /> |-<br /> | 70 mph || 1,200 feet<br /> |-<br /> |}<br /> &lt;/center&gt;<br /> <br /> <br /> <br /> {{SpanID|fig3b4}}<br /> [[File:Figure 620.2.3.2 Method of Locating and Determining the Limit of No-Passing Zones at Curves.png|thumb|center|900px|alt=&quot;A. A horizontal cross-section of a vertically curving roadway is shown, with the left and right halves labeled “Pavement profile.” At the far left, a vertical broken black line is labeled “a.” Farther right, just in advance of the crest of the curve, another vertical broken black line is labeled “b’.” To the right of the crest of the curve, a vertical broken black line is labeled “b,” and at the far right, another is labeled “a’.” On the left, a leader arrow points to line “a” and another to line “b” from the label “No-passing zone, a to b (in direction indicated).” On the right, a leader arrow points to line “a’” and another to line “b’” from the label “No-passing zone, a’ to b’ (in direction indicated).”At points on each of the four vertical black lines, a point above the surface of the pavement is labeled “3.5 ft.” A broken black line connecting these points on lines “a” and “b’” is labeled “Line of sight,” and another connecting these points on lines “b” and “a’” is also labeled “Line of sight.”On the left, a leader arrow points to line “a” and another to line “b’” from the label “Minimum passing sight distance for 85th-percentile speed or the speed limit.” On the right, a leader arrow points to line “b” and another to line “a’” from the label “Minimum passing sight distance for 85th-percentile speed or the speed limit.”<br /> B. A horizontal two-lane roadway is shown with a curve in the middle portion. Symbols for a house and trees are shown south of (on the inside of) the curve. The lanes are separated by a broken yellow line. <br /> At the left end of the roadway, a broken black line is shown across the width of the roadway and is labeled “a.” To the right, another broken black line is shown across the roadway and is labeled “b.” The dimension from “a” to “b” is labeled “No-passing zone, a to b (in direction indicated).” Between these two points, a solid yellow line is shown to the right of the broken yellow line between the lanes.<br /> At the right end of the roadway, a broken black line is shown across the width of the roadway and is labeled “b’.” Farther to the right, another broken black line is shown across the roadway and is labeled “a’.” The dimension from “a’ to b’” is labeled “No-passing zone, a’ to b’ (in direction indicated).” Between these points, a solid yellow line is shown to the right of the broken yellow line between the lanes.<br /> Two broken black lines denote distances labeled “Lines of sight.” One connects the point where the broken black line labeled “a” intersects the center of the roadway to the point where the line labeled “b’” intersects the center of the roadway, and the other connects the point where the line labeled “b” intersects the center of the roadway to the point where the line labeled “a’” intersects the center of the roadway.<br /> &quot;|'''Figure 620.2.3.2''' Method of Locating and Determining the Limits of No-Passing Zones at Curves]]<br /> <br /> <br /> '''Support.''' The values of the minimum passing sight distance that are shown in [[#tab620.2.3|Table 620.2.3]] are for operational use in marking no-passing zones and are less than the values that are suggested for geometric design in the “AASHTO Green Book – A Policy On Geometric Design Of Highways And Streets”.<br /> <br /> The passing sight distance on a vertical curve is the distance at which an object 3.5 feet above the pavement surface can be seen from a point 3.5 feet above the pavement (see [[#fig3b4|Figure 620.2.3.2]]). Similarly, the passing sight distance on a horizontal curve is the distance measured along the center line (or right-hand lane line of a three-lane roadway) between two points 3.5 feet above the pavement on a line tangent to the embankment or other obstruction that cuts off the view on the inside of the curve (see [[#fig3b4|Figure 620.2.3.2]]).<br /> <br /> The upstream end of a no-passing zone at point “a” in [[#fig3b4|Figure 620.2.3.2]] is that point where the sight distance first becomes less than that specified in [[#tab620.2.3|Table 620.2.3]]. The downstream end of the no-passing zone at point “b” in [[#fig3b4|Figure 620.2.3.2]] is that point at which the sight distance again becomes greater than the minimum specified.<br /> <br /> '''Standard. '''Where the distance between successive no-passing zones is less than 500 feet, no-passing zone markings shall connect the zones. If the calculated no passing zone is less than 500 feet, an additional length of marking shall be added to the leading end of the zone to lengthen it to the full 500 feet.<br /> <br /> '''Guidance. '''No-Passing Zone signs (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.43|EPG 903.3.43]]) should not be installed without prior approval from the State Highway Safety and Traffic Engineer.<br /> <br /> {{SpanID|fig3b5}}<br /> [[File:Figure 620.2.3.3 Application of Three-Lane, Two-Way Markings for Changing the Direction of the Center Lane.png|thumb|center|850px|alt=&quot;Segments of a vertical three-lane roadway are shown. A solid double yellow line is shown separating each lane from the others with the notation “Two directional no passing marking.” At the top and bottom of the figure where one segment (two total) of a broken white line shown to separate the two southbound lanes and the two northbound lanes, respectively. From the top and bottom of the figure, two lanes are shown transitioning to one lane. Before the taper begins, a solid white arrow is shown marked on the pavement pointing diagonally to the outer edge of the outside travel lane. A solid double yellow line is shown adjacent to each outside lane in this taper. The length of this taper is shown and labeled “Buffer zone.” Each taper and buffer zone between the solid double yellow lines is shown with “optional yellow diagonal markings.” |'''Figure 620.2.3.3''' Application of Three-Lane, Two-Way Markings for Changing the Direction of the Center Lane]]<br /> <br /> <br /> '''Standard. '''On three-lane roadways where the direction of travel in the center lane transitions from one direction to the other, a no-passing buffer zone, consisting of a flush median island (see [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#620.9.3| EPG 620.9.3]]) at least 50 feet in length, shall be provided in the center lane as shown in [[#fig3b5|Figure 620.2.3.3]]. A lane-reduction transition (see [[#620.2.14|EPG 620.2.14]]) shall be provided approaching each end of the buffer zone.<br /> <br /> On multi-lane, undivided roadways with two or more lanes in each direction, a minimum of one double yellow center line shall be used to separate the opposing directions of travel. If pavement width is available, the preferred center line marking would provide a painted median formed by two double yellow center lines separated by a minimum of 12 inches to provide greater separation between opposing lanes of travel. <br /> <br /> On continuous three-lane (passing lane) sections of roadway, the center line markings shall consist of two double yellow center lines separated by a minimum of 12 inches to separate the opposing directions of travel. See [[903.15 Typical Signing Applications#fig903.15.24|Figure 903.15.24]] and [[232.2 Passing Lanes|EPG 232.2]] for additional guidance on passing lanes.<br /> <br /> On added uphill truck lanes, a no-passing zone marking shall be provided for the entire length of the ascending direction of travel. <br /> <br /> For the descending direction of travel, no-passing zone markings shall be provided for a minimum length of 500 feet or ½ the taper length (L), whichever is greater, in advance of and beyond the location where the uphill truck lane becomes full width (see [[#fig620.2.3.3|Figure 620.2.3.3]]). The length of any no-passing zone related to an uphill truck lane segment shall be increased to address sight distance limitations or based on engineering judgement.<br /> <br /> '''Option.''' A passing zone may be provided in the descending direction of travel within the uphill truck lane full-width segment being based on available sight distance and engineering judgement. <br /> <br /> <br /> {{SpanID|fig620.2.2.0.2}}{{SpanID|fig620.2.3.4}}<br /> [[File:Figure 620.2.3.4 Marking for Median Islands for Left Turn Bays.png|thumb|center|800px|alt=Two examples of horizontal, four-lane roadways are shown, with two westbound lanes on the top, two eastbound lanes on the bottom, and an eastbound left turn lane. A left-turn arrow marking is shown in the turn lanes. Before the turn lanes, an island is shown formed by solid double yellow lines on the outside and on the inside. The first example shows the island in the median with a shifting taper with dimension label &quot;L&quot; towards the east before the beginning of the left-turn lane and also shows a closing taper one hundred feet from the beginning of the turn lane to the middle of the turn lane. The second example shows the island in the median similar to the first example except excluding the closing taper. A left-turn channel marked with an “optional dotted extension” followed by a solid white line is shown to separate the left-turn lane from the through traffic lanes. <br /> |'''Figure 620.2.3.4''' Marking for Median Islands for Left Turn Bays&lt;!--br&gt;&lt;br&gt;'''Note:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Section 3B.11]].&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> <br /> '''Standard. '''Median bubbles shall be marked using double yellow center lines to form both sides of the bubble at the beginning of a left turn bay where the bubble separates travel in opposite directions. Each installation of these markings will require individual treatment; therefore, no set dimensions have been established for their placement. Additional markings, such as diagonal lines inside the bubble, if used, shall also be yellow in color (See [[#fig620.2.3.4|Figure 620.2.3.4]]).<br /> <br /> '''Guidance. '''The taper length of transition zones should not be less than the taper length calculated using the equations L = WS or L = WS&lt;sup&gt;2&lt;/sup&gt;/60 as defined in [[#620.2.14|EPG 620.2.14]]. Installation of these markings should conform to the established general patterns.<br /> <br /> =={{SpanID|620.2.4}}620.2.4 Establishing and Recording No Passing Zones==<br /> <br /> '''Standard. '''The establishment of no passing zones shall be accomplished using two vehicles maintaining a predetermined distance. This distance will mark the beginning and end of the no passing zone section where a target 3.5 ft. above the road surface on the lead vehicle is just out of sight of the driver of the trailing vehicle, who's eye level is 3.5 ft. above the road surface. The use of a highly visible target, such as a flashing amber light, is recommended.<br /> <br /> The line of sight used by the trailing vehicle observer shall remain within the limits of the pavement and/or shoulder. Due to current mowing practices, sight distance viewed across any other right of way can be obscured at various times of the year due to seasonal vegetation and right of way which has not been mowed (see [[#fig3b4|Figure 620.2.3.2]]).<br /> <br /> '''Guidance. '''The distance between the vehicles should be maintained constant and equal to the minimum passing sight distance value being used. A printed log of the no passing zone should be kept by the district office and copies given to the regional maintenance superintendents so no passing zones can be relocated after maintenance operations.<br /> <br /> '''Support. '''The most effective way to maintain spacing between vehicles is to space the two vehicles apart the required sight distance and zero out the distance measuring equipment (DME). As the two vehicles move forward, the lead vehicle broadcasts the distance displayed on their DME to the trailing vehicle who works to match the distance on their DME device. <br /> <br /> This method of determining no passing zones can be challenging and requires two vehicles, multiple people, and slower travel speeds to be accomplished safely. For longer road segments, on-call contractor-based measurement and reporting systems could be used.<br /> <br /> =={{SpanID|620.2.5}}620.2.5 Center Line Markings on Bridges==<br /> <br /> '''Standard. '''The center line markings on bridges, having a clear roadway width of 16 ft. or greater, shall be the same as that marked on the adjoining roadway.<br /> <br /> Center line markings shall not be placed on one lane bridges. When dealing with this type of bridge, the center line markings shall stop a distance of 500 ft. from each edge of the bridge deck. Therefore, the length of surface not receiving center line marking shall be 1,000 ft. plus the length of the bridge deck. These bridges will, however, receive the appropriate one-lane bridge markings (see [[#620.2.12|EPG 620.2.12]]).<br /> <br /> =={{SpanID|620.2.6}}620.2.6 Pavement Markings for Two-Way Left-Turn Lanes (MUTCD Section 3B.05)==<br /> <br /> '''Support.''' Two-way left turn lanes may be established by the district if the roadway meets all of the guidelines listed in [[232.3 Two - Way Left - Turn Lanes|EPG 232.3]].<br /> <br /> '''Standard. '''If a two-way left-turn lane is used, the lane line pavement markings on each side of the two-way left-turn lane shall consist of a normal width broken (intermittent) yellow line and a normal width solid yellow line to delineate the edges of a lane that can be used by traffic in either direction as part of a left-turn maneuver. These markings shall be placed with the broken (intermittent) line toward the two-way left-turn lane and the solid line toward the adjacent traffic lane as shown in [[#fig3b7|Figure 620.2.2]].<br /> <br /> '''Standard. '''White two-way left-turn lane-use arrows shall be used at or just downstream from the beginning of a two-way left-turn lane to indicate the proper use of these lanes. The left-turn arrows shall be installed in pairs, one arrow per direction.<br /> <br /> '''Guidance. '''The pairs of arrows should be installed a maximum of 500 ft. apart, with the two arrows in the pair being 8 to 16 ft. apart (see [[#fig3b7|Figure 620.2.2]]) along a two-way left-turn lane.<br /> <br /> '''Standard. '''A single-direction lane-use arrow shall not be used in a lane bordered on both sides by yellow two-way left-turn lane longitudinal markings. <br /> <br /> '''Guidance. '''Signs should be used in conjunction with the two-way left-turn markings (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.29|EPG 903.2.29]]).<br /> <br /> Two-way left-turn lane markings should not extend to intersections (see definition in [[:Category:911 General (MUTCD Part 1) #911.3.2|EPG 911 (MUTCD Section 1C.02)]]).<br /> <br /> '''Option.''' Two-way left-turn lanes may be transitioned to mandatory left-turn lanes as shown in [[#fig3b7|Figure 620.2.2]] or painted median islands where they approach an intersection.<br /> <br /> '''Support.''' [[913.1 General (MUTCD Chapter 8A) #913.1.6|EPG 913.1.6]] contains guidance information for discontinuing a two-way left-turn lane in the immediate vicinity of a highway-rail or highway-LRT grade crossing.<br /> <br /> =={{SpanID|620.2.7}}620.2.7 White Lane Line Pavement Markings (MUTCD Section 3B.06)==<br /> <br /> '''Standard. '''When used, lane line pavement markings delineating the separation of traffic lanes that have the same direction of travel shall be white.<br /> <br /> Lane line markings shall be used on all freeways and Interstate highways. Lane line markings shall be used on all roadways that are intended to operate with two or more adjacent traffic lanes in the same direction of travel. <br /> <br /> '''Guidance. '''Lane lines should be offset approximately 2 in. from the longitudinal pavement joint. The 2 in. offset should be the space between the longitudinal joint and the edge of the lane line. See [https://www.modot.org/media/16896 Standard Plan 620]<br /> <br /> Lane line markings should be used at congested locations where the roadway will accommodate more traffic lanes with lane line markings than without the markings.<br /> <br /> The lane width delineated by lane line pavement markings should not be less than 10 feet.<br /> <br /> '''Support. '''Examples of lane line markings are shown in [[#fig3b2|Figure 620.2.1.2]], and [[#fig3b7|620.2.2]] through [[#fig620.2.7.2|620.2.7.2]].<br /> <br /> '''Standard.''' Except as provided in the first paragraph of [[#620.2.8| EPG 620.2.8]], where crossing the lane line markings with care is not discouraged or prohibited, the lane line markings shall consist of a normal width broken (intermittent) white line.<br /> <br /> Broken (intermittent) white lane line pavement markings and dotted lane line markings on new concrete pavements shall be enhanced by the use of contrast markings (see [[620.1_General_(MUTCD_Chapter_3A)#620.1.3|EPG 620.1.3]]).<br /> <br /> Where crossing the lane line markings is discouraged, the lane line markings shall consist of a normal width solid white line.<br /> <br /> '''Guidance. '''A solid white lane line marking should be used on approaches to:<br /> :A. Intersections to separate a through lane from a mandatory turn lane.<br /> :B. Intersections to separate contiguous mandatory turn lanes from each other.<br /> :C. Channelized movements or obstructions.<br /> <br /> '''Option.''' Solid white lane line markings may be used:<br /> :A. On approaches to intersections to separate contiguous through lanes.<br /> :B. To separate through traffic lanes from auxiliary lanes, such as an added uphill truck lane.<br /> :C. On approaches to crosswalks across multi-lane roadways.<br /> <br /> Wide solid lane line markings may be used for greater emphasis.<br /> <br /> A curved transition may be used where an edge line, channelizing line, or dotted extension line changes direction.<br /> <br /> '''Support. '''Examples of locations where a curved transition can have value include freeway exit and entrance ramps, and turn lanes.<br /> <br /> '''Standard. '''Where crossing the lane line markings is prohibited, the lane line markings shall consist of a solid double white line (DWL).<br /> <br /> The State Highway Safety and Traffic Engineer must approve the use of a solid DWL.<br /> <br /> '''Guidance. '''A solid DWL should be used to address an identifiable need.<br /> <br /> Use signs in advance of the area delineated by a solid DWL to provide motorists an opportunity to adjust to the condition.<br /> <br /> =={{SpanID|620.2.8}}620.2.8 White Lane Line Markings for Non-Continuing Lanes (Section 3B.07)==<br /> <br /> '''Standard. '''A normal width dotted white line marking shall be used as the lane line to separate a through lane that continues beyond the interchange or intersection from an adjacent deceleration or acceleration lane. <br /> <br /> For exit ramps with a parallel deceleration lane, a normal width dotted white lane line shall be installed from the upstream end of the taper to the theoretical gore or to the upstream end of a solid white lane line, if used, that extends upstream from the theoretical gore as shown in Drawings A and C in [[#fig3b9s1|Figure 620.2.8.1]] and [[#fig3b9s2|620.2.8.2]].<br /> <br /> For an exit ramp with a tapered deceleration lane, a normal width dotted white line extension shall be installed from the theoretical gore through the taper area such that it meets the edge line at the upstream end of the taper as shown in Drawing B in [[#fig3b9s1|Figure 620.2.8.1]].<br /> <br /> For entrance ramps with a parallel acceleration lane, a normal width dotted white lane line shall be installed from the downstream end of a solid white lane line, if used, that extends downstream from the theoretical gore, to the upstream end of the acceleration taper, as shown in Drawing A in [[#fig3b10|Figure 620.2.8.3]].<br /> <br /> {{SpanID|fig3b9s1}}<br /> [[File:Figure 620.2.8.1 Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings (Sheet 1 of 2).png|thumb|center|900px|alt=&quot;A. This first example shows two northbound lanes of a vertical, divided highway. Near the bottom of this example, a deceleration lane is added to the right of the two through lanes, leading to a right exit ramp. The deceleration lane runs parallel to the through lanes and is separated from them by a dotted white line. The dotted white line changes to a solid white line in advance of the “theoretical gore.” At the theoretical gore, the dotted white line becomes solid “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” The exit ramp curves away to the right.<br /> B. A second example shows two northbound lanes of a vertical, divided highway. Near the bottom of this example, a deceleration lane is added to the right of the two through lanes, leading to a right exit ramp. The tapered deceleration lane immediately angles away from the through lanes and is separated from them by a dotted white line. At the “theoretical gore,” the dotted white line becomes solid “wide white channelizing lines” and another solid wide white line angles off along the left edge of the exit ramp, forming an elongated white triangle or neutral area in front of the “physical gore.” The exit ramp angles off to the right.&quot; |'''Figure 620.2.8.1''' Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings ''(Sheet 1 of 2)'']]<br /> <br /> {{SpanID|fig3b9s2}}<br /> [[File:Figure 620.2.8.2 Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings (Sheet 2 of 2).png|thumb|center|900px|alt=C. This example shows four northbound lanes of a vertical, divided highway. Near the bottom of this example, a deceleration lane is added to the right of the four northbound through lanes, leading to a right exit ramp. The deceleration lane runs parallel to the northbound through lanes and is separated from them by a dotted white line. The dotted white line changes to a &quot;wide solid white lane line” in advance of the “theoretical gore.” At the theoretical gore, the “normal width or wide solid white lane line” continues along the exit ramp to the “physical gore” and a “normal width dotted white lane line” continues north toward a white triangle or neutral area. The exit lane is wide enough that the solid wide line is shown separating the left and right exit lanes. On the left side of the left exit lane, white channelizing lines form a white triangle or neutral area in front of the physical gore.|'''Figure 620.2.8.2''' Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings ''(Sheet 2 of 2)'']]<br /> <br /> {{SpanID|fig3b10}}<br /> [[File:Figure 620.2.8.3 Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings.png|thumb|center|900px|alt=&quot;Two examples of two northbound lanes of a vertical, divided highway are shown.A. Near the bottom of this first example, a curving entrance ramp is added to the right of the through lanes, creating a parallel acceleration lane. Where the ramp joins the highway at the “physical gore,” the solid white line on the right edge of the right lane and the solid yellow line on the left edge of the entrance ramp become “wide white channelizing lines.” These lines form a triangle or “neutral area” in between them in front of the “physical gore.” The solid white line extending from the triangle or neutral area is labeled the “theoretical gore” and noted as a “wide or normal width solid white lane line (variable length) or normal width dotted white lane line.” The acceleration lane runs parallel to the rightmost through lane and is separated from it by a dotted white line. B. Near the bottom of this second example, an entrance ramp is added to the right of the right through lanes at an angle, creating a tapered acceleration lane. Where the ramp joins the highway at the “physical gore,” the solid white line on the right edge of the right through lane and the solid yellow line on the left edge of the entrance ramp become “wide white channelizing lines.” These lines then become a white triangle or neutral area north of the “physical gore.” The point of the triangle formed by the “wide white channelizing lines” is the “theoretical gore.” At this point, both the right through lane and the entrance lane are “full lane width.”&quot; |'''Figure 620.2.8.3''' Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings]]<br /> <br /> {{SpanID|fig3b11}}{{SpanID|fig3b11s1}}<br /> [[File:Figure 620.2.8.3.1 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 1 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with five northbound lanes. Four of the northbound lanes extend past an “exit ramp,” while the rightmost lane angles off to the right to become the exit ramp. In the middle of this example, the far-right lane is shown becoming the deceleration lane, leading to a right exit ramp. The deceleration lane is shown separated from the rightmost northbound through lane by a “wide dotted white lane line.” It is shown changing to an optional “wide solid white lane line” in advance of the “theoretical gore.” At the theoretical gore, the lane line joins the edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” This triangle is shown with “white chevron markings in the neutral area.” The exit ramp angles away to the right. |'''Figure 620.2.8.3.1''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 1 of 6)'']]<br /> <br /> {{SpanID|fig3b11s2}}<br /> [[File:Figure 620.2.8.3.2 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 2 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with five northbound lanes. Four of the northbound lanes extend past an exit ramp, and the rightmost lane angles off to the right to become the exit ramp. In the middle of the example, the far-right lane becomes the deceleration lane, leading to a right exit ramp. The deceleration lane is shown separated from the rightmost northbound through lane by a “wide dotted white lane line.” It is shown changing to a “wide solid white lane line” in advance of the “theoretical gore.” At the theoretical gore, the lane line continues along the exit ramp to the “physical gore”. The exit lane is wide enough that the solid white line is shown separating the left and right exit lanes. On the left side of the left exit lane, the lane line joins the edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the physical gore. |'''Figure 620.2.8.3.2''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 2 of 6)'']]<br /> <br /> {{SpanID|fig3b11s3}}<br /> [[File:Figure 620.2.8.3.3 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 3 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with four northbound lanes. Two of the northbound lanes extend past an exit ramp, and the two rightmost lanes angle off to the right to become an exit ramp. Near the bottom of the example, the two rightmost lanes are shown becoming the deceleration lanes, leading to a right exit ramp. The deceleration lanes are shown separated from the rightmost of the two remaining northbound through lanes by a “wide dotted white lane line.” It is shown changing to a “wide solid white lane line” in advance of the “theoretical gore.” The right exit ramp is wide enough that the broken white line is shown separating the left and right exit lanes. On the left side of the left exit lane, the lane line joins the edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” |'''Figure 620.2.8.3.3''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 3 of 6)'']]<br /> <br /> {{SpanID|fig3b11s4}}<br /> [[File:Figure 620.2.8.3.4 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 4 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with four northbound lanes. Two of the northbound lanes split to the left and two split to the right. Near the bottom of this example, the two leftmost northbound lanes are shown separated from the two rightmost lanes by a “wide dotted white lane line.” The dotted lane line changes to a “wide solid white lane line” in advance of a “theoretical gore.” The lane line splits into two “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore” between the left and right lanes. Beyond the physical gore, two through lanes curve to the left and two curve right. |'''Figure 620.2.8.3.4''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 4 of 6)'']]<br /> <br /> {{SpanID|fig3b11s5}}<br /> [[File:Figure 620.2.8.3.5 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 5 of 6).png||thumb|center|850px|alt=This example shows a vertical highway with three northbound lanes, where the left northbound lane splits to the left, the middle lane has the option of splitting to the left or right, and the right lane splits to the right. Near the bottom of this example, the right lane is shown separated from the middle lane by a “wide dotted white lane line.” The dotted lane line is shown changing to a “wide solid white lane line” as it curves to the right. The middle lane splits to the right with the right lane. The middle lane splits to the left and continues north with the left lane. Beyond the neutral area and physical gore, two through lanes continue north to the left and two lanes curve to the right. |'''Figure 620.2.8.3.5''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 5 of 6)'']]<br /> <br /> {{SpanID|fig3b11s6}}<br /> [[File:Figure 620.2.8.3.6 Examples of Applications of Freeway and Expressway Lane-Drop Markings (Sheet 6 of 6).png||thumb|center|850px|alt=This example shows two northbound lanes of a divided vertical highway with an auxiliary lane in between an entrance ramp at the bottom of this example and an exit ramp at the top of this example. Near the bottom of this example, a curving entrance ramp is added to the right of the through lanes. Where the ramp joins the highway, the solid white line on the right edge of the right lane and the solid yellow line on the left edge of the entrance ramp become wide solid white lines that then become a white triangle or neutral area in front of the “physical gore.” These solid lines then become “white channelizing lines” that join at the “theoretical gore” and continue as a “wide solid white lane line.” This auxiliary lane runs parallel to the rightmost through lane and is separated from it by a dotted white line. Further north, the dotted white line changes to a “wide solid white lane line” in advance of the “theoretical gore” at an exit ramp to the right. The auxiliary lane angles to the right to become the exit ramp. On the left side of the exit ramp, the white lane line joins the white edge line from the right through lane to become “wide white channelizing lines” that then form a white triangle or neutral area in front of the “physical gore.” |'''Figure 620.2.8.3.6''' Examples of Applications of Freeway and Expressway Lane-Drop Markings ''(Sheet 6 of 6)'']]<br /> <br /> <br /> {{SpanID|fig3b12}}{{SpanID|fig3b12s1}}<br /> [[File:Figure 620.2.8.4.1 Example of Applications of Conventional Road Lane-Drop Markings (Sheet 1 of 2).png|thumb|center|850px|alt=Segments of the northbound lanes of a vertical highway are shown. At the bottom of the example, three northbound through lanes are shown. A left-turn lane is shown in addition to the through lanes in advance of the intersection, and a white stop line is shown across all four lanes of the vertical highway at the intersection. At the top of the figure, a horizontal roadway is shown intersecting the vertical highway, which continues north of the intersection as only two through lanes. On the vertical roadway, near the bottom of the figure, the broken white line separating the right lane from the middle lane changes to a wide dotted white lane line, which changes to a wide solid white lane line further north. Where the “wide solid white lane line” begins, between the right-turn lane and right through lane traveling northbound, the word “ONLY” in white is shown on the pavement, followed by a solid white right-turn arrow, the word “ONLY” again, and another right-turn arrow at the stop line at the intersection. This right-turn lane is not shown continuing on the north side of the intersection. Where the “wide solid white lane line” begins between the right-turn lane and right through lane, a left-turn lane is shown to the left of the left through lane. A white left-turn arrow is shown on the pavement in this lane, followed by a second left-turn arrow near the intersection. Closer to the intersection, the white dotted line is shown as a solid white lane line, continuing to the stop line at the intersection. This left-turn lane is not shown continuing on the north side of the intersection. Size, location, and spacing distances between pavement markings are shown. The broken white line between the through lanes changes to a solid white lane line closer to the intersection. These two lanes are shown continuing on the north side of the intersection.<br /> |'''Figure 620.2.8.4.1''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 1 of 2)'']]<br /> <br /> {{SpanID|fig3b12s2}}<br /> [[File:Figure 620.2.8.4.2 Example of Applications of Conventional Road Lane-Drop Markings (Sheet 2 of 2).png|thumb|center|850px|alt=&quot;North of the first intersection, broken white lines separate the two through lanes from each other. A left-turn lane is shown in addition to the through lanes and right-turn lane in advance of the second intersection, and a white stop line is shown across all four lanes of the vertical highway at the intersection with the second horizontal roadway. The vertical highway is shown continuing north of the second intersection as only two through lanes. The right-turn lane is separated from the right through lane by a “wide dotted white lane line” that changes to a “wide solid white lane line” further north. Where the “wide solid white lane line” begins between the right-turn lane and right through lane, the word “ONLY” in white is shown on the pavement in this lane, followed by a solid white right-turn arrow, the word “ONLY” again, and another right-turn arrow at the stop line at the intersection. This right-turn lane is not shown continuing on the north side of the intersection. Where the “wide solid white lane line” begins between the right-turn lane and right through lane, a left-turn lane is shown added to the left of the left through lane. A solid white left-turn arrow is shown on the pavement in this lane, followed by a second left-turn arrow near the second intersection. Closer to the intersection, the white dotted line is shown as a solid white lane line, continuing to the stop line at the second intersection. This left-turn lane is not shown continuing on the north side of the second intersection. Size of and location and spacing distances between pavement markings are shown.<br /> The broken white line between the two through lanes changes to a solid white lane line closer to the intersection. These two lanes are shown continuing on the north side of the second intersection. The second example shows all of the same markings as the first example except that, north of the first intersection, the right-turn lane is separated from the right through lane by a “normal width broken white lane line” that changes to a “wide dotted white lane line” before changing again to a “wide solid white lane line.”<br /> &quot;<br /> |'''Figure 620.2.8.4.2''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 2 of 2)'']]<br /> <br /> '''Option. '''For entrance ramps with a parallel acceleration lane, a normal width dotted white line extension may be installed from the upstream end of the acceleration taper to the downstream end of the acceleration taper, as shown in Drawing A in [[#fig3b10|Figure 620.2.8.3]].<br /> <br /> For entrance ramps with a tapered acceleration lane, a normal width dotted white line extension may be installed from the downstream end of the channelizing line adjacent to the through lane to the downstream end of the acceleration taper, as shown in Drawing B in [[#fig3b10|Figure 620.2.8.3]].<br /> <br /> '''Standard.''' A wide dotted white lane line shall be used:<br /> : A. As a lane drop marking in advance of lane drops at exit ramps to distinguish a lane drop from a normal exit ramp (see Drawings A, B, and C in [[#fig3b11s1|Figures 620.2.8.3.1]] through [[#fig3b11s3|620.2.8.3.3]]),<br /> : B. In advance of freeway route splits with dedicated lanes (see Drawing D in [[#fig3b11s4|Figure 620.2.8.3.4]]),<br /> : C. In advance of freeway route splits with an option lane (see Drawing E in [[#fig3b11s5|Figure 620.2.8.3.5]]),<br /> : D. To separate a through lane that continues beyond an interchange from an adjacent continuous auxiliary lane between an entrance ramp and an exit ramp (see Drawing F in [[#fig3b11s6|Figure 620.2.8.3.6]]),<br /> : E. As a lane drop marking in advance of lane drops at intersections to distinguish a lane drop from an intersection through lane (see Drawing A in [[#fig3b12s1|Figure 620.2.8.4.1]]), and<br /> : F. To separate a through lane that continues beyond an intersection from an adjacent auxiliary lane between two intersections (see Drawing B in [[#fig3b12s2|Figure 620.2.8.4.2]]).<br /> <br /> The dotted white lane lines that are used for lane drop markings and that are used as a lane line separating through lanes from auxiliary lanes shall consist of line segments that are 3 feet in length separated by 9-foot gaps.<br /> <br /> '''Guidance. '''Lane drop markings used in advance of lane drops at freeway and expressway exit ramps should begin at least ½ mile in advance of the theoretical gore. <br /> <br /> '''Option. '''On the approach to a multi-lane exit ramp having an optional exit lane that also carries through traffic, lane line markings may be used as illustrated in Drawing B in [[#fig3b11s2|Figure 620.2.8.3.2]].<br /> <br /> '''Guidance. '''Lane drop markings used in advance of lane drops at intersections should begin a distance in advance of the intersection that is determined by engineering judgment as suitable to enable drivers who do not desire to make the mandatory turn to move out of the lane being dropped prior to reaching the queue of vehicles that are waiting to make the turn. The lane drop markings should begin no closer to the intersection than the most upstream regulatory or warning sign associated with the lane drop.<br /> <br /> '''Support.''' [[#620.2.21|EPG 620.2.20]] and [[#620.2.22|620.2.22]] contain information regarding other markings that are associated with lane drops, such as ONLY word pavement markings and lane-use arrows.<br /> <br /> [[#620.2.14|EPG 620.2.14]] contains information about the lane line markings that are to be used for transition areas where the number of through lanes is reduced at a location that is not at an interchange or intersection. <br /> <br /> '''Option. '''In the case of a lane drop at an exit ramp or intersection, a solid white line may replace a portion, but not all of the length, of the wide dotted white lane line (See [[#fig3b11s1|Figures 620.2.8.3.1]] through [[#fig3b11s6|620.2.8.3.6]]).<br /> <br /> =={{SpanID|620.2.9}}620.2.9 Channelizing Lines (MUTCD Section 3B.08)==<br /> <br /> '''Support.''' Channelizing lines are used to form neutral areas where traffic traveling in the same general direction is permitted on both sides including entrance and exit ramps, access and egress points to and from managed lanes, and left-turn lanes separated from through lanes. Channelizing lines are also sometimes used to alter travel paths for speed management or other purposes.<br /> <br /> [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)|EPG 620.9]] contains information for the application of channelizing lines used in conjunction with islands.<br /> <br /> '''Standard.''' Except as provided in the third Option paragraph of [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#620.9.5| EPG 620.9.5]], a channelizing line shall be a solid wide white line.<br /> <br /> Channelizing lines used to mark gores shall be wide solid white lines.<br /> <br /> '''Support.''' Examples of channelizing line applications are shown in [[#fig3b9s2|Figures 620.2.8.2]], [[#fig3b10|620.2.8.3]], [[#fig3b11s1|620.2.8.3.1]], Drawing C in [[#fig3b-15s2|Figure 620.2.15.2]], [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#fig3j1|Figures 620.9.2]] through [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#fig3j5|620.9.4.4]], and [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#fig3j6|Figure 620.9.7]].<br /> <br /> '''Standard.''' For all exit ramps and for entrance ramps with parallel acceleration lanes, channelizing lines shall be placed on both sides of the neutral area (see [[#fig3b9s1|Figure 620.2.8.1]], [[#fig3b9s2|Figure 620.2.8.2]], Drawing A in [[#fig3b10|Figure 620.2.8.3]], and [[#fig3b11s1|Figures 620.2.8.3.1]] through [[#fig3b11s6|620.2.8.3.6]]).<br /> <br /> For entrance ramps with tapered acceleration lanes, the channelizing lines shall extend to the theoretical gore as shown in Drawing B in [[#fig3b10|Figure 620.2.8.3]].<br /> <br /> Other pavement markings in the neutral area shall be white.<br /> <br /> '''Support.''' Pavement markings within the neutral area include chevron markings (see [[#620.2.24|EPG 620.2.24]]).<br /> <br /> =={{SpanID|620.2.10}}620.2.10 Edge Line Pavement Markings (MUTCD Section 3B.09)==<br /> <br /> '''Standard. '''If used, edge line pavement markings shall delineate the right or left edges of a roadway.<br /> <br /> Except as provided in [[620.5 Preferential Lane Markings for Motor Vehicles (MUTCD Chapter 3E)#620.5.4|EPG 620.5.4]], right edge line pavement markings, if used, shall consist of a normal width solid white line to delineate the right-hand edge of the roadway. <br /> <br /> If used on the roadways of divided highways or one-way streets, or on any ramp in the direction of travel, left edge line pavement markings shall consist of a normal width solid yellow line to delineate the left-hand edge of a roadway or to indicate driving or passing restrictions left of these markings, except as provided in [[620.5 Preferential Lane Markings for Motor Vehicles (MUTCD Chapter 3E)#620.5.4|EPG 620.5.4]].<br /> <br /> '''Guidance.''' When solid wide lines are used at entrance or exit ramps, the additional width of the wide line should encroach on the through lane of the highway (see [[#fig620.2.10|Figure 620.2.10]]).<br /> <br /> '''Support. '''Edge line markings provide visual references to guide road users during adverse weather and visibility conditions. <br /> <br /> '''Guidance. '''Edge line markings should not be continued through intersections, except for the following situations:<br /> :A. Dotted edge line extensions (see [[#620.2.13|EPG 620.2.13]]), or<br /> :B. Through that part of an intersection with no intersection approach (such as the far side of a T-intersection).<br /> <br /> '''Support.''' [[#620.2.13|EPG 620.2.13]] contains information on the use and application of edge lines through intersections, interchanges, and driveways.<br /> <br /> {{SpanID|fig620.2.10}}<br /> [[File:Figure 620.2.10 Example of Channelizing Line Markings at Ramp Gores.jpg|thumb|center|900px|alt=|'''Figure 620.2.10''' Example of Channelizing Line Markings at Ramp Gores]]<br /> <br /> =={{SpanID|620.2.11}}620.2.11 Warrants for Use of Edge Lines (MUTCD Section 3B.10)==<br /> <br /> '''Standard.''' Edge line markings shall be placed on paved streets or highways with the following characteristics:<br /> : A. Freeways,<br /> : B. Expressways, and<br /> : C. Routes with a traveled way of 20 feet or more in width and an ADT of 400 vehicles per day or greater.<br /> <br /> '''Option.''' Edge line markings may be excluded, based on engineering judgment, for reasons such as if the traveled way edges are delineated by curbs, parking, or other markings.<br /> <br /> If a bicycle lane is marked on the outside portion of the traveled way, the edge line that would mark the outside edge of the bicycle lane may be omitted.<br /> <br /> Edge line markings may be used where edge delineation is desirable to minimize unnecessary driving on paved shoulders or on refuge areas that have lesser structural pavement strength than the adjacent roadway.<br /> <br /> =={{SpanID|620.2.12}}620.2.12 Bridge Edge Lines==<br /> <br /> '''Standard. '''Bridges that are located on routes authorized for edge lines shall be striped in accordance with the following classifications (see [[#fig620.2.12.1|Figure 620.2.12.1]] and [[#fig620.2.12.2|Figure 620.2.12.2]]):<br /> :A. Non-shoulder width bridges that have been constructed with a deck less than 2 ft. wider than the adjacent roadway on each side of the pavement shall not have the edge line placed on the bridge deck. The edge line shall end on the adjacent roadway 50 ft. from the bridge deck.<br /> :B. Bridges wider than the roadway pavement by more than 2 ft. on each side shall receive edge line that will be continuous with that of the adjoining roadway.<br /> :C. Three lane bridges designed and constructed with an additional lane for future use shall be marked as a two lane bridge. The edge line in these cases shall not be offset to provide for the usage of the third lane and the edge line will be continuous across the bridge.<br /> :D. One lane, weight restricted bridges have a reduced driving surface due to an inability to carry the weight of two lanes of traffic. These bridges shall be marked using a wide white edge line that forms a 12 ft. travel lane on the bridge deck. These edge lines shall then taper from the edge of the bridge deck 200 ft. to the edge of the roadway pavement. The center line marking, if applicable, shall end 500 ft. from the end of the bridge deck.<br /> :E. One lane bridges with width restrictions, having a clear traveling surface 16 ft. or less shall be marked using a wide white edge line that forms a 12 ft. travel lane on the bridge deck. These edge lines shall then taper from the edge of the bridge deck 200 ft. to the edge of the roadway pavement. The center line marking, if applicable, shall end 500 ft. from the end of the bridge deck.<br /> <br /> '''Guidance. '''Special attention should be given to all bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway.<br /> <br /> '''Standard. '''If bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway are on routes authorized for center line marking, but not edge line marking, a segment of edge line shall be marked to delineate the travel way of the bridge. The edge line marking for these bridges shall begin 500 ft. ahead of, and end 500 ft. beyond, the bridge deck. These markings are intended to guide vehicles from the wider bridge deck to the narrower adjacent roadway (see [[#fig620.2.12.1|Figure 620.2.12.1]] and [[#fig620.2.12.2|Figure 620.2.12.2]].)<br /> <br /> {{SpanID|fig620.2.12.1}}<br /> [[File:Figure 620.2.12.1 Edge Line Striping for Two-Lane, Two-Way Bridges.png|thumb|center|561px|alt=&quot;The figure shows four examples of bridge edge line striping.<br /> For non-shoulder width bridges, when the bridge deck is less than 2 feet wider than the roadway, edge lines extend 50 feet from the edge of the bridge deck but do not continue across the bridge.<br /> For bridges wider than pavement, when the bridge deck is 2 feet or greater in width beyond the roadway, edge lines are shown continuous across the bridge.<br /> For bridges on routes without edge lines, if a route is authorized for no-passing zone markings but not edge lines, the bridge still receives edge lines marked across its deck.<br /> For three-lane bridges, when the bridge deck is 3 lanes wide but the roadway is only 2 lanes, edge lines continue across the bridge in alignment with the roadway’s edge lines.&quot;<br /> |&lt;center&gt;'''Figure 620.2.12.1''' Edge Line Striping for Two-Lane, Two-Way Bridges''&lt;/center&gt;]]<br /> <br /> {{SpanID|fig620.2.12.2}}<br /> [[File:Figure 620.2.12.2 Edge Line Striping for Single Lane Bridges.png|thumb|center|561px|alt=&quot;The figure shows pavement marking layouts for one-lane bridges on two-way, two-lane roadways.<br /> On both examples, the roadway narrows to a single lane across the bridge, indicated by tapering edge lines that converge before the bridge and continue straight across its deck. A centerline is shown approaching the bridge, with edge lines drawn to mark the narrowing section. Arrows indicate two-way traffic sharing the single-lane bridge.<br /> The left example and right example are nearly identical, one used when weight restrictions apply and the other for when width restrictions apply.&quot;<br /> |&lt;center&gt;'''Figure 620.2.12.2''' Edge Line Striping for Single Lane Bridges''&lt;/center&gt;]]<br /> <br /> =={{SpanID|620.2.13}}620.2.13 Application of Pavement Markings Through Intersections or Interchanges (MUTCD Section 3B.11)==<br /> <br /> '''Standard. '''Pavement markings extended into or continued through an intersection or interchange area shall be the same color as the line markings they extend (see [[#fig620.2.13.1|Figure 620.2.13.1]] and [[#fig620.2.13.2|Figure 620.2.13.2]]).<br /> <br /> Intersections that provide more than one turn lane per movement shall have dotted extension lines for traffic to follow through the intersection, except as provided in the following Option paragraph. These lines shall be marked with dotted extension lines (2-foot line segments separated by 4-foot gaps), and shall follow the appropriate turning radius of the intersection. This line shall begin at the solid white lane line of the left turn bay and end at the lane line delineating the lanes the traffic is being channelized to. Dotted extension lines shall not be marked within crosswalks.<br /> <br /> '''Option. '''Exceptions will be allowed when the dotted extension lines for opposing dual left-turn movements overlap in a manner that may cause driver confusion.<br /> <br /> '''Guidance. '''Pavement markings extended into or continued through an intersection or interchange area should be at least the same width as the line markings they extend.<br /> <br /> Where highway design or reduced visibility conditions make it desirable to provide control or to guide vehicles through an intersection or interchange, such as at offset, skewed, complex, or multi-leg intersections, on curved roadways, where multiple turn lanes are used, or where offset left-turn lanes might cause driver confusion''', '''dotted lane line extension markings consisting of 2-foot line segments and 4-foot gaps should be used to extend longitudinal line markings through an intersection or interchange area.<br /> <br /> In areas of limited sight distance due to vertical and/or horizontal curves, an edge line extension may be used to delineate acceleration and deceleration lanes.<br /> <br /> '''Standard. '''Extensions of center lines through intersections shall be dotted lines. <br /> <br /> '''Guidance. '''Where a double line is extended through an intersection, a single line of equal width to one of the lines of the double line should be used.<br /> <br /> '''Standard. '''Solid lines shall not be used to extend edge lines into or through intersections except through that part of an intersection with no intersecting approach (such as at the far side of a T-intersection). <br /> <br /> '''Guidance. '''Edge line markings should be discontinued across intersecting approaches at intersections or interchanges.<br /> <br /> Driveways that do not meet the definition of an intersection (see [[:Category:911 General (MUTCD Part 1) #911.3.2|EPG 911 (MUTCD Section 1C.02)]]) should have edge line markings maintained across the intersecting approach of the driveway.<br /> <br /> '''Option. '''Dotted edge line extensions may be placed through intersections.<br /> <br /> Edge line extension lines may be used at the district's discretion.<br /> <br /> '''Guidance. '''Durable pavement markings should be used for edge line extensions. An attempt should be made to keep the painted portion of this line out of the wheel tracks to promote longer life.<br /> <br /> For a divided highway, the edge line at an intersection should begin and end at the taper points when the intersection has no deceleration lanes. Where deceleration lanes are present, the edge line should continue along the outside of the deceleration lane to the beginning of the turn radius (see [[#fig620.2.13.3|Figure 620.2.13.3]]).<br /> <br /> {{SpanID|fig620.2.13.1}}<br /> [[File:Figure 620.2.13.1 Examples of Line Extensions through Intersections (Sheet 1 of 2).png|thumb|center|800px|alt=&quot;A: The intersection of a two-lane, two-way horizontal roadway with a vertical roadway with four southbound lanes is shown. The two-lane roadway has a double solid yellow line dividing the two lanes and solid white stop lines across the approach lane on each side of the intersection. The four lanes on the south side of the intersection are offset to the right of the four lanes on the north side of the intersection. Broken white lines separate the four lanes on each side of the intersection. Through the intersection, the lanes are separated by dotted white lines. On the east and west side of the horizontal roadway, there are two parallel solid white lines denoting crosswalks. On the north and south side of the vertical roadway, a series of closely spaced solid white lines are shown placed at the intersection parallel to the direction of travel denoting crosswalks.<br /> B: The intersection of an eastbound three-lane horizontal roadway with a northbound three-lane vertical roadway is shown.<br /> The left side of the horizontal roadway is composed of two eastbound through lanes (the right and middle lanes), a combination straight or left-turn lane, and an added fourth (left-turn only) lane. The two turn lanes are separated by a solid white line, with an “optional dotted extension” in white in advance of the solid white line. The through lanes are separated by broken white lines. Solid white turn arrows are marked in the turn lanes. As the lanes approach the intersection, the broken white lines become solid white lines. A solid white stop line is marked across all eastbound and northbound approach lanes at the intersection. The solid white line separating the far left-turn lane from the combination through left-turn lane is extended through the intersection, starting beyond the west crosswalk and curving 90 degrees to the left, and is omitted inside the north side crosswalk to join the lane line that separates the left and center lanes of the northbound roadway on the north side of the intersection. On the east side of the intersection, there are three through lanes separated by broken white lines. The part of the northbound roadway on the south side of the intersection is composed of two through lanes (the left and middle lanes), a combination through or right-turn lane, and an added fourth right-turn lane. The two turn lanes are separated from each other by a solid white line, with an “optional dotted extension” in white in advance of the solid white line. The through lanes are separated from each other by broken white lines. Solid white turn arrows are marked in the turn lanes. As the lanes approach the intersection, the broken white lines become solid white lines. A solid white stop line is marked across all northbound and eastbound approach lanes at the intersection. The dotted white line separating the far right-turn lane from the combination through right-turn lane is extended through the intersection, starting beyond the south crosswalk and curving 90 degrees to the right, and is omitted inside the east side crosswalk to join the lane line that separates the right and center lanes of the eastbound roadway on the east side of the intersection. On the north side of the intersection, there are three through lanes separated by broken white lines. On each side of the intersection on each roadway are two parallel solid white lines denoting crosswalks.&quot;<br /> |'''Figure 620.2.13.1''' Examples of Line Extensions through Intersections ''(Sheet 1 of 2)''&lt;!--br&gt;&lt;br&gt;'''Note:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Sections 3B.11]].&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> {{SpanID|fig620.2.13.2}}<br /> [[File:Figure 620.2.13.2 Example of Line Extensions through Intersections (Sheet 2 of 2).png|thumb|center|800px|alt=&quot;C: The intersection of a five-lane horizontal roadway with a three-lane vertical roadway is shown.<br /> The horizontal roadway is composed of two lanes eastbound and two lanes westbound with a center left-turn lane, and the vertical roadway is composed of one lane northbound and one lane southbound with a center left-turn lane. Two parallel solid white lines denoting crosswalks are on each side of the intersection on each roadway. Beginning at the crosswalk on the north side of the vertical highway, a dotted white line extends from the solid white line separating the right lane from the left-turn lane through the intersection, curving 90 degrees to the east, and is omitted inside the east side crosswalk to join the lane line that separates the two eastbound lanes of the eastbound roadway on the east side of the intersection. Beginning at the crosswalk on the south side of the vertical highway, another dotted white line extends from the solid white line separating the right lane from the left-turn lane through the intersection, curving 90 degrees to the west, and is omitted inside the west side crosswalk to join the lane line that separates the two westbound lanes on the westbound roadway on the west side of the intersection.<br /> D: A five-lane horizontal roadway intersecting a three-lane vertical roadway is shown. The horizontal roadway is composed of two lanes eastbound and two lanes westbound with a center left-turn lane, and the vertical roadway is composed of one lane northbound and one lane southbound with a center left-turn lane. Two parallel solid white lines denoting crosswalks are on each side of the intersection on each roadway. A separate westbound right-turn lane is shown as the rightmost lane on the east side of the intersection. A gore at the intersection is shown as the turn lane begins to curve to the north. At the point where the right-turn lane curves past the northeast corner of the intersection, a series of closely spaced solid white lines denoting a crosswalk are shown across the turn lane. A white triangular island is shown to the left of the crosswalk with the point of the island extending to the far edge of the vertical and horizontal crosswalks in the intersection. The right-turn lane continues curving and merges with the northbound lane of the vertical roadway on the north side of the intersection. Beginning at the crosswalk on the south side of the vertical highway, a single dotted yellow line extends from the solid double yellow line separating the left-turn lane from the opposing through lane through the intersection, curving 90 degrees to the west and is omitted inside the west side crosswalk, to join the solid double yellow line that separates the left-turn lane from the two westbound lanes on the west side of the intersection. Also beginning at the crosswalk, a single dotted white line extends from the solid white line separating the two left-turn lanes through the intersection, curving 90 degrees to the west and is omitted inside the west side crosswalk, to join the broken white line that separates the two westbound through lanes on the west side of the intersection.<br /> &quot;<br /> |'''Figure 620.2.13.2''' Examples of Line Extensions through Intersections ''(Sheet 2 of 2)''&lt;!--br&gt;&lt;br&gt;'''Note:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;Dotted extension lines (2' line, 4' gap) may be used as indicated in the second Guidance paragraph of [[--|Sections 3B.11]].&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> <br /> {{SpanID|fig620.2.13.3}}<br /> [[File:Figure 620.2.13.3 Edge Line Striping for At Grade Intersections.png|thumb|center|800px|alt=&quot;The figure shows examples of pavement markings at intersections on both divided and undivided highways.<br /> For divided highways with deceleration lanes, south of the first intersection, the two through lanes are separated by a broken white line. A right- and left-turn lane is added, separated from the through lanes by a wide solid white lane line. Optional white painted or raised islands are shown between the lanes in the intersection, and optional edge line extensions are marked through the intersection. On the north side of the intersection, the left inside line is yellow and the right outside lane is white.<br /> For divided highways without deceleration lanes, the figure shows a single right-turn lane into a driveway, separated from the right through lane by a wide solid white lane line. Optional dotted extension lines through the intersection are shown at the district’s discretion.<br /> For undivided highways, the figure shows a major street intersecting with a minor street and private driveway. The roadway includes a center line, edge lines, and optional dotted extension lines through the intersection. &quot;<br /> |'''Figure 620.2.13.3''' Edge Line Striping for At Grade Intersections]]<br /> <br /> '''Support. '''[[#620.2.30|EPG 620.2.30]] contains information about edge lines through diverging diamond interchanges with a transposed alignment crossroad.<br /> <br /> [[620.4 Circular Intersection Markings (MUTCD Chapter 3D)#620.4.3|EPG 620.4.3]] provides information for edge lines through roundabouts.<br /> <br /> [[:Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)|EPG 912]] (MUTCD Section 5B.02) contains information on edge line extensions for driving automation system considerations.<br /> <br /> [[913.3 Markings (MUTCD Chapter 8C)#913.3.5|EPG 913.3.5]] contains information about the extension of edge lines through grade crossing areas.<br /> <br /> [[914.5 Markings (MUTCD Chapter 9E)#914.5.3|EPG 914.5.3]] contains information for the extensions of bicycle lanes through intersections.<br /> <br /> =={{SpanID|620.2.14}}620.2.14 Lane-Reduction Transitions (MUTCD Section 3B.12)==<br /> <br /> {{SpanID|fig3b14}}<br /> [[File:Figure 620.2.14 Examples of Applications of Lane-Reduction Transition Markings.png|thumb|center|850px|alt=&quot;Two examples are shown side-by-side. The first example shows a roadway that reduces from three lanes to two lanes. This example shows a roadway with one lane traveling south and two lanes (reducing to one lane) traveling north. Two northbound lanes are shown beginning at the bottom of the example, separated from each other by a broken white line. Before the broken line, a sign assembly composed of an optional W9-1R sign mounted above an optional W16-2P plaque is shown next to the right side of the roadway. Past the broken line, a W4-2R sign is shown next to the right side of the roadway. Continuing north, a diagonal solid white arrow pointing up and to the left is shown on the pavement between the sign assembly and the end of the broken white line. Farther north, another arrow is shown on the pavement in advance of the taper. Beyond this point, the two northbound lanes begin reducing to one lane. Delineators are shown next to the right side of the roadway in the northbound direction along the lane reduction taper. Distances between locations of signs, tapers, pavement markings, and delineators are shown. The second example shows a vertical roadway that reduces from four lanes to two lanes. This example shows a roadway with one lane (increasing to two lanes) in the southbound direction and two lanes (reducing to one lane) in the northbound direction. One southbound lane is shown beginning at the top of the figure and increasing to two. A solid double yellow line is shown changing from straight to slightly diagonal to the east to accommodate the second southbound lane. Two northbound lanes are shown beginning at the bottom of the figure and then reducing to one lane farther north. They are separated by a broken white line before it stops in advance of the lane reduction. At the bottom of the figure, a sign assembly composed of an optional W9-1R sign mounted above an optional W16-2P plaque is shown next to the right side of the roadway. Continuing north, a diagonal solid white arrow pointing up and to the left is shown on the pavement between a W4-2R sign assembly and the end of the broken white line. Farther north, another arrow is shown on the pavement in advance of the taper. Delineators are shown next to the right side of the roadway in the northbound direction along the lane reduction taper. Distances between locations of signs, tapers, pavement markings, and delineators are shown.<br /> &quot;<br /> |'''Figure 620.2.14''' Examples of Applications of Lane-Reduction Transition Markings]]<br /> <br /> '''Support.''' A lane-reduction is where the number of through lanes is reduced at a location that is not at an interchange, ramp, or intersection because of narrowing of the roadway or because of a section of on-street parking in what would otherwise be a through lane.<br /> <br /> [[#620.2.8|EPG 620.2.8]] contains information on pavement markings for lane drops and splits.<br /> <br /> [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.39|EPG 903.3.39]] contains information for warning signing used for lane reductions.<br /> <br /> '''Standard.''' Lane-reduction transitions (see [[#fig3b14|Figure 620.2.14]]) shall include the following elements:<br /> <br /> :A. A no-passing zone (see [[#620.2.3|EPG 620.2.3]]) to prohibit passing in the direction of the convergence and through the transition area except where not applicable such as one-way streets, expressways, and freeways; and<br /> :B. An edge line (see [[#620.2.10|EPG 620.2.10]]) in the direction of the convergence and through the transition area, except as provided in the first Option paragraph below.<br /> <br /> '''Guidance.''' Except as provided in, the following Option paragraph the edge line marking should be installed from the location of the Lane Ends warning sign to beyond the beginning of the narrower roadway.<br /> <br /> '''Option. '''On roadways with operating speeds less than 25 mph where curbs clearly define the roadway edge in the lane-reduction transition, or where a through lane becomes a parking lane, the edge line may be omitted as determined by engineering judgment.<br /> <br /> '''Guidance. '''Lane-reduction transitions should include the following elements:<br /> <br /> :A. Delineators installed adjacent to the lane or lanes reduced for the full length of the transition and should be so placed and spaced (see [[620.6 Delineators (MUTCD Chapter 3G)#620.6.4|EPG 620.6.4]]) to show the reduction except as provided in the third Option paragraph below and except as provided in the second paragraph of [[620.6 Delineators (MUTCD Chapter 3G)#620.6.3|EPG 620.6.3]] for freeways and expressways,<br /> :B. Lane-reduction arrow markings (see Drawing H in [[#fig3b21|Figure 620.2.22.1]]) on the roadway with a speed limit of 45 mph or more, and<br /> :C. A termination of the broken (intermittent) white lane line at a point that is ¼ of the advance placement distance (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.4|EPG 903.3.4]]) between the Lane Ends sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.39|EPG 903.3.39]]) and the point where the transition taper begins.<br /> <br /> For roadways having a speed limit of 45 mph or greater, the transition taper length for a lane-reduction transition should be computed by the formula L = WS, where L equals the taper length in feet, W equals the width of the offset distance in feet, and S equals the 85th-percentile speed or the speed limit in mph, whichever is higher. For roadways where the speed limit is less than 45 mph, the formula L = WS&lt;sup&gt;2&lt;/sup&gt;/60 should be used to compute the taper length.<br /> <br /> The minimum lane reduction transition taper length should be 100 feet in urban areas and 200 feet in rural areas.<br /> <br /> Where observed speeds exceed speed limits, longer tapers should be used.<br /> <br /> '''Option.''' The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.<br /> <br /> On new construction, where no speed limit has been established, the design speed may be used in the transition taper length formula.<br /> <br /> On low-speed urban roadways where curbs clearly define the roadway edge in the lane-reduction transition, or where a through lane becomes a parking lane, delineators may be omitted as determined by engineering judgment.<br /> <br /> Where a lane-reduction transition occurs on a roadway with a speed limit of less than 45 mph, lane-reduction arrow markings may be used. <br /> <br /> Lane-reduction arrow markings may be used in long acceleration lanes based on engineering judgment.<br /> <br /> =={{SpanID|620.2.15}}620.2.15 Approach Markings for Obstructions (MUTCD Section 3B.13)==<br /> <br /> '''Standard. '''Pavement markings shall be used to guide traffic away from fixed obstructions within a paved roadway. Approach markings for bridge supports, refuge islands, median islands, and raised channelization islands shall consist of a tapered line or lines extending from the center line or the lane line to a point 1 to 2 feet to the right-hand side, or to both sides, of the approach end of the obstruction (see [[#fig3b-15s1|Figure 620.2.15.1]] and [[#fig3b-15s2|Figure 620.2.15.2]]).<br /> <br /> <br /> {{SpanID|fig3b-15}}{{SpanID|fig3b-15s1}}<br /> &lt;div id=&quot;fig620.2.10.1&quot;&gt;&lt;/div&gt;<br /> [[File:Figure 620.2.15.1 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt=&quot;Two examples of markings for obstructions in a roadway are shown.<br /> <br /> The first example shows a two-lane, two-way vertical highway with a black “x” inscribed in a white square, denoting an obstruction, in the middle of a parallelogram-shaped island. The island is marked with 24-inch yellow diagonal markings at a 45-degree angle, spaced 50 feet apart, with a minimum of three diagonal lines on each side of the obstruction. The diagonals are contained within tapered solid yellow lines on the outside of each side of the obstruction.<br /> <br /> Starting from the bottom of this example, a solid double yellow line separates the opposing lanes and then continues north as it approaches the obstruction. The line then separates into two tapering solid double yellow lines, one on each side of the obstruction. Beyond the obstruction, the two solid double yellow lines taper back to merge into one solid double yellow line at the center of the roadway. The solid double yellow line continues along the center of the road toward the top of the example. Several dimensions of distances between pavement markings are shown.<br /> <br /> The second example shows the same pavement markings as the first example except on a four-lane vertical highway, with two lanes of travel in each direction separated by a broken white line.&quot;<br /> |&lt;center&gt;'''Figure 620.2.15.1''' Examples of Applications of Markings for Obstructions in the Roadway &lt;br&gt;''(Sheet 1 of 2)''&lt;/center&gt;]]<br /> <br /> <br /> {{SpanID|fig3b-15s2}}<br /> &lt;div id=&quot;fig620.2.10.2&quot;&gt;&lt;/div&gt;<br /> [[File:Figure 620.2.15.2 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt=&quot;A four-lane vertical highway is shown with two northbound lanes and two southbound lanes. An obstruction is shown in an island in the center of the northbound lanes and another obstruction is shown in an island in the center of the southbound lanes. The islands are marked with 24-inch white diagonal markings placed at a 45-degree angle with 50-foot spacing, with a minimum of three diagonal lines required on each side of the object.<br /> <br /> Both northbound and southbound lanes are separated by broken white lines at the bottom and top of the example. The broken white lines change to “wide solid white lines or normal width solid double white lane lines” as they approach the obstruction. The lines separate and go around each side of the obstruction, and then taper back to merge together beyond the obstruction. Several dimensions of and distances between pavement markings are shown.&quot;<br /> |&lt;center&gt;'''Figure 620.2.15.2''' Examples of Applications of Markings for Obstructions in the Roadway &lt;br&gt;''(Sheet 2 of 2)''&lt;/center&gt;]]<br /> <br /> <br /> '''Guidance. '''For roadways having a speed limit of 45 mph or greater, the taper length of the tapered line markings should be computed by the formula L = WS, where L equals the taper length in feet, W equals the width of the offset distance in feet, and S equals the 85th-percentile speed or the speed limit, whichever is higher. For roadways where the speed limit is less than 45 mph, the formula L = WS&lt;sup&gt;2&lt;/sup&gt;/60 should be used to compute the taper length.<br /> <br /> The minimum taper length should be 100 feet in urban areas and 200 feet in rural areas.<br /> <br /> '''Option. '''The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.<br /> <br /> Observed speeds may be used to determine the taper length when the observed speed exceeds the posted or statutory speed limits.<br /> <br /> Unique situations may require special markings or warning devices.<br /> <br /> '''Standard. '''If traffic is required to pass only to the right of the obstruction, the markings shall consist of a two-direction no-passing zone marking at least twice the length of the diagonal portion as determined by the appropriate taper formula (see Drawing A in [[#fig3b-15s1|Figure 620.2.15.1]]).<br /> <br /> '''Option. '''If traffic is required to pass only to the right of the obstruction, yellow diagonal markings (see [[#620.2.24|EPG 620.2.24]]) may be placed in the flush median islands (see [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#620.9.3|EPG 620.9.3]]) between the no-passing zone markings as shown in Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]].<br /> <br /> '''Standard. '''If traffic can pass either to the right or left of the obstruction, the markings shall consist of two channelizing lines diverging from the lane line, one to each side of the obstruction. In advance of the point of divergence, a wide solid white line shall be extended in place of the broken (intermittent) lane line for a distance equal to the length of the diverging lines (see Drawing C in [[#fig3b-15s2|Figure 620.2.15.2]]).<br /> <br /> '''Option.''' If traffic can pass either to the right or left of the obstruction, additional white chevron markings (see [[#620.2.24|EPG 620.2.24]]) may be placed in the flush neutral area between the channelizing lines as shown in Drawing C in [[#fig3b-15s2|Figure 620.2.15.2]]. Other markings, such as white delineators, white channelizing devices, and white crosswalk markings may also be placed in the flush neutral area.<br /> <br /> The obstruction and marking may, if possible, be illuminated by overhead lighting that will adequately light the object without directing glare toward road users approaching from either direction.<br /> <br /> '''Support.''' [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.71|EPG 903.3.71]] contains information regarding object markers for obstructions within the roadway.<br /> <br /> =={{SpanID|620.2.16}}620.2.16 Inlaid Pavement Markers – General (MUTCD Section 3B.14)==<br /> [[File:620.2_additionalImagery_1.png|thumb|right|489px|An example of ambient light obscuring pavement markings, but also an example of ILPMs also not working due to the flat grade of the highway not allowing the grooves the ILPMs are installed in to drain, resulting in the markers becoming submerged and rendered ineffective]]<br /> '''Support. '''MoDOT has utilized a series of various pavement marking systems to enhance wet night visibility over the decades, including snow plowable raised pavement markers, rumble stripe edge lines, grooved in durable markings with wet reflective elements, grooved in waterborne markings with wet elements and the current marking system using an enhanced ASTM Type III glass bead (MoDOT Type L) on all pavement markings on major roads. The MoDOT Type L / high build waterborne pavement marking and edge line rumble stripes are the predominate wet nighttime marking system, with inlaid pavement markers being an optional supplement to this system. <br /> <br /> Inlaid pavement markers (ILPMs) offer benefits over traditional pavement markings in heavy rain conditions, and in conditions where ambient light creates a sheen on the wet pavement at night making it more difficult to see traditional pavement markings. However, ILPMs are only a supplement to traditional pavement markings, which must be maintained at the highest standards possible. ILPMs only serve as a supplement as they provide no guidance during daylight hours, and pavement markers provide no guidance to the machine vision systems that are being deployed in today’s vehicle fleet. <br /> <br /> ILPMs can provide a safety benefit during wet-night conditions where they are warranted. However, research indicates ILPMs can have a negative safety impact if applied in areas where they are not warranted, providing too much guidance resulting in drivers overdriving the wet-night conditions. The research found the markers to offer the greatest safety impact in urban areas on divided highways with three or more lanes in one direction and areas where ambient light creates a sheen on the pavement obscuring normal pavement markings. With MoDOT’s direction to use rumble stripes for all its major roadways, roads with only two lanes in each direction offer the enhanced edge line guidance to all lanes of traffic compared to a three-lane section where the middle lane has no edge line rumble stripe to reference. <br /> <br /> Installations are being limited to the cradle system of ILPMs at this time as they have proven to provide the longest service life compared to other systems which have been evaluated. The reflectors are installed in pairs to provide redundancy and increase the service life of the installation.<br /> <br /> ILPMs are not without limitations, these devices are recessed below the pavement surface to protect the reflectors from snowplow damage. On roadway segments with a grade or super elevation in a curve, the grooves the markers are installed in will typically drain keeping the reflectors visible. However, on roadway segments which have a flat grade these grooves can fill up with water covering the reflectors rendering them ineffective in heavier rain events.<br /> <br /> <br /> '''MoDOT's Implementation of ILPMs''' <br /> <br /> '''Standard.''' If used, ILPMs shall be installed according to the following conditions:<br /> :A. ILPMs are limited to freeways with three or more through lanes in one direction.<br /> :B. The cradle system of ILPMs shall be the marker style used. ILPMs shall comply with the current approved vendor list.<br /> :C. ILPMs shall be installed in pairs, placed in every other gap between the skips of broken (intermittent) lane line markings&amp;nbsp;only<br /> :# Installed in accordance with manufactures’ installation guidance.<br /> :# Special attention needs to be given to installations on concrete as ILPM installations in concrete have historically had high failure rates. The selected manufacturer must demonstrate they have corrected this issue with an appropriate installation procedure. <br /> <br /> :D. The ILPMs shall contain a white reflector visible to oncoming traffic and a red reflector on the reverse side of the marker, providing a wrong way deterrent. The color of the ILPMs shall conform to the color of the marking they supplement, under both daylight and nighttime conditions. When used, ILPMs shall require approval from the State Highway Safety and Traffic Engineer.<br /> <br /> &lt;center&gt;<br /> {| <br /> |-<br /> | colspan=&quot;2&quot; | [[File:620.2_additionalImagery_2.png|thumb|center|600px|ILPM installation in pavement groove]]<br /> |-<br /> | colspan=&quot;2&quot; | [[File:620.2_additionalImagery_3.png|thumb|center|600px|Paired ILPM installation and spacing]]<br /> |-<br /> | [[File:620.2_additionalImagery_4.png|thumb|center|Newly installed cradle ILPM, cradle tabs still in place which hold the marker at the proper elevation until the epoxy cures]]<br /> | style=&quot;vertical-align: top;&quot;| [[File:620.2_additionalImagery_5.png|thumb|center|Paired ILPM installation and spacing]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''ILPMs do have a limited life expectancy, when installed in accordance with the guidance above, the service life is approximately 4 to 5 years or roughly half the life of a typical asphalt overlay. Failure modes can include damage / missing reflector lenses from the cradle, or the loss of the entire reflector installation from the pavement. Loss of the entire marker installation results in a cavity in the pavement which could accelerate pavement deterioration. <br /> <br /> '''Guidance. '''Maintenance and impacts to pavement should be taken into account when considering the installation of ILPMs. A maintenance program should be implemented to maintain the marker’s performance. This maintenance should take place approximately halfway through the asphalt’s overlay cycle, assuming an 8 to 10 year cycle. <br /> <br /> '''Support. '''Concrete installation maintenance requirements can be significantly different due to the service life of a concrete surface. Based on maintenance cycles from other states, this would typically result in maintenance beginning 4 years after the initial installation, a second maintenance cycle 2-3 years later and then annually from that point forward. This cycle accounts for the varying ages of markers that results from the lack of an overlay replacement. The actual maintenance cycle may vary based on inspections. The use of MoDOT’s mobile retroreflectivity contract could also be used to measure ILPM performance to determine the maintenance needs.<br /> <br /> '''Option.''' Maintenance of ILPMs in asphalt may be accomplished in two typical fashions:<br /> :A. Install new ILPMs in the gaps between lane lines which did not receive markers initially, allowing the original markers to fade out of service. This is the more efficient and cost effective method, however, milling new markers into a midlife asphalt could accelerating the asphalt joint failure depending on pavement condition.<br /> :B. Inspection and replace ILMPs individually in their original locations. This method is more labor intensive and costly; however, it could reduce the risk of accelerated pavement failure by eliminating new milling operations. Reinstalling markers in the cavities left by old, dislodged markers could also help seal and preserve the pavement.<br /> <br /> '''Guidance.''' When districts consider the use of ILPMs, they should answer the following questions:<br /> :A. Does the route in question have a documented wet-night crash history that is tied to visibility and not surface condition to warrant the installation?<br /> :B. Will the installations be planned to be maintained or will the initial installation be allowed to fade out of service?<br /> :C. If the installation will be allowed to fade out of service, what ramifications would a district expect in terms of failing to meet customer expectations for the presence of the markers and/or increases in wet-night crashes as markers fade away?<br /> :D. Will the benefits of installing ILPMs offset the impacts to the pavement and its long term maintenance?<br /> <br /> &lt;center&gt;<br /> {| <br /> |-<br /> | style=&quot;vertical-align: top;&quot;| [[File:620.2_additionalImagery_6.png|thumb|right|Missing reflector from cradle, new reflector can be reinstalled to maintain]]<br /> | style=&quot;vertical-align: top;&quot;| [[File:620.2_additionalImagery_7.png|thumb|right|Complete loss of marker installation, these sites need to be patched with asphalt or new markers installed in the same location]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> =={{SpanID|620.2.17}}620.2.17 Curb Markings for Delineation (MUTCD Section 3B.18)==<br /> <br /> '''Option. '''Barrier curbs on the outside shoulder with a minimum height of 6 inches may be marked for the purpose of delineation. <br /> <br /> '''Guidance. '''Barrier curbs which are located in the line of traffic flow where the curb serves to channel traffic should be marked, even in cases in which they otherwise would not be marked as indicated in the following paragraph.<br /> <br /> Curbs should not be marked in the following cases:<br /> :A. Where the posted speed limit is 40 mph or less.<br /> :B. Curbs that diverge from the normal traffic flow for commercial and private entrances.<br /> :C. Curbs that are mountable (see [https://www.modot.org/media/16880 Standard Plan 609]).<br /> <br /> '''Option. '''The first 200 ft. of a barrier curb may also be painted in the above cases to mark the beginning of these barriers (See [[#fig620.2.17|Figure 620.2.17]]).<br /> <br /> {{SpanID|fig620.2.17}}<br /> [[File:Figure 620.2.16 Painted Curb Marking for Barrier Curbs.jpg|thumb|center|850px|alt= |'''Figure 620.2.17''' Painted Curb Marking for Barrier Curbs]]<br /> <br /> <br /> '''Guidance.''' Since yellow and white curb markings are used for curb delineation and visibility, parking regulations should be established through the installation of standard signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.43|EPG 903.2.43]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.44|EPG 903.2.44]]).<br /> <br /> =={{SpanID|620.2.18}}620.2.18 Stop and Yield Lines (MUTCD Section 3B.19)==<br /> <br /> '''Option. '''Stop lines may be used to indicate the point behind which vehicles are required to stop in compliance with a STOP (R1-1) sign or some other traffic control device that requires vehicles to stop, except YIELD signs that are not associated with passive grade crossings.<br /> <br /> '''Standard. '''Stop lines shall consist of solid white lines extending across approach lanes to indicate the point at which the stop is intended or required to be made. <br /> <br /> Except as provided in [[913.3 Markings (MUTCD Chapter 8C)#913.3.3|EPG 913.3.3]], stop lines shall not be used at locations where drivers are required to yield in compliance with a YIELD (R1-2) sign, a Yield Here to Pedestrians (R1-5) sign, a Yield Here to School Crossings (R1-5a) sign, a Yield Here to Trail Crossings (R1-5d) sign, or at locations on uncontrolled approaches where drivers or bicyclists are required by State law to yield to pedestrians.<br /> <br /> '''Guidance. '''Stop lines should be used to indicate the point behind which vehicles are required to stop in compliance with a traffic control signal (see [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D)#902.4.8_Longitudinal_Positioning_of_Signal_Faces_(MUTCD_Section_4D.08)|EPG 902.4.8]]).<br /> <br /> '''Standard. '''Stop lines shall be 24 inches wide.<br /> <br /> '''Option. '''Stop lines may be omitted at ramp control signals.<br /> <br /> '''Support. '''[[902.10 Pedestrian Hybrid Beacons (MUTCD Chapter 4J) #902.10.2|EPG 902.10.2]] contains information regarding the use and application of stop lines in conjunction with a pedestrian hybrid beacon.<br /> <br /> <br /> {{SpanID|fig3b16}}<br /> [[File:Figure 620.2.18 Examples of Yield Line Application.png|thumb|center|850px|alt=&quot;A: The first example shows a two-lane, two-way vertical roadway intersecting a two-lane, two-way horizontal roadway from the south. On the vertical roadway, in the northbound lane at the intersection, a right-turn slip lane is shown with an “optional” yield line of solid white isosceles triangles across the lane. Just beyond this yield line, an R1-2 sign is shown on the right side of the lane. Beyond that, a crosswalk is shown with longitudinal white bars and curb ramps at each end, crossing the slip lane before it merges into the eastbound lane of the horizontal roadway. The crosswalk connects to a white, right-angled triangular pedestrian traffic island. A second crosswalk, denoted by longitudinal white bars with ramps at each end, is shown connected to this island at the intersection. The crosswalk crosses both travel lanes of the vertical roadway. A solid white stop line is marked across the northbound lane prior to the second crosswalk.<br /> <br /> B: The second example shows a roadway with three eastbound lanes. On the right side of this example, a crosswalk denoted by longitudinal white bars with curb ramps at each end is shown crossing all approaching lanes. Just beyond these ramps, two sign assemblies, one composed of a W11-2 sign mounted above a W16-7PR plaque and the other a W11-2 sign mounted above a W16-7PL plaque, are shown adjacent to the left and right side of the roadway, respectively. In advance of the crosswalk, an “optional” yield line of solid white isosceles triangles is shown across all approaching lanes, where two R1-5 signs are placed adjacent to the left and right side of the roadway.<br /> <br /> C: The third example shows a vertical highway with five northbound lanes of a divided highway, three northbound lanes of which continue through past an exit ramp. The two rightmost lanes angle off to the right becoming deceleration lanes leading to a right exit ramp. A sidewalk is shown running parallel to the rightmost deceleration lane. From the bottom of this example and extending to the right exit ramp, solid white lines are shown on both sides of the deceleration lanes. Prior to the exit ramp, an “optional” yield line of solid white isosceles triangles is shown crossing both deceleration lanes, where an R1-5 sign is placed to the right of the sidewalk next to the rightmost deceleration lane. Continuing north, a “theoretical gore” is shown at the beginning of the exit ramp. On the exit ramp, a crosswalk denoted by longitudinal white bars with curb ramps at each end is shown. Just beyond the crosswalk, two sign assemblies, one composed of a W11-2 sign mounted above a W16-7PL plaque and the other a W11-2 sign mounted above a W16-7PR plaque, are shown adjacent to the left (at the physical gore) and right side of the ramp, respectively.&quot;<br /> |'''Figure 620.2.18''' Examples of Yield Line Applications]]<br /> <br /> '''Standard.''' If used, a yield line pavement marking shall not be installed without a Yield (R1-2) sign, a Yield Here to Pedestrians (R1-5) sign, a Yield Here to School Crossings (R1-5a) sign, a Yield Here to Trail Crossings (R1-5d) sign, or some other traffic control device that requires vehicles to yield (see [[#fig3b16|Figure 620.2.18]]).<br /> <br /> Yield lines shall not be used at locations where drivers are required to stop in compliance with a STOP (R1-1) sign, a traffic control signal, or some other traffic control device.<br /> <br /> Yield lines shall consist of a row of solid white isosceles triangles pointing toward approaching vehicles extending across approach lanes to indicate the point at which the yield is intended or required to be made. <br /> <br /> The individual triangles comprising the yield line shall have a base of 24 inches wide and a height of 36 inches. The space between the triangles shall be 8 to 12 inches. The spacing of triangles in a yield line shall be consistent for that marking. See [https://www.modot.org/media/16896 Standard Plan 620].<br /> <br /> '''Option.''' Yield lines may be considered for those locations where a channelized right turn lane is developed but there is not an acceleration lane on the intersecting road. <br /> <br /> Yield lines may also be used where engineering judgment indicates a need.<br /> <br /> '''Guidance. '''If used, stop and yield lines should be placed a minimum of 4 feet in advance of the nearest crosswalk line at controlled intersections, except for yield lines at roundabouts as provided for in [[620.4 Circular Intersection Markings (MUTCD Chapter 3D) #620.4.4|EPG 620.4.4]] and at midblock crosswalks. In the absence of a marked crosswalk, the stop line or yield line should be placed at the desired stopping or yielding point, but should not be placed more than 30 feet or less than 4 feet from the nearest edge of the intersecting traveled way.<br /> <br /> Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.<br /> <br /> When a stop line is used in conjunction with the STOP sign it should be placed adjacent to, or in line with, the STOP sign.<br /> <br /> When a yield line is used in conjunction with the YIELD sign it should be placed adjacent to, or in line with, the YIELD sign.<br /> <br /> '''Standard. '''If yield lines are used at a crosswalk that crosses an uncontrolled multi-lane approach, Yield Here to Pedestrians (R1-5 series) signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.18|EPG 903.2.18]]) shall be used.<br /> <br /> '''Guidance. '''If yield lines are used at a crosswalk that crosses an uncontrolled multi-lane approach, the yield line should be placed 20 to 50 feet in advance of the nearest crosswalk line (see Drawing B in [[#fig3b16|Figure 620.2.18]]).<br /> <br /> If yield lines are used in advance of a crosswalk that crosses an uncontrolled multi-lane approach, parking should be prohibited in the area between the yield line and the crosswalk. <br /> <br /> '''Guidance. '''Yield lines and Yield Here to Pedestrians signs should not be used in advance of crosswalks that cross an approach to or departure from a circular intersection.<br /> <br /> '''Support. '''[[913.3 Markings (MUTCD Chapter 8C)#913.3.3_Stop_and_Yield_Lines_(MUTCD_Section_8C.03)|EPG 913.3.3]] contains information regarding the use of stop lines and yield lines at grade crossings.<br /> <br /> '''Option.''' Stop and yield lines may be staggered longitudinally on a lane-by-lane basis (see Drawing D in [[#fig620.2.13.2|Figure 620.2.13.2]]).<br /> <br /> '''Support.''' Staggered stop lines and staggered yield lines can improve the driver’s view of pedestrians, provide better sight distance for turning vehicles, and increase the turning radius for left-turning vehicles.<br /> <br /> =={{SpanID|620.2.19}}620.2.19 Word, Symbol, and Arrow Pavement Markings – General (MUTCD Section 3B.20)==<br /> <br /> '''Support. '''Word, symbol, and arrow markings on the pavement are used for the purpose of regulating, warning, or guiding traffic. These pavement markings can be helpful to road users in some locations by supplementing signs and providing additional emphasis for important regulatory, warning, or guidance messages, because the markings do not require diversion of the road user’s attention from the roadway surface. Symbol messages are preferable to word messages. Examples of standard word and arrow pavement markings are shown in [[#fig3b17|Figure 620.2.20]] and [[#fig3b21|Figure 620.2.22.1]], respectively. See [https://www.modot.org/media/16896 Standard Plan 620].<br /> <br /> '''Option.''' Word, symbol, and arrow pavement markings may be used as determined by engineering judgment to supplement signs and/or to provide additional emphasis for regulatory, warning, or guidance messages provided by other devices.<br /> <br /> '''Support.''' [[913.3 Markings (MUTCD Chapter 8C)#913.3.4|EPG 913.3.4]] contains information for arrow pavement markings in the vicinity of grade crossings.<br /> <br /> '''Standard.''' Word, symbol, and arrow markings shall be white and retroreflective, except as otherwise provided in [[#620.2.19|EPG 620.2.19]].<br /> <br /> '''Option. '''Black contrast markings may be used in combination with white pavement markings on light-colored pavements, such as concrete, to enhance visibility.<br /> <br /> '''Standard.''' Pavement marking letters, numerals, symbols, and arrows shall be installed in accordance with the design details in the Pavement Markings chapter of the FHWA’s “Standard Highway Signs” publication (see [[:Category:911 General (MUTCD Part 1) #911.1.5|EPG 911 (MUTCD Section 1A.05)]]).<br /> <br /> '''Guidance. '''Word, symbol, and/or arrow markings that are grouped together to formulate one interrelated message should not exceed three lines of information.<br /> <br /> Except for the two opposing white arrows of a two-way left-turn lane marking (see [[#fig3b7|Figure 620.2.2]]), the longitudinal space between word, symbol, and/or arrow markings that are used together to formulate one interrelated message should be four times the height of the characters.<br /> <br /> When conveying mandatory messages, these markings should only be used as supplementary devices to the standard signs.<br /> <br /> Pavement word, symbol, and arrow markings should be no more than one lane in width.<br /> <br /> Pavement word, symbol, and arrow markings should be proportionally scaled to fit within the width of the facility upon which they are applied.<br /> <br /> '''Option.''' On narrow, low-speed shared-use paths, the pavement words, symbols, and arrows may be smaller than suggested, but to the relative scale.<br /> <br /> =={{SpanID|620.2.20}}620.2.20 Word Pavement Markings (MUTCD Section 3B.21)==<br /> <br /> '''Guidance. '''Letters and numerals should be 6 feet or more in height, except as provided in [[914.5 Markings (MUTCD Chapter 9E)#914.5.1|EPG 914.5.1]] for the BIKE LANE word pavement marking.<br /> <br /> The spacing between pavement word and symbol markings is approximate and should be adjusted as field conditions warrant.<br /> <br /> If a pavement marking word message consists of more than one line of information, it should read in the direction of travel. The first word of the message should be nearest to the road user.<br /> <br /> '''Standard. '''The word STOP shall not be placed on the pavement in advance of a stop line, unless every vehicle is required to stop at all times.<br /> <br /> <br /> {{SpanID|fig3b17}}<br /> [[File:Figure 620.2.20 Example ONLY word pavement marking.png|thumb|center|400px|alt=The image shows an example of elongated letters for the word “ONLY” as a pavement marking. The image includes dimensions of the elongated word message.<br /> |'''Figure 620.2.20''' Example ONLY word pavement marking]]<br /> <br /> '''Guidance. '''Where through lanes approaching an intersection become mandatory turn lanes, ONLY word pavement markings (see [[#fig3b17|Figure 620.2.20]]) should be used in addition to signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.26|903.2.26]]) and the required lane-use arrow markings (see [[#620.2.22|EPG 620.2.22]]).<br /> <br /> '''Option. '''The ONLY word marking may be used to supplement the lane-use arrow markings in lanes that are designated for the exclusive use of a single movement such as turn bays. <br /> <br /> The ONLY word marking may be used to supplement a preferential lane word or symbol marking (see [[620.5 Preferential Lane Markings for Motor Vehicles (MUTCD Chapter 3E) #620.5.3| EPG 620.5.3]]).<br /> <br /> '''Standard. '''The ONLY word marking shall not be used in a lane that is shared by more than one movement.<br /> <br /> =={{SpanID|620.2.21}}620.2.21 Symbol Pavement Markings (MUTCD Section 3B.22)==<br /> <br /> '''Support.''' [[914.5 Markings (MUTCD Chapter 9E)#914.5|EPG 914.5]] contains information on symbol markings that can be used for bicycle lanes.<br /> <br /> '''Option. '''Pavement markings simulating Interstate, U.S., State, and other official highway route signs with appropriate route numbers, but elongated for proper proportioning when viewed as a marking, may be used to guide road users to their destinations (see [[#fig3b18|Figure 620.2.21.1]]).<br /> <br /> <br /> {{SpanID|fig3b18}}<br /> [[File:Figure 620.2.21.1 Elongated Route Shields.png|thumb|center|650px|alt=&quot;A: An elongated red and blue Interstate Route Shield is shown with a white numeral “70” on the shield.<br /> B: A solid white elongated shape of a U.S. Route Shield is shown, with a black numeral “40” on the shield, against a dark gray background.<br /> C: An elongated white U.S. Route Shield is shown, with a black numeral “136” on the shield on a black square.<br /> D: A solid white elongated shape of the state of Missouri is shown, with a black numeral “23” inside the shape, against a dark gray background.<br /> E: A solid white elongated shape of the state of Missouri is shown, with a black numeral “23” inside the shape, placed on a black square, against a light gray background.&quot;<br /> |'''Figure 620.2.21.1''' Elongated Route Shields &lt;!--br&gt;&lt;br&gt;'''Notes:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;See the &quot;Standard Highway Signs and Markings&quot; book for other sizes and details&lt;/li&gt;&lt;li&gt;Colors and elongated shapes simulating State route shield signs may be used for route shield pavement markings where appropriate&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> {{SpanID|fig3b19}}<br /> [[File:Figure 620.2.21.2 International Symbol of Accessibility Parking Space Marker.png|thumb|center|300px|alt=A blue square is shown with rounded corners and with a white border, also with rounded corners. The blue background and white border are optional. Centered within the blue square is a white symbol of a person sitting in a wheelchair.<br /> |'''Figure 620.2.21.2''' International Symbol of Accessibility Parking Space Marker]]<br /> <br /> {{SpanID|fig3b20}}<br /> [[File:Figure 620.2.21.3 Yield Ahead Triangle Symbols.png|thumb|center|800px|alt=&quot;A: A solid white outline of an isosceles triangle on a vertical rectangular light gray legend is shown. The base of this triangle is a line 6 ft wide and 36 inches long. The diagonal sides are 8 inches wide. The distance from the base of the triangle to the top is 20 ft.<br /> B: A solid white outline of an isosceles triangle on a square light gray legend is shown. The base of this triangle is a line 6 ft wide and 30 inches long. The diagonal sides are 8 inches wide. The distance from the base of the triangle to the top is 13 ft.&quot;<br /> |'''Figure 620.2.21.3''' Yield Ahead Triangle Symbols]]<br /> <br /> <br /> &lt;div id=&quot;fig620.2.21.4&quot;&gt;&lt;/div&gt;<br /> [[File:Figure 620.2.21.4 Disabled Symbol Detail.jpg|thumb|center|780px|alt=The image shows a black International Symbol of Accessibility (ISA) with a person in a wheelchair, displayed on a rectangular grid composed of 1-foot by 1-foot squares. A reference square at the top left indicates the 1-foot scale.<br /> |&lt;center&gt;'''Figure 620.2.21.4''' Disabled Symbol Detail'''&lt;/center&gt;]]<br /> <br /> <br /> &lt;div id=&quot;fig620.2.21.5&quot;&gt;&lt;/div&gt;<br /> [[File:Figure 620.2.21.5 Disabled Parking Area.jpg|thumb|center|780px|alt=The image shows pavement markings for an accessible parking space with an adjacent access aisle. A white International Symbol of Accessibility (ISA) is painted within the parking stall. The access aisle is marked with 6-inch wide diagonal hash marks at a 45-degree angle, spaced 6 inches apart, with a minimum of three hash bars. Stall boundary lines are shown with 6-inch markings. The access aisle connects to a curb ramp that is yellow, with a minimum width of 60 inches, leading to a sidewalk. A blue-painted curb section indicates the placement of a disabled parking sign. White 4-inch markings are shown at the top of the space for boundary definition.<br /> |&lt;center&gt;'''Figure 620.2.21.5''' Disabled Parking Area'''&lt;/center&gt;]]<br /> <br /> <br /> &lt;div id=&quot;fig620.2.21.6&quot;&gt;&lt;/div&gt;<br /> [[File:Figure 620.2.21.6 Disabled Parking Area Multiple.jpg|thumb|center|780px|alt=The image shows pavement markings for a row of accessible parking spaces with a shared access aisle. Four parking stalls are marked with the International Symbol of Accessibility (ISA), painted in white within each stall. The access aisle runs diagonally between the stalls and is marked with 6-inch wide diagonal hash marks at a 45-degree angle, spaced 6 inches apart, with a minimum of three hash bars. The access aisle has a minimum width of 60 inches. The accessible stalls each have a minimum width of 132 inches. Disabled parking signs are indicated along both sides of the row. At the bottom right, a detail shows 4-inch wide boundary markings.<br /> |&lt;center&gt;'''Figure 620.2.21.6''' Disabled Parking Area Multiple'''&lt;/center&gt;]]<br /> <br /> '''Guidance. '''If route sign markings are provided to guide road users, those route sign markings should be provided in option lanes if markings are provided in any lanes.<br /> <br /> If two route sign markings are provided in an option lane, they should be placed in sequence and not divided around an optional lane arrow.<br /> <br /> '''Support.''' [[620.1_General_(MUTCD_Chapter_3A)#620.1.3|EPG 620.1.3]] provides information on route sign colors.<br /> <br /> '''Guidance.''' The International Symbol of Accessibility parking space marking (see [[#fig3b19|Figure 620.2.21.2]]) should be placed in each parking space designated for use by persons with disabilities.<br /> <br /> '''Option. '''A blue background with white border may supplement the wheelchair symbol as shown in [[#fig3b19|Figure 620.2.21.2]].<br /> <br /> A yield-ahead triangle symbol or YIELD AHEAD word pavement marking may be used on approaches to intersections where the approaching traffic will encounter a YIELD sign at the intersection.<br /> <br /> '''Standard. '''The yield-ahead triangle symbol or YIELD AHEAD word pavement marking shall not be used unless a YIELD sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.5|EPG 903.2.5]]) is in place at the intersection. The yield-ahead triangle symbol marking shall be as shown in [[#fig3b20|Figure 620.2.21.3]].<br /> <br /> '''Option. '''A pedestrian symbol pavement marking may be used on portions of facilities that are reserved exclusively for pedestrian use, such as where a shared-use path transitions to become separate facilities for different types of users.<br /> <br /> =={{SpanID|620.2.22}}620.2.22 Lane-Use Arrows (MUTCD Section 3B.23)==<br /> <br /> {{SpanID|fig3b21}}<br /> [[File:Figure 620.2.22.1 Examples of Arrows for Pavement Marking.png|thumb|center|700px|alt=&quot;A: A black arrow is shown composed of a horizontal straight shaft that ends in an arrowhead, pointing to the right. <br /> B: A black arrow is shown composed of a horizontal left-curving shaft that ends in an upward-pointing arrowhead.<br /> C: A black arrow is shown composed of a horizontal shaft that branches. One branch becomes a left-curving shaft that ends in an upward-pointing arrowhead, and the other branch continues as a straight shaft that ends in an arrowhead, pointing to the right.<br /> D: A black arrow is shown composed of a horizontal left-curving shaft that ends in a semicircle arrowhead, pointing to the left.<br /> E: A black arrow is shown composed of a horizontal shaft that branches. One branch becomes a horizontal left-curving shaft that ends in a semicircle arrowhead, pointing to the left. The other branch becomes a left-curving shaft that ends in an upward-point arrowhead.<br /> F: One solid black and two black outlines of arrows composed of a horizontal shaft that branches are shown. The solid black arrow curves slightly down and then to the left ending in an upward-pointing arrowhead. The two black arrow outlines with “match arrow(s) with desired lane use configuration” branch off the shaft of the solid black arrow. The outlines are shown as broken black lines in the shape of an arrow. One arrow outline branches down and the other branches to the right.<br /> G: A black arrow is shown composed of a horizontal straight shaft that is a thin rather than a thick line. A right-pointing arrowhead is also composed of a thin rather than thick line. It is at the right end of the shaft but is not connected to it.<br /> H: A black arrow is shown composed of a straight shaft with a diagonally shaped base that ends in an upward-pointing arrowhead. The arrow is shown in a vertical orientation but at a 20-degree left angle from the right edge of the pavement.&quot;<br /> |'''Figure 620.2.22.1''' Examples of Arrows for Pavement Markings&lt;!--br&gt;&lt;br&gt;'''Note:'''&lt;br&gt;&lt;ol&gt;&lt;li&gt;See the [[--|Standard Plan 620]] for sizes details&lt;/li&gt;&lt;li&gt;Refer to [[--|Section 3B.20]] for guidance and options for proportionally scaling the arrows&lt;/li&gt;&lt;li&gt;If used on approaches to roundabouts, an oval or circle shall only be used for the left-most lane to symbolize the central island.&lt;/li&gt;&lt;/ol--&gt;]]<br /> <br /> <br /> {{SpanID|fig3b22}}<br /> [[File:Figure 620.2.22.2 Example of lane-Use Control Word and Arrow Pavement Markings.png|thumb|center|600px|alt=&quot;A vertical five-lane roadway is shown with two lanes of through traffic in each direction and a center lane used for left turns in opposing directions.<br /> A horizontal roadway is shown, which intersects the vertical one, with two lanes in each direction on the left side of the intersection and only one lane in each direction on the right side of the intersection. A solid double yellow line is shown separating lanes in opposing directions. Crosswalks are shown by parallel white lines across all four corners of both roadways. Wide solid white stop lines are shown in advance of the crosswalks. On the vertical roadway, the center left-turn lane is shown separated from the adjacent through lane in the same direction by a solid white line. The beginning of the left-turn lane is shown by a solid double yellow line that angles from the broken white line between lanes to the solid double yellow line that separates the turn lane from the oncoming lanes. The area formed by these yellow lines is shown with yellow diagonal crosshatch markings. On the south side of the intersection on the vertical roadway, the double yellow line to the left of the left-turn lane and the solid white line on the right of the left-turn lane are shown extending into the intersection (starting beyond the crosswalk on the south side of the intersection) as an optional, single broken yellow and broken white lines, respectively. They are shown curving to the left to prescribe a path leading into the leftmost westbound through lane of the horizontal roadway (ending at the crosswalk on the west side of the intersection). On the south side of the vertical roadway, solid white left-turn arrows are shown in the left-turn lane, combined left-turn and through arrows are shown in the middle lane, and combined right-turn and through arrows are shown in the right lane. Combined right-turn and through arrows on the north side of the intersection on the vertical roadway are denoted as “optional.” The center left-turn lane is shown separated from the adjacent through lane in the same direction by a solid white line, with a dotted white line extension in advance of the solid white line. The beginning of the left-turn lane is shown by a solid double yellow line that angles from the broken white line between lanes to the solid double yellow line that separates the turn lane from the oncoming lanes. The area formed by these yellow lines is shown with yellow diagonal crosshatch markings. On the horizontal roadway, on the west side of the intersection, two lanes in the eastbound direction are shown separated with a solid white line. The left lane is shown with combined left-turn and through arrows marked as “optional.” The right lane is shown with a dotted white lane line in advance of the solid white line and two solid white right-turn arrows. Before each of the two right-turn arrows, the word “ONLY” in large white letters is shown.<br /> &quot;<br /> |'''Figure 620.2.22.2''' Examples of lane-Use Control Word and Arrow Pavement Markings]]<br /> <br /> '''Support.''' Lane-use arrow markings (see [[#fig3b21|Figure 620.2.22.1]]) are used to indicate the mandatory or permissible movements in certain lanes (see [[#fig3b22|Figure 620.2.22.2]]) and in two-way left-turn lanes (see [[#fig3b7|Figure 620.2.20]]).<br /> <br /> [[913.3 Markings (MUTCD Chapter 8C)#913.3.4|EPG 913.3.4]] contains information about the placement of lane-use arrow markings in the vicinity of grade crossings.<br /> <br /> '''Guidance. '''Lane-use arrow markings should be used in lanes and turn bays designated for the exclusive use of a turning movement, except where engineering judgment determines that physical conditions or other markings (such as a dotted extension of the lane line through the taper into the turn bay) clearly discourage unintentional use of a turn bay by through vehicles. Lane-use arrow markings should also be used in lanes from which movements are allowed that are contrary to the normal rules of the road (see Drawing B in [[#fig620.2.13.1|Figure 620.2.13.1]]).<br /> <br /> The placement of arrows in channelizing lanes should be determined by the length of the lane and the following criteria (see [[#fig620.2.22.3|Figure 620.2.22.3]]):<br /> :A The first arrow should be placed 75 ft. in advance of the stop line.<br /> :B The second arrow should be placed 200 ft. in advance of the stop line.<br /> :C Any additional arrows should be placed in 200 ft. increments.<br /> <br /> The distances between arrows may be adjusted if there are special circumstances that warrant the change.<br /> <br /> <br /> {{SpanID|fig620.2.22.3}}<br /> [[File:Figure 620.2.22.3 Spacing of Arrow in Left-Turn and Right-Turn Lanes.png|thumb|center|850px|alt=&quot;The image shows a vertical roadway with two lanes on the left traveling south, separated by a broken white lane line. Double yellow lines separate these lanes from three lanes on the right traveling north. The three northbound lanes are separated by solid white lines, all of which end at a solid white stop bar near the top of the figure. The three northbound lanes consist of a left-turn lane on the far left and two through lanes to its right.<br /> <br /> In the left-turn lane, a left-turn arrow with the word “ONLY” appears 75 feet before the stop bar, repeated again at 200 feet and at 400 feet from the stop bar.<br /> <br /> A note alongside the figure states: “The word ONLY shall only be used if the left turn lane is an entrapment lane, a left turn lane which is not channelized by a bubble.&quot;<br /> |'''Figure 620.2.22.3''' Spacing of Arrow in Left-Turn and Right-Turn Lanes]]<br /> <br /> <br /> '''Support.''' An arrow at the downstream end of a turn lane can help to prevent wrong-way movements.<br /> <br /> '''Standard.''' Where through lanes approaching an intersection become mandatory turn lanes, turn lane-use arrow markings (see Drawing A in [[#fig3b12|Figure 620.2.8.4.1]] and [[#fig3b21|Figure 620.2.22.1]]) shall be used and shall be accompanied by standard signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.33|EPG 903.2.33]]) and the required ONLY word pavement markings (see [[#620.2.20|EPG 620.2.20]]).<br /> <br /> If used, the ONLY word pavement marking shall be placed in advance of each lane-use arrow for mandatory turn lanes or in advance of a preferential lane word or symbol marking.<br /> <br /> '''Guidance.''' Where through lanes approaching an intersection become mandatory turn lanes, the required ONLY word markings (see [[#fig3b17|Figure 620.2.20]]), signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.26|903.2.26]]), and turn lane-use arrow markings should be placed well in advance of the turn and should be repeated as necessary to provide the through motorist advance notification to vacate the lane prior to reaching a point where roadway geometrics or a queue of waiting vehicles forces the motorist to make an unintended turn.<br /> <br /> Spacing between the arrow and the ONLY should be four times the height of the ONLY. The use of ONLY should not apply to exit ramps.<br /> <br /> '''Option.''' On freeways or expressways where a through lane becomes a mandatory exit lane, lane-use arrow markings may be used on the approach to the exit in the dropped lane and in an adjacent optional through-or-exit lane if one exists.<br /> <br /> '''Guidance.''' The use of straight arrows should be reserved for special cases, such as, locations where crashes have occurred as a result of vehicles making turns from the through lanes.<br /> <br /> =={{SpanID|620.2.23}}620.2.23 Wrong-Way Arrows (MUTCD Section 3B.24)==<br /> <br /> '''Guidance. '''Where crossroad channelization or ramp geometrics do not make wrong-way movements difficult, the appropriate lane-use arrow should be placed in each lane of an exit ramp near the crossroad terminal where it will be clearly visible to a potential wrong-way road user (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)#fig903.2.39.1|Figure 903.2.39.1]]).<br /> <br /> '''Option.''' The wrong-way arrow markings shown in Drawing G in [[#fig3b21|Figure 620.2.22.1]] may be placed near the downstream terminus of a ramp as shown in [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)#fig903.2.39.1|Figure 903.2.39.1]], or at other locations where lane-use arrows are not appropriate, to indicate the correct direction of traffic flow and to discourage drivers from traveling in the wrong direction.<br /> <br /> Directional pavement arrows may be used as a substitute for the wrong-way arrows when wrong-way arrows are required.<br /> <br /> A maximum of two wrong-way arrows may be provided on a ramp, the placement of the second arrow is dependent upon the design and length of the ramp. Exit ramps that do not contain islands at the intersection of the exit ramp and the crossroad may receive one wrong-way pavement arrow at the top of the ramp. Ramps constructed with islands at the intersection of the exit ramp and the crossroad may receive two wrong-way arrows at the top of the ramp, one arrow on each side of the island.<br /> <br /> Wrong-way pavement arrows may be placed on one way outer roads to further indicate the proper direction to travel.<br /> <br /> '''Standard.''' In the case of two lane ramps where wrong-way pavement arrows are used, one arrow shall be provided for each lane.<br /> <br /> '''Guidance. '''If used, the point of the wrong-way arrow should be located a distance of 25 ft. from the end of the ramp and the intersecting crossroad. When wrong-way arrows are used on one-way outer roads, the arrows should be installed 25 ft. in advance of the point where the edge of the crossroad and the outer road meet. Where a stop line has been provided, the arrow should be placed 25 ft. in advance of this marking.<br /> <br /> On ramps where directional pavement arrows have been provided to aid the motorist in proper lane usage, the wrong-way pavement arrows should not be used.<br /> <br /> =={{SpanID|620.2.24}}620.2.24 Chevron and Diagonal Markings (MUTCD Section 3B.25)==<br /> {{SpanID|fig620.2.24}}<br /> [[File:Figure 620.2.24 Typical Chevron and Diagonal Markings.png|thumb|alt=|center|800px|'''Figure 620.2.24''' Typical Chevron and Diagonal Markings]]<br /> <br /> <br /> '''Support. '''Chevron or diagonal markings are used to discourage travel on certain paved areas, such as shoulders, neutral areas, and flush median islands.<br /> <br /> '''Guidance.''' Chevrons should be installed in the neutral area of gores when the following conditions are present:<br /> :A. A gore length of 250 ft or greater; and<br /> :B. Exit lanes depart from through lanes at a low angle leaving a long distance between the theoretical and physical gore (See Drawing B in [[#fig3b9s1|Figure 620.2.8.1]]).<br /> <br /> Chevrons installed in the neutral area of gores should include a minimum of 3 chevron lines with 50 ft spacing consistent with the note on sheet 1 of [https://www.modot.org/media/16896#page=1 Standard Plan 620]. <br /> <br /> Chevrons should not be used when there is less than 6 feet of distance between channelizing lines to avoid markings that are not identifiable as a chevron.<br /> <br /> '''Option.''' Chevron and diagonal markings may be used:<br /> :A. On approaches to obstructions in the roadway (see [[#fig3b-15s2|Figure 620.2.15.2]]),<br /> :B. For channelized travel paths on approaches to intersections,<br /> :C. In buffer spaces between preferential lanes and general-purpose lanes (see Drawing A in [[620.5 Preferential Lane Markings for Motor Vehicle (MUTCD Chapter 3E)#fig3e2|Figure 620.5.2.2]]), and<br /> :D. In the neutral areas of islands.<br /> <br /> '''Support.''' [[:Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)| EPG 912]] (MUTCD Section 5B.02) contains information on chevron markings for driving automation system considerations.<br /> <br /> '''Standard.''' Chevron markings shall be white, with the point of each chevron facing toward approaching traffic, as shown in [[#fig3b9s1|Figures 620.2.8.1]] through [[#fig3b10|620.2.8.3]], [[#fig3b11s1|Figures 620.2.8.3.1]] through [[#fig3b11s6|6202.8.3.6]], and Drawing C in [[#fig3b-15s2|Figure 620.2.15.2]].<br /> <br /> '''Option.''' Diagonal markings for opposing directions of traffic may be used:<br /> :A. On approaches to obstructions in the roadway (see Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]]),<br /> :B. In flush median islands between double solid yellow center line markings (see [[#fig3b5|Figure 620.2.3.3]]), and<br /> :C. In buffer spaces between preferential lanes and general-purpose lanes (see Drawing D in [[620.5 Preferential Lane Markings for Motor Vehicle (MUTCD Chapter 3E)#fig3e4|Figure 620.5.2.5]]).<br /> <br /> Diagonal markings may be used on paved shoulders or in no-parking zones, or other locations for special emphasis.<br /> <br /> '''Standard.''' When diagonal markings are used between opposing directions of traffic or on the left shoulder of a one-way or divided roadway, they shall be yellow and slant away from traffic in the adjacent travel lanes, as shown in [[#fig3b2|Figure 620.2.1.2]] and [[#fig3b5|Figure 620.2.3.3]], and Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]].<br /> <br /> When diagonal markings are used on the right shoulder or in no-parking zones (see [[#fig3b23|Figure 620.2.26]]), they shall be white and slant away from traffic in the adjacent travel lane.<br /> <br /> Except as provided in the second Option paragraph below, chevrons and diagonal markings shall be 24 inches. The longitudinal spacing of the chevrons or diagonal lines shall be 50 feet, with a minimum of three chevron or diagonal markings being used per application. The chevrons and diagonal lines shall form an angle of approximately 45 degrees with the longitudinal lines that they intersect.<br /> <br /> '''Option. '''If there is insufficient space to install a minimum of three chevron or diagonal markings at 50 foot longitudinal spacing, the longitudinal spacing may be reduced.<br /> <br /> Diagonal markings used in no-parking zones or on roadways with operating speeds of less than 25 mph may be 4 inches wide (see [[#fig3b23|Figure 620.2.26]]).<br /> <br /> =={{SpanID|620.2.25}}620.2.25 Do Not Block Intersection Markings (MUTCD Section 3B.26)==<br /> &amp;nbsp;<br /> {{SpanID|fig3b24}}<br /> [[File:Figure 620.2.25 Do Not Block Intersection Markings.png|thumb|center|900px|alt=&quot;The intersection of a five-lane horizontal roadway with a three-lane vertical roadway is shown in the middle. The horizontal roadway intersects a second vertical roadway on the far right. The direction of travel is two lanes eastbound and two lanes westbound with opposing center turn lanes on the horizontal roadway, and one lane northbound and one lane southbound with opposing center turn lanes on the vertical roadway. No direction of travel is shown on the second vertical roadway. The horizontal roadway is composed of two through lanes in each direction and a center left-turn lane. The vertical roadway is composed of one through lane in each direction and a center turn lane. On both roadways, the through lanes are divided from each other by a broken white line. The left-turn lane is divided from the same direction through lanes by a solid white line, with a dotted white line extension in advance of the solid white line. The beginning of the left-turn lane is shown by a solid double yellow line that angles from the broken white line to the solid double yellow line that separates the turn lane from the oncoming lanes. Solid white turn arrows are marked in the turn lanes.<br /> &quot;<br /> |'''Figure 620.2.25''' Do Not Block Intersection Markings]]<br /> <br /> <br /> '''Option. '''Do Not Block Intersection markings may be used to mark the edges of an intersection area that is in close proximity to a signalized intersection, railroad crossing, or other nearby traffic control that might cause vehicles to stop within the intersection and impede other traffic entering the intersection. If authorized by law, Do Not Block Intersection markings with appropriate signs may also be used at other locations.<br /> <br /> '''Standard. '''If used, Do Not Block Intersection markings (see [[#fig3b24|Figure 620.2.25]]) shall consist of wide solid white lines 8 to 12 inches wide that outline the intersection area that vehicles must not block and white cross-hatching 4 in. to 6 in. wide within the intersection area.<br /> <br /> Do Not Block Intersection markings shall be accompanied by one or more DO NOT BLOCK INTERSECTION (DRIVEWAY) (CROSSING) (R10-7) signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.48|EPG 903.2.48]]), one or more Do Not Stop On Tracks (R8-8) signs (see [[913.2 Signs (MUTCD Chapter 8B) #913.2.7|EPG 913.2.7]]), or one or more similar signs.<br /> <br /> =={{SpanID|620.2.26}}620.2.26 Parking Space Markings (MUTCD Section 3B.27)==<br /> <br /> '''Standard. '''On-street parking space markings shall be white.<br /> <br /> '''Support. '''Examples of on-street parking space markings are shown in [[#fig3b23|Figure 620.2.26]].<br /> <br /> '''Support. '''Additional parking space markings for the purpose of designating spaces for use only by persons with disabilities are discussed in [[#620.2.21|EPG 620.2.21]] and illustrated in [[#fig3b19|Figure 620.2.21.2]].<br /> <br /> {{SpanID|fig3b23}}<br /> [[File:Figure 620.2.26 Example of Parking Space Markings.png|thumb|center|700px|alt=&quot;Three vertical segments of roadway are depicted, showing the right side of a roadway from the center of the roadway to the curb. Each roadway segment extends vertically for one block, from one intersection to another. Each example has a row of parking spaces marked with white lines on the right side of the roadway between the crosswalks. The example on the left shows parking spaces marked as vertical rectangles; the example in the middle is marked with short vertical and horizontal lines crossing each other designating the beginning or end of each space; the example on the right is marked with long vertical lines to mark the left side of the parking space and a short horizontal line at each end. On all examples, a “NO PARKING ZONE” is shown at the bottom from the north edge of the crosswalk to the south edge of the bottommost parking space in the row, and at the top extending from the south edge of the crosswalk to the north edge of the topmost parking space in the row. A “NO PARKING ZONE” is shown in the middle of row of parking spaces for the examples on the left and right. The dimensions of and distances between crosswalks and parking space of these zones are shown. Parking space widths and lengths and locations between “NO PARKING ZONEs” and crosswalks is shown.<br /> &quot;<br /> |'''Figure 620.2.26''' Example of Parking Space Markings]]<br /> <br /> =={{SpanID|620.2.27}}620.2.27 Speed Hump and Speed Table Markings (MUTCD Section 3B.29)==<br /> <br /> {{SpanID|fig3b26}}<br /> [[File:Figure 620.2.27.1 Pavement Markings for Speed Humps without Crosswalks.png|thumb|center|800px|alt=&quot;A,B: Both speed hump options show a two-lane segment with one lane of travel in each direction. The pavement markings are shown as white “v” shaped markings inside a second “v” shape. The “v” shaped markings are centered in each travel lane, with the point of each “v” pointing in the direction of traffic flow in the lane. Speed hump typical dimensions, travel lane widths, line thickness and the location on speed hump, as well as spacing between each “v” are shown for each option. Option A shows one speed hump marking on the pavement in each direction, with the base of the “v” shown at the near edge of the speed hump and the point of the “v” shown at the center of the speed hump. Option B shows two speed hump markings on the pavement in each direction, with the base of the first “v” shown at the near edge of the speed hump and the point of that first “v” shown at the center of the speed hump. The base of another “v” is shown beginning at the center of the speed hump with the point of that second “v” ending at the far edge of the hump.<br /> C: Option C shows a larger speed hump marking at the base of the “v” than Option A and B. One speed hump marking is shown in each direction, with the base of each “v” shown at the near edge of the speed hump and the point of the space between the inside and outside “v” lines shown at the center of the speed hump and the point of the outside “v” shown as ending at the far edge of the speed hump. A third “v” point is shown inside each inner “v.”<br /> &quot;<br /> |'''Figure 620.2.27.1''' Pavement Markings for Speed Humps without Crosswalks]]<br /> <br /> <br /> {{SpanID|fig3b27}}<br /> [[File:Figure 620.2.27.2 Pavement Markings for Speed Tables or Speed Humps with Crosswalks.png|thumb|center|800px|alt=&quot;Two speed hump options show a two-lane segment with one lane of travel in each direction. The pavement markings are shown as white “v” shaped markings inside a second “v” shape. The “v” shaped markings are centered in each travel lane, with the point of each “v” pointing in the direction of traffic flow in the lane. Speed hump typical dimensions, travel lane widths, line thickness and the location on speed hump, as well as spacing between each “v” are shown for both options. Option A shows one speed hump marking on the pavement in each direction, with the base of the “v” shown at the outside edge of the speed hump and the point of the “v” at the outside edge of the crosswalk or speed table. Option B shows two speed hump markings on the pavement in each direction. For each lane, the base of one “v” is shown at the outside edge of the speed hump and the point of the “v” at the outside edge of the crosswalk or speed table, and the base of another “v” is shown at the outside edge of the crosswalk or speed table with the point of the “v” ending at the outside edge of the hump.<br /> &quot;<br /> |'''Figure 620.2.27.2''' Pavement Markings for Speed Tables or Speed Humps with Crosswalks]]<br /> <br /> <br /> '''Guidance. '''Speed humps and speed tables are generally not used on MoDOT-maintained facilities. Districts should contact the State Highway Safety and Traffic Engineer for approval prior to installation.<br /> <br /> '''Standard. '''If speed hump markings are used, they shall be a series of white markings placed on a speed hump to identify its location. If markings are used for a speed hump that does not also function as a crosswalk or speed table, the markings shall comply with Option A, B, or C shown in [[#fig3b26|Figure 620.2.27.1]]. If markings are used for a speed hump that also functions as a crosswalk or speed table, the markings shall comply with Option A or B shown in [[#fig3b27|Figure 620.2.27.2]].<br /> <br /> '''Option. '''Where used, center line markings, lane line markings, and edge lines may be discontinued on the profile of the speed hump.<br /> <br /> '''Standard. '''Where a speed hump or a speed table specifically incorporates a crossing movement for pedestrians, bicyclists, or equestrians, and functions as a raised crosswalk, crosswalk markings (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C)|EPG 620.3]]) shall be provided.<br /> <br /> =={{SpanID|620.2.28}}620.2.28 Advance Speed Hump and Speed Table Markings (MUTCD Section 3B.30)==<br /> <br /> '''Guidance. '''Advance speed hump markings are generally not used on MoDOT-maintained facilities. Districts should contact the State Highway Safety and Traffic Engineer for approval prior to installation.<br /> <br /> '''Option. '''Advance speed hump markings may be used in advance of speed humps or other engineered vertical roadway deflections such as dips where added visibility is desired or where such deflection is not expected.<br /> <br /> Advance word pavement markings such as BUMP or HUMP may be used on the approach to a speed hump either alone or in conjunction with advance speed hump markings. Appropriate advance warning signs may be used in compliance with [[903.6 Warning Signs#903.6.22_Low_Clearance_Sign_(W12-2_and_W12-2a)_(MUTCD_Section_2C.27)|EPG 903.6.22]].<br /> <br /> '''Standard. '''If advance speed hump or speed table markings are used, they shall be a series of eight white 12-inch transverse lines that become longer and are spaced closer together as the vehicle approaches the speed hump or other deflection.<br /> <br /> '''Guidance. '''If used, advance speed hump markings should be installed in each approach lane.<br /> &lt;!--{{SpanID|fig3b28}}<br /> [[File:Fig3B-28.png|thumb|center|800px|alt=|'''Figure 620.2.28''' <br /> Advance Warning Markings for Speed Humps or Speed Tables]]--&gt;<br /> <br /> =={{SpanID|620.2.29}}620.2.29 Aircraft Speed Measurement Markings==<br /> <br /> '''Support. '''An aircraft speed measurement marking is a transverse marking placed on the roadway to assist the enforcement of speed regulations.<br /> <br /> '''Standard. '''Aircraft speed check markings shall only be installed after the District Engineer or the District Engineer's representative receives a request from the Missouri State Highway Patrol. A member of the Highway Patrol shall be present when these stations are placed to verify their location and spacing for legal purposes.<br /> <br /> <br /> {{SpanID|fig620.2.29}}<br /> [[File:Figure 620.2.29 Pavement Marking for Aircraft Speed Check Stations.jpg|thumb|center|780px|alt=This figure shows a two-lane roadway with a solid yellow centerline and dashed white lane lines. On each side, there is a yellow or white edge line depending on direction of travel. The roadway includes pairs of 24-inch by 24-inch white square pavement markings spaced across both lanes, set 660 feet apart. A third set of markings is optional at the Highway Patrol’s request. An arrow legend indicates direction of travel along the roadway.<br /> |&lt;center&gt;'''Figure 620.2.29 Pavement Marking for Aircraft Speed Check Stations'''&lt;/center&gt;]]<br /> <br /> Speed measurement markings, if used, shall be white, and shall be 24 in. x 24 in. and the distance between the block shall be 660 ft., measured from the leading edge of the first block to the leading edge of the second block. This distance shall be measured on the actual pavement surface and is the same for all posted speeds (See [[#fig620.2.29|Figure 620.2.29]]).<br /> <br /> The markings shall be reflective, and are to be placed on the center of each driving lane.<br /> <br /> Those markings, which have been improperly installed shall be removed by one of the methods noted in [[620.11 MoDOT Pavement Marking Materials#620.11.4|EPG 620.11.4]].<br /> <br /> '''Option. '''A third block may be installed at the special request of the Highway Patrol.<br /> <br /> If the Highway Patrol wishes to only check traffic flowing in one direction, these markings may be omitted from the opposing lanes.<br /> <br /> '''Guidance. '''Aircraft speed check markings should receive periodic inspection to ensure they are maintained in an acceptable and functional manner. Existing aircraft speed check markings that are no longer in use should be allowed to deteriorate.<br /> <br /> The application of any material should be done following the manufacturer’s recommendations for installation.<br /> <br /> '''Option.''' On concrete surfaces, black may be used to provide contrast of the speed blocks.<br /> <br /> =={{SpanID|620.2.30}}620.2.30 Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad (MUTCD Section 3B.31)==<br /> <br /> {{SpanID|fig3b29}}<br /> [[File:Figure 620.2.30 Example of Pavement Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad.jpg|thumb|center|850px|alt=A diverging diamond interchange shows where two northbound lanes and two southbound lanes cross, transposing their alignments to each other in the middle of the interchange. At the top and bottom of the interchange, the lanes are in their typical alignment relative to each other. Right-turn “ONLY” and left-turn “ONLY” entrance lanes are shown merging into the lanes and right-turn “ONLY” exit lanes are shown turning away from the lanes. At the lane crossover intersections, dotted white and yellow lines separate the travel lanes from each other. Directional pavement markings indicate travel direction. Stop bars are shown ahead of crosswalks. Sidewalks with curb ramps are shown connected to crosswalks over raised islands that separate through travel lanes from the entrance and exit lanes.|'''Figure 620.2.30''' Example of Pavement Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad]]<br /> <br /> '''Support. '''Markings used in a diverging diamond interchange with a transposed alignment crossroad can be advantageous for minimizing wrong-way movements. The potential for wrong-way movements is greatest at the crossover intersections where the alignment becomes transposed.<br /> <br /> '''Standard. '''On the transposed alignment, each direction shall be considered a one-way roadway whereas the edge line convention shall be in accordance with [[#620.2.10|EPG 620.2.10]]. Both yellow and white edge lines shall be used.<br /> <br /> A lane-use arrow (see [[#620.2.22|EPG 620.2.22]]) shall be used in each approach lane at the crossover intersection.<br /> <br /> '''Support.''' [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3.9|EPG 620.3.9]] contains information on crosswalks and pedestrian movements for diverging diamond interchanges with a transposed alignment crossroad.<br /> <br /> '''Standard.''' Flush median islands (see [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)#620.9.3|EPG 620.9.3]]) shall not be used to divide the inverted flow of traffic.<br /> <br /> '''Guidance.''' Edge line and lane line extensions (see [[#620.2.13|EPG 620.2.13]]) should be provided through the crossing points.<br /> <br /> '''Support.''' [[#fig3b29|Figure 620.2.30]] illustrates an example of pavement markings for a diverging diamond interchange with a transposed alignment crossroad.</div>

TaracksA https://epgtest.modot.org/index.php?title=903.2_Regulatory_Signs_and_Barricades_(MUTCD_Chapter_2B)&diff=60803 2025-11-25T19:52:46Z

<p>TaracksA: </p> <hr /> <div>[[Category:903 Highway Signing (MUTCD Part 2)|903.02]]<br /> {| align=&quot;right&quot; style=&quot;margin-left: 15px; max-width: 690px;&quot;<br /> | __TOC__<br /> |}<br /> =={{SpanID|903.2.1}}903.2.1 Application of Regulatory Signs (MUTCD Section 2B.01)==<br /> <br /> '''Standard. '''Regulatory signs shall be used to inform road users of selected traffic laws or regulations and to indicate the applicability of the legal requirements.<br /> <br /> Regulatory signs shall be installed at or near where the regulations apply. The signs shall clearly indicate the requirements imposed by the regulations and shall be designed and installed to provide adequate visibility and legibility in order to obtain compliance.<br /> <br /> Regulatory signs shall be retroreflective or illuminated (see [[903.1 General (MUTCD Chapter 2A) #903.1.21|EPG 903.1.21]]).<br /> <br /> =={{SpanID|903.2.2}}903.2.2 Design of Regulatory Signs (MUTCD Section 2B.02)==<br /> <br /> '''Standard. '''Regulatory signs shall be rectangular unless specifically designated otherwise in the EPG. Regulatory signs shall be designed in accordance with the sizes, shapes, colors, and legends contained in the FHWA “Standard Highway Signs” publication (see [[:Category:911 General (MUTCD Part 1) #911.1.5|EPG 911 (MUTCD Section 1A.05)]]).<br /> <br /> '''Support. '''The use of educational plaques to supplement symbol signs is described in [[903.1 General (MUTCD Chapter 2A) #903.1.9|EPG 903.1.9]].<br /> <br /> The use of LEDs in the border or legend of regulatory signs is described in [[903.1 General (MUTCD Chapter 2A) #903.1.12|EPG 903.1.12]].<br /> <br /> '''Standard. '''LED signs displaying a part-time prohibitory message incorporating a red circle and diagonal of a static sign shall display a red symbol that approximates the same red circle and diagonal as closely as possible. The symbol of the action to be prohibited shall be displayed in white LEDs on a black background.<br /> <br /> A regulatory sign displayed entirely with LEDs and incorporated within the border of a larger full-matrix changeable message sign shall display the regulatory sign legend in the size, shape, color, and legend of the standard regulatory sign.<br /> <br /> =={{SpanID|903.2.3}}903.2.3 Size of Regulatory Signs (MUTCD Section 2B.03)==<br /> <br /> '''Standard. '''Except as provided in [[903.1 General (MUTCD Chapter 2A) #903.1.7|EPG 903.1.7]], the minimum sizes for regulatory signs shall be as shown in [[#tab903.2.3|Table 903.2.3]].<br /> <br /> '''Support. ''' [[903.1 General (MUTCD Chapter 2A) #903.1.7|EPG 903.1.7]] contains information regarding the applicability of the various columns in [[#tab903.2.3|Table 903.2.3]].<br /> <br /> '''Guidance. '''The minimum sizes for regulatory signs facing traffic on exit and entrance ramps at interchanges should be as shown in the column of [[#tab903.2.3|Table 903.2.3]] that corresponds to the mainline roadway classification (Expressway/Freeway). <br /> <br /> '''Standard. '''The minimum size for WRONG WAY and DO NOT ENTER signs on ramps facing the opposite direction of travel where a road user could wrongly enter the ramp from a conventional road shall be the size listed in the Conventional Road - Standard column of [[#tab903.2.3|Table 903.2.3]]. See [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.37|EPG 903.2.37]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.38|903.2.38]] for additional information.<br /> <br /> '''Option. '''The minimum size for WRONG WAY and DO NOT ENTER signs on ramps facing the opposite direction of travel where a road user could wrongly enter the ramp from a conventional road may be increased to the size in the Conventional Road – Oversized column of [[#tab903.2.3|Table 903.2.3]] when the need for greater emphasis has been determined based on engineering judgement.<br /> <br /> {{SpanID|tab903.2.3}}<br /> {| class=&quot;wikitable&quot; style=&quot;text-align: center&quot;<br /> |-<br /> |+ Table 903.2.3, Regulatory Sign and Plaque Sizes<br /> ! rowspan=&quot;2&quot; | Sign or Plaque<br /> ! rowspan=&quot;2&quot; | Sign Designation<br /> ! rowspan=&quot;2&quot; | EPG Article<br /> ! colspan=&quot;3&quot; | Conventional Road (in. x in.)<br /> ! Freeway/Expressway (in. x in.)<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Standard<br /> ! Oversized<br /> ! Special<br /> ! Mainline and Ramps<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Stop<br /> | R1-1<br /> | [[#903.2.4|903.2.4]]<br /> | 36 X 36<br /> | 48 X 48<br /> | -<br /> | 48 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Yield<br /> | R1-2<br /> | [[#903.2.5|903.2.5]]<br /> | 48 X 48 X 48<br /> | 60 X 60 X 60<br /> | -<br /> | 60 X 60 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| To Oncoming Traffic (plaque)<br /> | R1-2aP<br /> | [[#903.2.5|903.2.5]]<br /> | 36 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| All-Way (plaque)<br /> | R1-3P<br /> | [[#903.2.4|903.2.4]]<br /> | 30 X 12<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Yield Here To Pedestrians<br /> | R1-5<br /> | [[#903.2.18|903.2.18]]<br /> | 36 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Yield Here to Trail Crossing<br /> | R1-5d<br /> | [[#903.2.18|903.2.18]]<br /> | 36 X 42<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| In-Street Pedestrian Crossing - Yield<br /> | R1-6<br /> | [[#903.2.19|903.2.19]]<br /> | 12 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| In-Street Trail Crossing - Yield<br /> | R1-6d<br /> | [[#903.2.19|903.2.19]]<br /> | 12 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Speed Limit<br /> | R2-1<br /> | [[#903.2.20|903.2.20]]<br /> | 36 X 48<br /> | 48 X 60<br /> | -<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Combined Speed Limit<br /> | R2-4a<br /> | [[#903.2.21|903.2.21]]<br /> | -<br /> | -<br /> | -<br /> | 48 X 96<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Speed Limit _ Except Where Posted<br /> | R2-5d<br /> | [[#903.2.22|903.2.22]]<br /> | 36 X 48<br /> | -<br /> | -<br /> | 36 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Fines Doubled Ends<br /> | R2-20<br /> | [[#903.2.71|903.2.71]]<br /> | 36 X 30<br /> | -<br /> | -<br /> | 36 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Right Turn<br /> | R3-1<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | 48 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Left Turn<br /> | R3-2<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | 48 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Turns<br /> | R3-3<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | 36 X 36<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No U Turn<br /> | R3-4<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Right (Left/Ahead) Only<br /> | R3-5, 5a<br /> | [[#903.2.26|903.2.26]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Straight and Right (Left)<br /> | R3-6<br /> | [[#903.2.27|903.2.27]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Optional Movement U and Left Turn<br /> | R3-6a<br /> | [[#903.2.27|903.2.27]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Optional Movement Left Turns<br /> | R3-6b<br /> | [[#903.2.27|903.2.27]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Right (Left) Lane Must Turn Right (Left)<br /> | R3-7<br /> | [[#903.2.26|903.2.26]]<br /> | 36 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Advance Intersection Lane Control<br /> | R3-8,8a,8b,8xa, 8xb,8xc<br /> | [[#903.2.28|903.2.28]]<br /> | Varies X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Two-Way Left Turn Only (overhead)<br /> | R3-9a<br /> | [[#903.2.29|903.2.29]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Center Lane Two-Way Left Turn Only (post-mounted)<br /> | R3-9b<br /> | [[#903.2.29|903.2.29]]<br /> | 24 X 36<br /> | 36 X 48<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No U Turn/No Left Turn<br /> | R3-18<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Straight Through<br /> | R3-27<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | 48 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Do Not Pass<br /> | R4-1<br /> | [[#903.2.31|903.2.31]]<br /> | 36 X 48<br /> | <br /> | 36 X 48<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Pass With Care<br /> | R4-2<br /> | [[#903.2.32|903.2.32]]<br /> | 36 X 48<br /> | <br /> | 48 X 60<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Slower Traffic Keep Right<br /> | R4-3<br /> | [[#903.2.33|903.2.33]]<br /> | 36 X 48<br /> | 48 X 60<br /> | 48 X 60<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Right<br /> | R4-7<br /> | [[#903.2.34|903.2.34]]<br /> | 24 X 30<br /> | 36 X 48<br /> | 36 X 48<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Right (horizontal arrow)<br /> | R4-7a<br /> | [[#903.2.34|903.2.34]]<br /> | 36 X 48<br /> | 48 X 60<br /> | 48 X 60<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Right (45° arrow)<br /> | R4-7b<br /> | [[#903.2.34|903.2.34]]<br /> | 36 X 48<br /> | 48 X 60<br /> | -<br /> | 84 X 96<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Narrow Keep Right<br /> | R4-7c<br /> | [[#903.2.34|903.2.34]]<br /> | 18 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Left<br /> | R4-8<br /> | [[#903.2.34|903.2.34]]<br /> | 24 X 30<br /> | 36 X 48<br /> | -<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Left (horizontal arrow)<br /> | R4-8a<br /> | [[#903.2.34|903.2.34]]<br /> | 36 X 48<br /> | 48 X 60<br /> | -<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Left (45° arrow)<br /> | R4-8b<br /> | [[#903.2.34|903.2.34]]<br /> | 36 X 48<br /> | 48 X 60<br /> | -<br /> | 84 X 96<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Narrow Keep Left<br /> | R4-8c<br /> | [[#903.2.34|903.2.34]]<br /> | 18 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Right Except to Pass<br /> | R4-16<br /> | [[#903.2.33|903.2.33]]<br /> | 36 X 48<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Do Not Drive on Shoulder<br /> | R4-17<br /> | [[#903.2.35|903.2.35]]<br /> | 36 X 48<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Next Passing Lane _ Miles<br /> | R4-28<br /> | [[#903.2.69|903.2.69]]<br /> | -<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| End Passing Lanes<br /> | R4-29<br /> | [[#903.2.69|903.2.69]]<br /> | -<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Do Not Enter<br /> | R5-1<br /> | [[#903.2.37|903.2.37]]<br /> | 36 X 36<br /> | 48 X 48<br /> | -<br /> | 48 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Wrong Way<br /> | R5-1a<br /> | [[#903.2.39|903.2.39]]<br /> | 42 X 30<br /> | -<br /> | -<br /> | 42 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Trucks<br /> | R5-2<br /> | [[#903.2.36|903.2.36]]<br /> | 36 X 36<br /> | -<br /> | -<br /> | <br /> |-<br /> ! style=&quot;text-align:left;&quot;| Except Local Deliveries (plaque)<br /> | R5-2aP<br /> | [[#903.2.36|903.2.36]]<br /> | 36 X 18<br /> | -<br /> | -<br /> | <br /> |-<br /> ! style=&quot;text-align:left;&quot;| Engine Brake Muffler Required<br /> | R5-23<br /> | -<br /> | 30 X 30<br /> | -<br /> | -<br /> | 30 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Fishing from Bridge<br /> | R5-25<br /> | [[#903.2.36|903.2.36]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | 18 X 24<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Dumping<br /> | R5-28<br /> | [[#903.2.66|903.2.66]]<br /> | -<br /> | -<br /> | -<br /> | 48 X 24<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Authorized and Emergency Vehicles Only<br /> | R5-29<br /> | [[#903.2.36|903.2.36]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Do Not Stop on Tracks<br /> | R5-31<br /> | [[#903.2.45|903.2.45]]<br /> | 24 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| One Way<br /> | R6-1<br /> | [[#903.2.40|903.2.40]]<br /> | 36 X 12<br /> | 48 X 18<br /> | -<br /> | 48 X 18<br /> |-<br /> ! style=&quot;text-align:left;&quot;| One Way<br /> | R6-2<br /> | [[#903.2.40|903.2.40]]<br /> | 24 X 30<br /> | 30 X 36<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Divided Highway (4-legged)<br /> | R6-3<br /> | [[#903.2.41|903.2.41]]<br /> | 30 X 24<br /> | -<br /> | -<br /> | 36 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Divided Highway (T-intersection)<br /> | R6-3a<br /> | [[#903.2.41|903.2.41]]<br /> | 30 X 24<br /> | -<br /> | -<br /> | 36 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Parking Signs<br /> | R7 series<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Reserved Parking<br /> | R7-8<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Van Accessible (plaque)<br /> | R7-8aP<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 9<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Parking on Bridge<br /> | R7-35<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | 18 X 24<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Parking Trucks and Trailers Over 6 Tons<br /> | R7-36<br /> | [[#903.2.62|903.2.62]]<br /> | 18 X 24<br /> | 36 X 48<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Tow Away Zone (plaque)<br /> | R7-201P, R7-201ap<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 9<br /> | -<br /> | <br /> | <br /> |-<br /> ! style=&quot;text-align:left;&quot;| This Side of Sign (plaque)<br /> | R7-202P<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 9<br /> | -<br /> | -<br /> | <br /> |-<br /> ! style=&quot;text-align:left;&quot;| Emergency Stopping Only<br /> | R8-7<br /> | [[#903.2.45|903.2.45]]<br /> | 48 X 36<br /> | -<br /> | -<br /> | 48 X 36<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Pedestrian Crossing (symbol)<br /> | R9-3<br /> | [[#903.2.46|903.2.46]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Pedestrian Crossing<br /> | R9-3a<br /> | [[#903.2.46|903.2.46]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Pedestrian Signal Series<br /> | R10-3 &amp; R10-4 series<br /> | [[#903.2.47|903.2.47]]<br /> | 9 X 15<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Left on Green Arrow Only<br /> | R10-5<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | 30 X 36<br /> | -<br /> | 30 X 36<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Stop Here on Red<br /> | R10-6<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Do Not Block Intersection<br /> | R10-7<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Right Turn Signal<br /> | R10-10R<br /> | -<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Turn on Red<br /> | R10-11<br /> | [[#903.2.49|903.2.49]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Left Turn on Green (Ball)<br /> | R10-12<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | 30 X 36<br /> | -<br /> | 30 X 36<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Left Turn Yield on Flashing Yellow Arrow<br /> | R10-12a<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | 30 X 36<br /> | -<br /> | 30 X 36<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Emergency Signal<br /> | R10-13<br /> | [[#903.2.48|903.2.48]]<br /> | 36 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Emergency Signal Stop on Flashing Red<br /> | R10-14<br /> | [[#903.2.48|903.2.48]]<br /> | 36 X 42<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Emergency Signal - Stop on Flashing Red (overhead)<br /> | R10-14a<br /> | [[#903.2.48|903.2.48]]<br /> | 60 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Stop Here on Red<br /> | R10-14b<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Turning Vehicles Yield to Pedestrians<br /> | R10-15<br /> | [[#903.2.48|903.2.48]]<br /> | 30 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Traffic Signal Photo Enforced<br /> | R10-18a<br /> | [[#903.2.56|903.2.56]]<br /> | 30 X 42<br /> | 36 X 54<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Photo Enforced (symbol plaque)<br /> | R10-19P<br /> | [[#903.2.56|903.2.56]]<br /> | 24 X 12<br /> | 48 X 24<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Crosswalk - Stop on Red<br /> | R10-23<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Stop on Red - Yield on Flashing Red After Stop<br /> | R10-23a<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Push Button for Warning Lights - Wait for Gap in Traffic<br /> | R10-25<br /> | [[#903.2.47|903.2.47]]<br /> | 9 X 12<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| XX Vehicles per Green<br /> | R10-28<br /> | [[#903.2.50|903.2.50]]<br /> | 24 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| XX Vehicles per Green Each Lane<br /> | R10-29<br /> | [[#903.2.50|903.2.50]]<br /> | 36 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Right Turn on Red Must Yield to U-Turn<br /> | R10-30<br /> | [[#903.2.49|903.2.49]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Right Turn Must Yield To U-Turn<br /> | R10-30a<br /> | [[#903.2.49|903.2.49]]<br /> | 36 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Off Median<br /> | R11-1<br /> | [[#903.2.51|903.2.51]]<br /> | 48 X 60<br /> | 48 X 60<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Road Closed<br /> | R11-2<br /> | [[#903.2.52|903.2.52]]<br /> | 48 X 30<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Road Closed _ Miles Ahead Local Traffic Only<br /> | R11-3<br /> | [[#903.2.52|903.2.52]]<br /> | 60 X 30<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Road Closed to Thru Traffic<br /> | R11-4<br /> | [[#903.2.52|903.2.52]]<br /> | 60 X 30<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Weight Limit XX Tons<br /> | R12-1<br /> | [[#903.2.53|903.2.53]]<br /> | 36 X 48<br /> | <br /> | <br /> | 36 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Weigh Station Signs<br /> | R13 series<br /> | [[#903.2.54|903.2.54]]<br /> | Varies<br /> | <br /> | <br /> | Varies<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Truck Route<br /> | R14-1<br /> | [[#903.2.55|903.2.55]]<br /> | 24 X 18<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| State Law Move Over or Slow Down for Stopped Emergency Vehicles<br /> | R16-25<br /> | [[#903.2.57|903.2.57]]<br /> | 120 X 60<br /> | <br /> | <br /> | 120 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Primary Seatbelt City/Country<br /> | R16-27B<br /> | -<br /> | 30 X 36<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| State Law Buckle Up / Phone Down<br /> | R16-30<br /> | [[#903.2.59|903.2.59]]<br /> | 48 X 30<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| State Law Buckle Up / Phone Down<br /> | R16-30a<br /> | [[#903.2.59|903.2.59]]<br /> | -<br /> | <br /> | <br /> | 72 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Roadside Park Signs<br /> | R20-1<br /> | [[#903.2.66|903.2.66]]<br /> | 30 X 30<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Rest Area Regulations<br /> | R20-2<br /> | [[#903.2.67|903.2.67]]<br /> | 30 X 36<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Commuter Parking Regulations<br /> | R20-3<br /> | [[#903.2.67|903.2.67]]<br /> | 42 X 48<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Rest Area Signs<br /> | R20 Series<br /> | [[#903.2.67|903.2.67]]<br /> | <br /> | <br /> | <br /> | Varies<br /> |}<br /> <br /> =={{SpanID|903.2.4}}903.2.4 STOP Sign (R1-1) and ALL-WAY Plaque (R1-3P) (MUTCD Section 2B.04)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R1-1.gif|left|120px|thumb|&lt;center&gt;'''R1-1'''&lt;/center&gt;]]||[[File:R1-3P.gif|left|110px|thumb|&lt;center&gt;'''R1-3P'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Standard. '''When it is determined that a full stop is always required on an approach to an intersection, a STOP (R1-1) sign shall be used.<br /> <br /> Secondary legends shall not be used on STOP sign faces.<br /> <br /> The STOP sign shall not be displayed using a changeable message sign.<br /> <br /> At intersections where all approaches are controlled by STOP signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.11|EPG 903.2.11]]), an ALL-WAY (R1-3P) supplemental plaque shall be mounted below each STOP sign. The ALL-WAY plaque shall have a white legend and border on a red background.<br /> <br /> Supplemental plaques with legends such as 2-WAY, 3-WAY, 4-WAY, or other numbers of ways shall not be used with STOP signs.<br /> <br /> '''Support. '''The use of the CROSS TRAFFIC DOES NOT STOP (W4-4P Series) and other plaques with variations of this legend is described in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.65|EPG 903.3.65]].<br /> <br /> '''Guidance. '''The TRAFFIC FROM LEFT (RIGHT) DOES NOT STOP (W4-4aP) plaque or ONCOMING TRAFFIC DOES NOT STOP (W4-4bP) plaque should be used at intersections where STOP signs control all but one approach to the intersection, unless the only non-stopped approach is from a one-way street.<br /> <br /> '''Support. '''The design and application of Stop Beacons are described in [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.5|EPG 902.18.5]].<br /> <br /> =={{SpanID|903.2.5}}903.2.5 YIELD Sign (R1-2) (MUTCD Section 2B.05)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R1-2.gif|left|120px|thumb|&lt;center&gt;'''R1-2'''&lt;/center&gt;]]<br /> ||[[File:R1-2aP.gif|left|thumb|&lt;center&gt;'''R1-2aP'''&lt;/center&gt;|95px]]<br /> |}<br /> <br /> '''Support. '''The YIELD sign requires road users to yield the right-of-way to other traffic on certain approaches to an intersection or on a two-way approach to a one-way section of roadway, such as a narrow bridge or underpass. Vehicles controlled by a YIELD sign need to slow down to a speed that is reasonable for the existing conditions or stop when necessary to avoid interfering with conflicting traffic. <br /> <br /> '''Standard. '''The YIELD (R1-2) sign shall not be displayed using a changeable message sign.<br /> <br /> =={{SpanID|903.2.6}}903.2.6 General Considerations (MUTCD Section 2B.06)==<br /> <br /> '''Support. '''Unsignalized intersections represent the most common form of intersection right-of-way control. Selection of control type might be impacted by specific requirements of State law or local ordinances.<br /> <br /> Roundabouts and traffic circles are circular intersection designs and are not traffic control devices. The decision to convert an intersection from a conventional intersection to a circular intersection is an engineering design decision and not a traffic control device decision. As such, criteria for conversion from a conventional intersection to a circular intersection are not included in [[:Category:903 Highway Signing (MUTCD Part 2)|EPG 903]]. <br /> <br /> '''Guidance. '''The type of traffic control used at an unsignalized intersection should be the least restrictive that provides appropriate levels of safety and efficiency for all road users.<br /> <br /> '''Support. '''Some types of right-of-way control that can exist at an unsignalized intersection in order from the least restrictive to the most restrictive are the following:<br /> <br /> ::A. Yield control (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.9|EPG 903.2.9]]): YIELD signs are placed on all approaches (for a circular intersection), or in the median of a divided highway. The YIELD signs are placed on the minor road.<br /> <br /> ::B. Minor road stop control (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.10|EPG 903.2.10]]): STOP signs are typically placed on opposing approaches (for a four-leg intersection) or on a single approach (for a three-leg intersection). The STOP signs are normally placed on the minor road. [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.7|EPG 903.2.7]] contains guidance on selecting the minor road.<br /> <br /> ::C. All-way stop control (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.11|EPG 903.2.11]]): STOP signs are placed on all approaches to the intersection. <br /> <br /> '''Guidance. '''When selecting a form of intersection control, the following factors should be considered:<br /> ::A. Motor vehicle, bicycle, and pedestrian traffic volumes on all approaches'''; '''where the term units/day or units/hour is indicated, it should be the total of motor vehicle, bicycle, and pedestrian volume;<br /> ::B. Driver yielding behavior with regard to all modes of conflicting traffic, including bicyclists and pedestrians;<br /> ::C. Number and angle of approaches;<br /> ::D. Approach speeds;<br /> ::E. Sight distance available on each approach;<br /> ::F. Reported crash experience; and <br /> ::G. The presence of a grade crossing near the intersection.<br /> <br /> '''Standard. '''YIELD or STOP signs shall not be used for speed control.<br /> <br /> Access to the state highway system from city streets, county roads or other significant private road approaches shall be controlled by installation of MoDOT STOP signs. Significant private roads are those that service 3 or more private residences.<br /> <br /> '''Option. '''Stop signs, based on engineering judgment and a traffic study justifying the need, may be installed for a private road approach servicing fewer than 3 private residences, or a commercial entrance.<br /> <br /> '''Standard. '''Because the potential for conflicting commands could create driver confusion, YIELD or STOP signs shall not be used in conjunction with any traffic control signal operation, except in the following cases:<br /> ::A. If the signal indication for an approach is a flashing red at all times;<br /> ::B. If a minor street or driveway is located within or adjacent to the area controlled by the traffic control signal, but does not require separate traffic signal control because an extremely low potential for conflict exists; or<br /> ::C. If a channelized turn lane is separated from the adjacent travel lanes by an island and the channelized turn lane is not controlled by a traffic control signal. <br /> <br /> STOP signs and YIELD signs shall not be installed on different approaches to the same unsignalized intersection if those approaches conflict with or oppose each other, except as provided for in Items A and B in the first paragraph of [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.9|EPG 903.2.9]]. <br /> <br /> Portable or part-time STOP or YIELD signs shall not be used except for emergency and temporary traffic control zone purposes. <br /> <br /> A portable or part-time (folding) STOP sign that is manually placed into view and manually removed from view shall not be used during a power outage to control a signalized approach unless the maintaining agency establishes that the signal indication that will first be displayed to that approach upon restoration of power is a flashing red signal indication and that the portable STOP sign will be manually removed from view prior to resuming stop-and-go operation of the traffic control signal. <br /> <br /> '''Option. '''When a STOP sign or YIELD sign is knocked down and it is not possible to repair the assembly immediately, a temporary sign of the same likeness (STOP sign for STOP and YIELD sign for YIELD) may be installed on a portable sign support at the location until the permanent assembly can be repaired. See [[:Category:948 Incident Response Plan and Emergency Response Management|EPG 948]] for additional information regarding Incident Response Planning.<br /> <br /> '''Support. '''The use of STOP signs at grade crossings is described in [[913.2 Signs (MUTCD Chapter 8B) #913.2.4|EPG 913.2.4]] and [[913.2 Signs (MUTCD Chapter 8B) #913.2.5|EPG 913.2.5]].<br /> <br /> [[914.2 Regulatory Signs (MUTCD Chapter 9B) #914.2.1|EPG 914.2.1]] contains provisions regarding the assignment of priority where a shared-use path crosses a roadway.<br /> <br /> =={{SpanID|903.2.7}}903.2.7 Determining the Minor Road for Unsignalized Intersections (MUTCD Section 2B.07)==<br /> <br /> '''Guidance. '''The selection of the minor road to be controlled by STOP signs should be based on one or more of the following criteria:<br /> ::A. A roadway intersecting a highway,<br /> ::B. A roadway with the lower functional classification, <br /> ::C. A roadway with the lower traffic volume,<br /> ::D. A roadway with the lower speed limit, and/or<br /> ::E. A roadway that intersects with a roadway that has a higher priority for one or more modes of travel.<br /> <br /> When two roadways that have relatively equal volumes, speeds, and/or other characteristics intersect, the following factors should be considered in selecting the minor road for installation of STOP signs:<br /> ::A. Controlling the direction that conflicts the most with established pedestrian crossing activity or school walking routes;<br /> ::B. Controlling the direction that has obscured vision, dips, or bumps that already require drivers to use lower operating speeds;<br /> ::C. Controlling the direction that has the best sight distance from a controlled position to observe conflicting traffic; and<br /> ::D. Stopping the direction that has the longest distance of uninterrupted flow approaching the intersection.<br /> <br /> =={{SpanID|903.2.8}}903.2.8 Right-of-Way Intersection Control Considerations (MUTCD Section 2B.08)==<br /> <br /> '''Guidance. '''Before converting to a more restrictive form of right-of-way control at an unsignalized intersection, the following alternative treatments to address safety, operational, or other concerns should be among those to be considered:<br /> ::A. Where stop controlled, installing Stop Ahead signs on the appropriate approaches to the intersection;<br /> ::B. Removing parking on one or more approaches;<br /> ::C. Removing sight distance obstructions;<br /> ::D. Installing signs along the major street to warn road users approaching the intersection;<br /> ::E. Relocating the stop line(s) and making other changes to improve the sight distance at the intersection;<br /> ::F. Installing measures designed to reduce speeds on the approaches;<br /> ::G. Installing an Intersection Control Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.2|EPG 902.18.2]]) or Stop Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.5|EPG 902.18.5]]) at the intersection to supplement STOP sign control;<br /> ::H. Installing a Warning Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3)]] on warning signs in advance of a stop-controlled intersection on major-street and/or minor-street approaches;<br /> ::I. Adding one or more lanes on a minor-street approach to reduce the number of vehicles per lane on the approach;<br /> ::J. Revising the geometrics at the intersection to channelize vehicular movements and reduce the time required for a vehicle to complete a movement, which could also assist pedestrians;<br /> ::K. Revising the geometrics at the intersection to add pedestrian median refuge islands and/or curb extensions;<br /> ::L. Installing roadway lighting if a disproportionate number of crashes occur at night;<br /> ::M. Restricting one or more turning movements on a full-time or part-time basis if alternate routes are available;<br /> ::N. Installing on the major street a pedestrian-actuated device: Warning Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3]]), rectangular rapid-flashing beacon (see [[902.12 Rectangular Rapid Flashing Beacons (MUTCD Chapter 4L) #902.12.1|EPG 902.12.1]]), or In-Roadway Warning Lights (see [[902.20 In-Roadway Warning Lights (MUTCD Chapter 4U) #902.20|EPG 902.20]]), if pedestrian safety is the major concern;<br /> ::O. If the warrant is satisfied, installing all-way stop control;<br /> ::P. Installing a pedestrian hybrid beacon (see [[902.10 Pedestrian Hybrid Beacons (MUTCD Chapter 4J) #902.10|EPG 902.10]]) on the major street to address pedestrian safety;<br /> ::Q. Installing a circular intersection; and<br /> ::R. Employing other alternatives, depending on conditions at the intersection.<br /> <br /> =={{SpanID|903.2.9}}903.2.9 Yield Control (MUTCD Section 2B.10)==<br /> <br /> '''Guidance. '''YIELD signs should be installed at an intersection when any of the following conditions apply: <br /> ::A. At the second intersection of a divided highway crossing or median break functioning as two separate intersections (see [[#fig903.2.41.2|Figure 903.2.41.2]]). In this case, a YIELD sign should be installed at the entrance to the second intersection.<br /> ::B. For a channelized turn lane that is separated from the adjacent travel lanes by an island, even if the adjacent lanes at the intersection are controlled by a highway traffic control signal or by a STOP sign. <br /> ::C. At an intersection where a special problem exists and where engineering judgment indicates the problem to be susceptible to correction by the use of the YIELD sign. <br /> ::D. On an approach to an intersection where the only permissible movement is a right-turn movement with an intersection geometry similar to a channelized right-turn lane or an approach to a roundabout. <br /> <br /> '''Support. '''YIELD signs are generally not to be installed at entrance ramps on MoDOT freeways or expressways where an acceleration lane is provided. The intention is for drivers to accelerate to improve merging traffic operation. YIELD signs may cause drivers to decelerate, thus negatively impacting merging traffic operation. For cloverleaf interchanges, the loop entrance ramps can result in low speeds on ramps and short weave sections. Therefore, YIELD signs are installed at cloverleaf interchanges. <br /> <br /> '''Standard. '''YIELD signs shall be used at a cloverleaf interchange where the in-loop traffic merges with the acceleration and deceleration traffic movement. <br /> <br /> '''Option. '''YIELD signs may be installed facing the entering roadway for a merge-type movement if engineering judgment indicates that control is needed because acceleration geometry and/or sight distance is not adequate for merging traffic operation. The design criteria contained in Section 10.9.6.5 of the “AASHTO Green Book – A Policy on Geometric Design Of Highways and Streets,” 7th Edition, 2018, AASHTO should be used to evaluate acceleration lane geometry. (See [[903.15 Typical Signing Applications #fig903.16.23|Figure 903.15.23]]).<br /> <br /> '''Standard. '''A YIELD sign shall be used to require road users to yield the right-of-way to other traffic at the entrance to a roundabout. YIELD signs at roundabouts shall be used to control the approach roadways and shall not be used to control the circulatory roadway. <br /> <br /> YIELD signs shall not be placed on all of the approaches to an intersection, except at roundabouts.<br /> <br /> =={{SpanID|903.2.10}}903.2.10 Minor Road Stop Control (MUTCD Section 2B.11)==<br /> <br /> '''Standard.''' All city street and county road access to the state highway system shall be controlled by a stop sign except as described in [[#903.2.9|EPG 903.2.9]] and [[:Category:902 Signals|EPG 902]].<br /> <br /> =={{SpanID|903.2.11}}903.2.11 All-Way Stop Control (MUTCD Section 2B.12)==<br /> <br /> '''Support. '''The provisions in the following sections describe warrants for the recommended engineering study to determine all-way stop control. Warrants are not a substitute for engineering judgment. The fact that a warrant for a particular traffic control device is met is not conclusive justification to install or not install all-way stop control. Because each intersection will have unique characteristics that affect its operational performance or safety, it is the engineering study for a given intersection that is ultimately the basis for a decision to install or not install all-way stop control.<br /> <br /> All-way stop controls at intersections with substantially differing approach volumes can reduce the effectiveness of these devices for all roadway users.<br /> <br /> '''Guidance. '''The decision to establish all-way stop control at an unsignalized intersection should be based on an engineering study. The engineering study for all-way stop control should include an analysis of factors related to the existing operation and safety at the intersection, the potential to improve these conditions, and the applicable factors contained in the following all-way stop control warrants:<br /> ::A. All-Way Stop Control Warrant A: Crash Experience (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.12|EPG 903.2.12]])<br /> ::B. All-Way Stop Control Warrant B: Sight Distance (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.13|EPG 903.2.13]])<br /> ::C. All-Way Stop Control Warrant C: Transition to Signal Control or Transition to Yield Control at a Circular Intersection (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.14|EPG 903.2.14]])<br /> ::D. All-Way Stop Control Warrant D: 8-Hour Volume (Vehicles, Pedestrians, Bicycles) (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.15|EPG 903.2.15]])<br /> ::E. All-Way Stop Control Warrant E: Other Factors (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.16|EPG 903.2.16]])<br /> <br /> '''Standard. '''The satisfaction of an all-way stop control warrant or warrants shall not in itself require the installation of all-way stop control at an unsignalized intersection.<br /> <br /> =={{SpanID|903.2.12}}903.2.12 All-Way Stop Control Warrant A: Crash Experience (MUTCD Section 2B.13)==<br /> <br /> '''Option. '''All-way stop control may be installed at an intersection where an engineering study indicates that:<br /> ::A. For a four-leg intersection, there are five or more reported crashes in a 12-month period or six or more reported crashes in a 36-month period that were of a type susceptible to correction by the installation of all-way stop control. <br /> ::B. For a three-leg intersection, there are four or more reported crashes in a 12-month period or five or more reported crashes in a 36-month period that were of a type susceptible to correction by the installation of all-way stop control.<br /> <br /> =={{SpanID|903.2.13}}903.2.13 All-Way Stop Control Warrant B: Sight Distance (MUTCD Section 2B.14)==<br /> <br /> '''Option. '''All-way stop control may be installed at an intersection where an engineering study indicates that sight distance on the minor-road approaches controlled by a STOP sign is not adequate for a vehicle to turn onto or cross the major (uncontrolled) road.<br /> <br /> '''Support. '''At such a location, a road user, after stopping, cannot see conflicting traffic and is not able to negotiate the intersection unless conflicting cross traffic is also required to stop. <br /> <br /> =={{SpanID|903.2.14}}903.2.14 All-Way Stop Control Warrant C: Transition to Signal Control or Transition to Yield Control at a Circular Intersection (MUTCD Section 2B.15)==<br /> <br /> '''Option. '''All-way stop control may be installed at locations where all-way stop control is an interim measure that can be installed to control traffic while arrangements are being made for the installation of a traffic control signal (see [[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C) #902.3|EPG 902.3]]) at the intersection or for the installation of yield control at a circular intersection.<br /> <br /> =={{SpanID|903.2.15}}903.2.15 All-Way Stop Control Warrant D: 8-Hour Volume (Vehicles, Pedestrians, Bicycles) (MUTCD Section 2B.16)==<br /> <br /> '''Option. '''All-way stop control may be installed at an intersection where an engineering study indicates:<br /> ::A. The combined motor vehicle, bicycle, and pedestrian volume entering the intersection from the major-street approaches is at least 300 units per hour for each of any 8 hours of a typical day; and<br /> ::B. The combined motor vehicle, bicycle, and pedestrian volume entering the intersection from the minor-street approaches is at least 200 units per hour for each of any of the same 8 hours.<br /> <br /> If the 85th-percentile approach speed of the major-street traffic exceeds 40 mph, the minimum vehicular volume warrants may be reduced to 70 percent of the values given in Items A and B in the preceding paragraph. <br /> <br /> =={{SpanID|903.2.16}}903.2.16 All-Way Stop Control Warrant E: Other Factors (MUTCD Section 2B.17)==<br /> <br /> '''Option. '''All-way stop control may be installed at an intersection where an engineering study indicates that all-way stop control is needed due to other factors not addressed in the other all-way stop control warrants. Such other factors may include, but are not limited to, the following:<br /> ::A. The need to control left-turn conflicts, <br /> ::B. An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where all-way stop control would improve traffic operational characteristics of the intersection, or <br /> ::C. Where pedestrian and/or bicyclist movements support the installation of all-way stop control. <br /> <br /> =={{SpanID|903.2.17}}903.2.17 STOP Sign or YIELD Sign Placement (MUTCD Section 2B.18)==<br /> <br /> '''Standard. '''The STOP or YIELD sign shall be installed on the near side of the intersection on the right-hand side of the approach to which it applies. When the STOP or YIELD sign is installed at this required location and the sign visibility is restricted, a Stop Ahead sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.29|EPG 903.2.29]]) shall be installed in advance of the STOP sign or a Yield Ahead sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.29|EPG 903.2.29]]) shall be installed in advance of the YIELD sign.<br /> <br /> The STOP or YIELD sign shall be located as close as practicable to the intersection it regulates, while optimizing its visibility to the road user it is intended to regulate.<br /> <br /> STOP signs and YIELD signs shall not be mounted on the same post.<br /> <br /> '''Support. ''' [[903.1 General (MUTCD Chapter 2A) #903.1.5|EPG 903.1.5]] contains information about mounting signs back-to-back with a STOP or YIELD sign.<br /> <br /> '''Guidance. '''STOP or YIELD signs should not be placed farther than 50 feet from the edge of the pavement of the intersected roadway (see Drawing F in [[903.1 General (MUTCD Chapter 2A) #fig903-1-13-1|Figure 903.1.13]]).<br /> <br /> Supplemental plaques used in conjunction with a STOP or YIELD sign should be limited to those specified for such use in the EPG.<br /> <br /> '''Standard. '''Where drivers proceeding straight ahead must yield to traffic approaching from the opposite direction, such as at a one-lane bridge, a TO ONCOMING TRAFFIC (R1-2aP) plaque shall be mounted below the YIELD sign. See [[#fig903.2.53.2|Figure 903.2.53.2]] and [[#fig903.2.53.3|Figure 903.2.53.3]] in [[#903.2.53|EPG 903.2.53]].<br /> <br /> '''Support. '''[[903.1 General (MUTCD Chapter 2A) #903.1.13|Figure 903.1.13]] shows examples of some typical placements of STOP signs and YIELD signs.<br /> <br /> [[903.1 General (MUTCD Chapter 2A) #903.1.13|EPG 903.1.13]] contains additional information about separate and combined mounting of other signs with STOP or YIELD signs.<br /> <br /> '''Guidance. '''Stop lines that are used to supplement a STOP sign should be located as described in [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.18|EPG 620.2.18]]. Yield lines that are used to supplement a YIELD sign should be located as described in [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.18|EPG 620.2.18]].<br /> <br /> Where there is a marked crosswalk at the intersection, the STOP sign should be installed in advance of the edge of the crosswalk that is nearest to the approaching traffic.<br /> <br /> Except at roundabouts and channelized right-turn lanes, where there is a marked crosswalk at the intersection, the YIELD sign should be installed in advance of the edge of the crosswalk that is nearest to the approaching traffic.<br /> <br /> Where two roads intersect at an acute angle, the STOP or YIELD sign should be positioned at an angle, or shielded, so that the legend is out of view of traffic to which it does not apply.<br /> <br /> At a roundabout intersection, to prevent circulating vehicles from yielding unnecessarily, the face of the YIELD sign is not to be visible from the circulatory roadway.<br /> <br /> If a raised splitter island is available on the left-hand side of a multi-lane roundabout approach, an additional YIELD sign should be placed on the left-hand side of the approach.<br /> <br /> '''Option. '''If a raised splitter island is available on the left-hand side of a single-lane roundabout approach, an additional YIELD sign may be placed on the left-hand side of the approach.<br /> <br /> At wide-throat intersections or where two or more approach lanes of traffic exist on the signed approach, an additional STOP or YIELD sign may be installed on the left-hand side of the road and/or a stop or yield line may be used to improve observance of the right-of-way control. At channelized intersections or at divided roadways separated by a median or divisional island (painted or physical), the additional STOP or YIELD sign may be placed on a channelizing island, or in the median or on the divisional island. <br /> <br /> '''Standard. '''More than one STOP sign or more than one YIELD sign shall not be placed on the same support facing in the same direction.<br /> <br /> =={{SpanID|903.2.18}}903.2.18 Yield Here To Pedestrians Signs (R1-5 Series) (MUTCD Section 2B.19)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R1-5.gif|left|thumb|&lt;center&gt;'''R1-5'''&lt;/center&gt;|130px]]||<br /> [[image:R1-5d.jpg|left|thumb|&lt;center&gt;'''R1-5d'''&lt;/center&gt;|120px]]<br /> |}<br /> <br /> '''Support. '''The R1-5 series signs are intended to mitigate the scenario that can place pedestrians at risk by blocking other drivers’ view of pedestrians and by blocking the pedestrians' view of the vehicles approaching in the adjacent lanes.<br /> <br /> '''Standard. '''Yield Here to Pedestrians (R1-5, R1-5a, R1-5c, and R1-5d) signs shall be used if yield lines are used in advance of a marked crosswalk only where it crosses an uncontrolled multi-lane approach. The legend STATE LAW shall not be displayed on the R1-5 series signs. <br /> <br /> '''Guidance. '''If yield lines and Yield Here to Pedestrians signs are used in advance of a crosswalk that crosses an uncontrolled multi-lane approach, the signs should be placed 20 to 50 feet in advance of the nearest edge of the crosswalk (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.18|EPG 620.2.18]] and [[#fig620.2.18|Figure 620.2.18]]).<br /> <br /> '''Standard. '''When used with a School Crossing assembly within school zones (see [[:Category:908 Traffic Controls for School Areas (MUTCD Part 7)|EPG 908]]), the R1-5a sign shall be used in place of the R1-5 sign in accordance with the second paragraph of this article.<br /> <br /> When used with a Trail Crossing assembly (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.44|EPG 903.3.44]]), the R1-5d sign shall be used in place of the R1-5 sign in accordance with the second paragraph of this article.<br /> <br /> '''Guidance. '''When Yield Here to Pedestrians signs are provided in advance of a crosswalk across an multi-lane approach, parking should be prohibited in the area between the yield line and the crosswalk.<br /> <br /> Yield lines and Yield Here to Pedestrians signs should not be used in advance of crosswalks that cross an approach to or departure from a roundabout. <br /> <br /> '''Option. '''A Pedestrian Crossing (W11-2) warning sign may be placed overhead or may be post-mounted with a diagonal downward-pointing arrow (W16-7P) plaque at the crosswalk location where Yield Here to Pedestrians signs have been installed in advance of the crosswalk.<br /> <br /> '''Standard. '''If a W11-2 sign is post-mounted at the crosswalk location where a Yield Here to Pedestrians sign is used on the approach, the Yield Here to Pedestrians sign shall not be placed on the same post as the W11-2 sign. <br /> <br /> '''Option. '''An advance Pedestrian Crossing (W11-2) warning sign with an AHEAD or a distance supplemental plaque may be used in conjunction with a Yield Here to Pedestrians sign on the approach to the same crosswalk.<br /> <br /> In-Street Pedestrian Crossing signs and Yield Here to Pedestrians signs may be used together at the same crosswalk.<br /> <br /> =={{SpanID|903.2.19}}903.2.19 In-Street Pedestrian and Trail Crossing Signs (R1-6 Series) (MUTCD Section 2B.20)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[File:R1-6.png|left|thumb|&lt;center&gt;'''R1-6'''&lt;/center&gt;|130px]]||<br /> [[File:R1-6d.png|left|thumb|&lt;center&gt;'''R1-6d'''&lt;/center&gt;|130px]]<br /> |-<br /> | colspan=&quot;2&quot; style=&quot;padding: 4px 8px;border: 1px solid #c8ccd1;background-color: #f8f9fa;;&quot;|'''Note: '''The legend STATE LAW is optional<br /> |}<br /> <br /> '''Option. '''The In-Street Pedestrian Crossing (R1-6) sign, In-Street Trail Crossing (R1-6d) sign, may be used to remind road users of laws regarding right-of-way at an unsignalized crosswalk. The legend STATE LAW may be displayed at the top of the R1-6 series signs if applicable. On the R1-6 series signs, the legend YIELD may be used instead of the appropriate YIELD sign symbol.<br /> <br /> MoDOT may develop and apply criteria for determining the applicability of In-Street Pedestrian Crossing signs.<br /> <br /> '''Standard. '''If used, In-Street Pedestrian or Trail Crossing signs shall only be placed in the roadway at the crosswalk location on a raised island.<br /> <br /> The In-Street Pedestrian or Trail Crossing sign shall not be post-mounted on the left-hand or right-hand side of the roadway. <br /> <br /> '''Support. ''' [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I) #620.8.2|EPG 620.8.2]] contains information about the use of tubular markers to provide additional emphasis for a pedestrian crossing. '''<br /> <br /> '''Standard. '''When used at an uncontrolled crossing, the In-Street Pedestrian Crossing sign shall be used only as a supplement to a Pedestrian Crossing (W11-2) warning sign with a diagonal downward-pointing arrow (W16-7P) plaque at the crosswalk location. <br /> <br /> When used at an uncontrolled crossing, the In-Street Trail Crossing sign shall be used only as a supplement to a Trail Crossing (W11-15) warning sign with a diagonal downward-pointing arrow (W16-7P) plaque at the crosswalk location.<br /> <br /> An In-Street or Trail Crossing sign shall not be placed in advance of the crosswalk to educate road users about the State law prior to reaching the crosswalk, nor shall it be installed as an educational display that is not near any crosswalk.<br /> <br /> '''Option. '''In-Street Pedestrian or Trail Crossing signs may be mounted back-to-back on a raised island in the median of an undivided roadway. <br /> <br /> '''Standard. '''The In-Street Pedestrian or Trail Crossing sign shall not be used at crosswalks on approaches controlled by a traffic control signal, pedestrian hybrid beacon, or an emergency-vehicle hybrid beacon. <br /> <br /> '''Option. '''The In-Street Pedestrian or Trail Crossing sign may be used at intersections or midblock pedestrian crossings with flashing beacons. <br /> <br /> '''Support. '''The provisions of [[903.1 General (MUTCD Chapter 2A) #903.1.15|EPG 903.1.15]] concerning mounting height are not applicable for the In-Street Pedestrian Crossing sign. [[903.1 General (MUTCD Chapter 2A) #903.1.18|EPG 903.1.18]] contains information about sign mounting methods.<br /> <br /> '''Standard. '''The top of an In-Street Pedestrian or Trail Crossing sign placed in an island shall be a maximum of 4 feet above the island surface.<br /> <br /> '''Option. '''The In-Street Pedestrian Crossing or Trail Crossing signs may be used seasonally to prevent damage in winter because of plowing operations, and may be removed at night if the pedestrian activity at night is minimal.<br /> <br /> =={{SpanID|903.2.20}}903.2.20 Speed Limit Sign (R2-1) (MUTCD Section 2B.21)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R2-1.png|left|thumb|150px|&lt;center&gt;'''R2-1'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Support. '''In general, the maximum speed limits applicable to roads are established:<br /> ::A. Statutorily – a maximum speed limit applicable to a particular class of road, such as freeways or city streets, that is established by State law; or<br /> ::B. As speed zones – based on engineering studies.<br /> <br /> State statutory limits restrict the maximum speed limit that can be established on a particular road, notwithstanding what an engineering study might indicate. Maximum speed limits in Missouri are governed by the Missouri Revised Statutes, Section 304.010.<br /> <br /> MoDOT can establish non-statutory speed limits or designate reduced speed zones using an engineering study. Setting appropriate speed limits is especially important to ensure safety for all road users in varying types of contexts, particularly on roadways where adjacent land use suggests that trips could be served by varied modes. These situations include urban and suburban non-freeway arterials or rural arterials that serve as main streets in smaller communities, consistent with the context classifications of urban core, urban, suburban, and rural towns found in “A Policy on Geometric Design of Highways and Streets,” 2018 Edition, AASHTO. When setting a speed limit, a range of factors such as land-use context, pedestrian and bicyclist activity, crash history, intersection spacing, driveway density, roadway geometry, roadside conditions, roadway functional classification, traffic volume, and observed speeds can influence the speed limit determined in the engineering study. The engineering study will determine which of the recommended factors will prevail in setting the speed limit. <br /> <br /> MoDOT can use speed limit setting tools and methods such as expert systems and those consistent with the safe system approach as part of the required engineering study for a non-statutory speed limit. As speed limit setting tools vary, practitioners needs to be aware of their limitations and advantages, possible variation between the tools and the need to explore gaps or weaknesses of tools, and weigh the output accordingly in consideration of setting speed limits. <br /> <br /> To achieve desired operating speeds, agencies often implement other speed management strategies concurrently with setting speed limits, such as traffic calming measures, geometric design features, and increased enforcement. See [[905.2 Traffic Studies #905.2.14|EPG 905.2.14]] for more information regarding speed limit guidelines.<br /> <br /> '''Standard. '''Speed zones (other than statutory speed limits) shall only be established on the basis of an engineering study that has been performed in accordance with traffic engineering practices. The engineering study shall consider the roadway context. <br /> <br /> '''Guidance. '''Among the factors that should be considered when conducting an engineering study for establishing or reevaluating speed limits within speed zones are the following:<br /> ::A. Roadway environment (such as roadside development, number and frequency of driveways and access points, and land use), functional classification, public transit volume and location or frequency of stops, parking practices, and pedestrian and bicycle facilities and activity;<br /> ::B. Roadway characteristics (such as lane widths, shoulder condition, grade, alignment, median type, and sight distance);<br /> ::C. Geographic context (such as an urban district, rural town center, non-urbanized rural area, or suburban area), and multi-modal trip generation;<br /> ::D. Reported crash experience for at least a 12-month period;<br /> ::E. Speed distribution of free-flowing vehicles including the pace, median (50th-percentile), and 85th-percentile speeds; and<br /> ::F. A review of past speed studies to identify any trends in operating speeds.<br /> <br /> When the 85th-percentile speed is appreciably greater than the posted speed limit, and the roadway context does not support setting a higher speed limit, the engineering study should consider whether changes to geometric features, enforcement, and/or other speed-reduction countermeasures might improve compliance with the posted speed limit. A similar approach should be used if the results of past speed studies indicate that the 85th-percentile speed has consistently increased.<br /> <br /> On urban and suburban arterials, and on rural arterials that serve as main streets through developed areas of communities, the 85th-percentile speed should not be used to set speed limits without consideration of all factors described in the first Guidance paragraph of this article. <br /> <br /> On a freeway, expressway, or rural highway (outside urbanized locations or conditions), the speed limit that is posted within a speed zone should be within 5 mph of the 85th-percentile speed of free-flowing motor-vehicle traffic under the following conditions: <br /> ::A. All factors described in the first Guidance paragraph of this article have been considered and determined to be non-mitigating, and<br /> ::B. The measures described in the second Guidance paragraph of this article have been considered to the extent practicable. <br /> <br /> See [[905.2 Traffic Studies #905.2.14|EPG 905.2.14]] for additional information regarding setting speed limits<br /> <br /> MoDOT should conduct engineering studies to reevaluate non-statutory speed limits on segments of their roadways that have undergone significant changes since the last review (such as changes to roadway context, the addition or elimination of parking or driveways, changes in the number of travel lanes, changes in the configuration of bicycle lanes, changes to road geometrics, changes in traffic control signal coordination, or significant changes in traffic volumes).<br /> <br /> Speed studies for signalized intersection approaches should be taken outside the influence area of the traffic control signal, which is generally considered to be approximately ½ mile, to avoid obtaining skewed results for the speed distribution. If the signal spacing is less than 1 mile, the speed study should be at approximately the middle of the segment.<br /> <br /> '''Standard. '''The Speed Limit (R2-1) sign shall display the limit established by law, ordinance, regulation, or as adopted by the authorized agency based on an engineering study. The speed limits displayed shall be in multiples of 5 mph.<br /> <br /> Speed Limit (R2-1) signs, indicating speed limits for which posting is required by law, shall be located at the points of change from one speed limit to another.<br /> <br /> At the downstream end of the section to which a particular speed limit applies, a Speed Limit sign showing the next speed limit shall be installed. <br /> <br /> Speed Limit signs indicating the statutory speed limits shall be installed at entrances to Missouri and at city limits, where appropriate.<br /> <br /> '''Guidance'''. Additional Speed Limit signs should be installed beyond interchanges and major intersections and at other locations where it is necessary to remind road users of the speed limit that is applicable. <br /> <br /> Speed Limit signs should not be located at curves or other locations where the legal speed limit is greater than the safe operating speed. If Speed Limit signs are installed on the same sign supports and above a City Limit sign, the sign supports should be sized to properly support both signs.<br /> <br /> The following are recommended locations for posting a Speed Limit sign:<br /> ::A. Downstream from all acceleration ramps on the freeway/expressway system, posted after the route confirmation marker, if space allows;<br /> ::B. Downstream from major intersections such as state system junctions, signalized intersections, and major county road junctions;<br /> ::C. Where it is necessary to remind road users of the speed limit that is applicable;<br /> ::D. In each direction of travel for road users leaving the Interstate system onto a state route. The sign should be located, if practical, approximately 400 ft. beyond the route confirmation assembly. If the crossroad is not located on the state system, the proper jurisdiction should be notified; or<br /> ::E. When the speed limit is reduced on the freeway/expressway, an additional sign should be posted in the median.<br /> <br /> '''Support. '''The “Traffic Control Devices Handbook – 2nd Edition, 2013, ITE.” contains suggested criteria on the spacing of speed limit signs.<br /> <br /> [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.32|EPG 903.3.32]] contains information about the use of speed zone signs to inform road users of a reduced or variable speed zone to provide advance notice to comply with the posted speed limit ahead.<br /> <br /> '''Option. '''If a W3-5b sign is posted to provide notice of a variable speed zone, an END VARIABLE SPEED LIMIT (R2-13) sign may be installed at the downstream end of the zone to provide notice to road users of the termination of the speed zone.<br /> <br /> Advance traffic control warning signs (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.29|EPG 903.2.29]]), intersection warning signs (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.33|EPG 903.3.33]]), and/or other traffic control devices are appropriate warning prior to a signalized intersection. A Speed Limit sign should not be used for this purpose.<br /> <br /> '''Guidance. '''An advisory speed plaque (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.59|EPG 903.3.59]]) mounted below a warning sign should be used to warn road users of an advisory speed for a roadway condition. A Speed Limit sign should not be used for this purpose.<br /> <br /> '''Option. '''A variable speed limit sign that changes the speed limit for traffic and ambient conditions may be installed provided that the appropriate speed limit is displayed at the proper times and locations in accordance with the third and fourth Guidance paragraphs of this article. <br /> <br /> '''Standard. '''The variable speed limit sign legend “SPEED LIMIT” shall be a black legend on a white retroreflective background. The variable speed limit legend shall be displayed in white LEDs on an opaque black background. <br /> <br /> '''Support. ''' [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.13|EPG 903.3.13]] contains information about the use of a Vehicle Speed Feedback plaque mounted below a Speed Limit sign that displays to approaching drivers the speed at which they are traveling.<br /> <br /> Advisory speed signs and plaques are discussed in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.12|EPG 903.3.12]] and [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.59|903.3.59]]. Temporary traffic control zone speed signs are discussed in [[Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616]]. The WORK ZONE (G20-5aP) plaque intended for installation above a Speed Limit sign is discussed in [[616.7 TTC Zone Regulatory Signs (MUTCD Chapter 6G) #616.7.7|EPG 616.7.7]]. School Speed Limit signs are discussed in [[908.2 Signs (MUTCD Chapter 7B) #908.2.5|EPG 908.2.5]]. <br /> <br /> =={{SpanID|903.2.21}}903.2.21 Combined Maximum and Minimum Speed Limits Sign (R2-4a) (MUTCD Section 2B.24)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R2-4a.png|left|thumb|150px|&lt;center&gt;'''R2-4a'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Standard. '''Combined Maximum and Minimum Speed Limits (R2-4a) signs shall be installed only on interstate routes in lieu of Speed Limit (R2-1) signs to designate the maximum and minimum speed limits that apply. <br /> <br /> '''Guidance. '''The Combined Maximum and Minimum Speed Limits sign should be located in the same manner as Speed Limit signs (See [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.9|EPG 903.2.9]]). Additionally, the R2-4a sign should be installed on interstate routes at entrances to Missouri and where interstate routes cross county lines. '''<br /> <br /> =={{SpanID|903.2.22}}903.2.22 Speed Limit XX Except Where Posted Sign (R2-5d)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R2-5d.png|left|thumb|150px|&lt;center&gt;'''R2-5d'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Standard. '''The SPEED LIMIT XX EXCEPT WHERE POSTED (R2-5d) sign shall be installed only at locations where it has been requested and is required by an enabling ordinance.<br /> <br /> '''Guidance. '''The SPEED LIMIT XX EXCEPT WHERE POSTED sign should be placed immediately to the right of the City Limit sign on its own post.<br /> <br /> '''Option. '''The SPEED LIMIT XX EXCEPT WHERE POSTED sign may be used on all state highways and outer roads except the Interstate system.<br /> <br /> =={{SpanID|903.2.23}}903.2.23 Higher Fines Signs and Plaque (MUTCD Section 2B.25)==<br /> <br /> '''Support. '''See [[907.3 Travel Safe Zones #907.3|EPG 907.3]] for information on Travel Safe Zones.<br /> <br /> =={{SpanID|903.2.24}}903.2.24 Movement Prohibition Signs (R3-1 through R3-4, R3-18, and R3-27) (MUTCD Section 2B.26)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R3-1.gif|left|thumb|&lt;center&gt;'''R3-1'''&lt;/center&gt;|95px]]<br /> ||[[image:R3-2.gif|left|thumb|&lt;center&gt;'''R3-2'''&lt;/center&gt;|95px]]<br /> ||[[image:R3-3.gif|left|thumb|&lt;center&gt;'''R3-3'''&lt;/center&gt;|95px]]<br /> ||[[image:R3-4.gif|left|thumb|&lt;center&gt;'''R3-4'''&lt;/center&gt;|95px]]<br /> ||[[image:R3-18.gif|left|thumb|&lt;center&gt;'''R3-18'''&lt;/center&gt;|95px]]<br /> ||[[image:R3-27.jpg|left|thumb|&lt;center&gt;'''R3-27'''&lt;/center&gt;|95px]]<br /> |}<br /> <br /> '''Standard. '''Movement Prohibition signs shall be installed where specific movements are prohibited at an intersection approach except as provided in the second Option and fourth Standard paragraphs of this article.<br /> <br /> '''Support. '''Missouri Statute 304.341, which governs U-turn Movements at signalized intersections, states: It shall be unlawful for the driver of any vehicle to turn such vehicle so as to proceed in the opposite direction at any intersection controlled by a traffic signal or police officer; nor shall such turn be made at any place unless the movement can be made in safety and without interfering with other traffic.<br /> <br /> Missouri Statute 304.120 allows municipalities, by ordinance, to make additional rules of the road or traffic regulations to meet their needs and traffic conditions, which would allow U-turn Movements to be permitted at certain unsignalized intersections.<br /> <br /> '''Guidance. '''Movement Prohibition signs should only be used to prohibit a turn or through movement from an entire approach and should not be used to designate movements that are required or permitted from a specific lane or lanes on a multi-lane approach. <br /> <br /> Movement Prohibition signs should be placed where they will be most easily seen by road users who might be intending to make the movement.<br /> <br /> If a No Right Turn (R3-1) sign is used, at least one should be placed either over the roadway or at a right-hand corner of the intersection.<br /> <br /> If a No Left Turn (R3-2) sign is used, at least one should be placed over the roadway, at the far left corner of the intersection, on a median, or in conjunction with the STOP sign or YIELD sign located on the near right corner.<br /> <br /> Except as provided in Item C of the third Standard paragraph of this article for signalized locations, if a NO TURNS (R3-3) sign is used, two signs should be used, one at a location specified for a No Right Turn sign and one at a location specified for a No Left Turn sign.<br /> <br /> If a No U-Turn (R3-4) sign or a combination No U or Left Turn (R3-18) sign is used, at least one should be used at a location specified for a No Left Turn sign.<br /> <br /> The No U-Turn sign (R3-4) should be used sparingly and only where a specific problem has been documented and not as standard practice for median breaks. If used, these signs should be placed at or between intersections to indicate where U-turns are prohibited.<br /> <br /> If both left turns and U-turns are prohibited, the combination No U or Left Turn (R3-18) sign should be used instead of separate R3-2 and R3-4 signs.<br /> <br /> '''Standard. '''The No U-Turn sign shall be installed above the AUTHORIZED AND EMERGENCY VEHICLES ONLY (R5-29) sign (See [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.36|EPG 903.2.36]]).<br /> <br /> '''Support. ''' [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]] through [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.28|EPG 903.2.28]] contain information regarding lane control signs that indicate the required or permitted movements from individual lanes.<br /> <br /> '''Guidance. '''If a No Straight Through (R3-27) sign is used, at least one should be placed either over the roadway or at a location where it can be seen by road users who might be intending to travel straight through the intersection.<br /> <br /> If turn prohibition signs are installed in conjunction with traffic control signals:<br /> ::A. The No Right Turn sign should be installed adjacent to a signal face viewed by road users in the right-hand lane.<br /> ::B. The No Left Turn (or No U-Turn or combination No U or Left Turn) sign should be installed adjacent to a signal face viewed by road users in the left-hand lane.<br /> ::C. A NO TURNS sign should be placed adjacent to a signal face viewed by all road users on that approach, or two signs should be used.<br /> <br /> '''Option. '''If turn prohibition signs are installed in conjunction with traffic control signals, an additional turn prohibition sign may be post-mounted to supplement the sign mounted overhead.<br /> <br /> Where ONE WAY signs are used (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.40|EPG 903.2.40]]), No Left Turn and No Right Turn signs may be omitted.<br /> <br /> Where the movement restriction applies to certain vehicle classes, signs incorporating a supplementary legend, modified as appropriate, may be used to indicate the specific vehicle class restriction or exception. When the movement restriction applies during certain time periods only, the following Movement Prohibition signing alternatives may be used and are listed in order of preference:<br /> ::A. A blank-out or changeable message sign (see Chapter 2L) that displays the prohibited movement only during the time that the movement prohibition is applicable, especially at signalized intersections.<br /> ::B. Permanently-mounted signs incorporating a supplementary legend showing the hours and days during which the prohibition is applicable. Contact the Highway Safety and Traffic Division for the design of supplementary legends and plaques.<br /> ::C. Portable signs, installed by proper authority, located off the roadway at each corner of the intersection. The portable signs are only to be used during the time that the movement prohibition is applicable.<br /> <br /> '''Standard. '''The blank-out part-time electronic-display Movement Prohibition sign shall consist of a red circle and diagonal with a white prohibited movement on an opaque black background.<br /> <br /> '''Option. '''Movement Prohibition signs may be omitted at a ramp entrance to an expressway or a channelized intersection where the design is such as to indicate clearly the one-way traffic movement on the ramp or turning lane.<br /> <br /> '''Standard. '''The No Left Turn (R3-2) sign, the No U-Turn (R3-4) sign, and the combination No U or Left Turn (R3-18) sign shall not be used at approaches to roundabouts to prohibit drivers from turning left onto the circulatory roadway of a roundabout.<br /> <br /> '''Support. '''At roundabouts, the use of R3-2, R3-4, or R3-18 signs to prohibit left turns onto the circulatory roadway might confuse drivers about the possible legal turning movements around the roundabout. ONE WAY (R6-1 or R6-2) signs are appropriate to indicate the travel direction within a roundabout.<br /> <br /> =={{SpanID|903.2.25}}903.2.25 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.27)==<br /> <br /> '''Standard. '''Intersection Lane Control signs, if used, shall require road users in certain lanes to turn, shall permit turns from a lane where such turns would otherwise not be permitted, shall require a road user to stay in the same lane and proceed straight through an intersection, or shall indicate permitted movements from a lane.<br /> <br /> Intersection Lane Control signs shall not be used in lieu of turn prohibition signs, such as No Right-Turn (R3-1).<br /> <br /> '''Support. '''Intersection Lane Control signs have three applications:<br /> ::A. Mandatory Movement Lane Control (R3-5 series and R3-7 series) signs,<br /> ::B. Optional Movement Lane Control (R3-6 series) signs, and<br /> ::C. Advance Intersection Lane Control (R3-8 series) signs.<br /> <br /> '''Guidance. '''When Intersection Lane Control signs are mounted overhead, each sign used should be placed over the lane or a projection of the lane to which it applies. <br /> <br /> On signalized approaches where through lanes that become mandatory turn lanes, multiple-lane turns that include shared lanes for through and turning movements, ramps with two or more lanes or other lane-use regulations are present that would be unexpected by unfamiliar road users, overhead Intersection Lane Control signs should be installed approximately 250 ft. in advance of the stop bar over the appropriate lanes. A one-arm cantilever tubular truss to support these signs should be used to eliminate an obstacle on one side of the roadway.<br /> <br /> '''Option. '''A signal mast arm design (without signal head) may be used to mount Intersection Lane Control signs, which allows a longer arm than standard one or two arm tubular sign supports. The upright post may be placed on either side of the roadway, and if possible, placed so that roadway geometrics draw traffic away from the post and footing.<br /> <br /> '''Guidance. '''The Left Only (R3-5L) sign should be installed on the back side of the mast arms over the left turn lanes where practical.<br /> <br /> Where overhead mounting on the approach is impracticable for the Advance and/or Intersection Lane Control signs, one of the following alternatives should be employed:<br /> ::A. At locations where through lanes become mandatory turn lanes, a Mandatory Movement Lane Control (R3-7) sign should be post-mounted on the left-hand side of the roadway where a through lane is becoming a mandatory left-turn lane on a one-way street or where a median of sufficient width for the signs is available, or on the right-hand side of the roadway where a through lane is becoming a mandatory right-turn lane.<br /> ::B. At locations where a through lane is becoming a mandatory left-turn lane on a two-way street where a median of sufficient width for the signs is not available, and at locations where multiple-lane turns that include shared lanes for through and turning movements are present, an Advance Intersection Lane Control (R3-8 series) sign should be post-mounted in a prominent location in advance of the intersection, and consideration should be given to the use of an oversized version in accordance with [[#tab903.2.3|Table 903.2.3]].<br /> <br /> Use of an overhead sign for one approach lane should not require installation of overhead signs for the other lanes of that approach. <br /> <br /> '''Option. '''Intersection Lane Control signs may be omitted where:<br /> ::A. A turn bay has been provided by physical construction or pavement markings, and<br /> ::B. Only the road users using such turn bays are permitted to make a turn in that direction.<br /> <br /> '''Standard. '''Except as provided in the last paragraph of this article, at roundabouts, Intersection Lane Control (R3-5, R3-6, and R3-8 series) signs shall display curved-stem arrow symbols as shown in [[#fig903.2.25|Figure 903.2.25]].<br /> <br /> '''Option. '''Normal-stem arrow symbol options may be displayed on Intersection Lane Control (R3-5, R3-6, and R3-8 series) signs at roundabouts where they more effectively indicate road geometry based on engineering judgment.<br /> <br /> {{SpanID|fig903.2.25}}<br /> [[File:Figure 903.2.25 Intersection Lane Control Signal Arrow Options for Roundabouts.jpg|center|thumb|alt=A: The first example shows a vertical black curved-stem arrow curving up and then slightly to the right and then to the left. Three “match arrows with desired lane-use configuration” are shown attached to the black arrows. One is attached to the arrow indicating a left-turn maneuver. One is attached to the arrow indicating a through maneuver. One is attached to the arrow indicating a right-turn maneuver.<br /> B: The second example shows a vertical black normal-stem arrow curving up and to the left. The arrow is shown curving around an “optional for left-most lane” circle. Three “match arrows with desired lane-use configuration” are shown attached to the black arrows. One is attached to the arrow indicating a left-turn maneuver. One is attached to the arrow indicating a through maneuver. One is attached to the arrow indicating a right-turn maneuver.|800px|'''Figure 903.2.25''' Intersection Lane Control Signal Arrow Options for Roundabouts]]<br /> <br /> =={{SpanID|903.2.26}}903.2.26 Mandatory Movement Lane Control Signs (R3-5, R3-5a, and R3-7) and Plaques (MUTCD Section 2B.28)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[File:R3-5.gif|left|thumb|&lt;center&gt;'''R3-5'''&lt;/center&gt;|105px]]<br /> ||[[File:R3-5a.gif|left|thumb|&lt;center&gt;'''R3-5a'''&lt;/center&gt;|95px]]<br /> ||[[File:R3-7L.png|left|thumb|&lt;center&gt;'''R3-7L'''&lt;/center&gt;|130px]]<br /> ||[[File:R3-7R.png|left|thumb|&lt;center&gt;'''R3-7R'''&lt;/center&gt;|130px]]<br /> |}<br /> <br /> '''Standard. '''Mandatory Movement Lane Control (R3-5, R3-5a, and R3-7) signs, if used, shall indicate only the single vehicle movement that is required from the lane. <br /> <br /> The Mandatory Movement Lane Control (R3-5 and R3-5a) symbol signs shall include the legend ONLY and shall be mounted overhead over the specific lanes to which they apply (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]]). The R3-7 sign shall be for post-mounting only. The R3-7 sign shall not be mounted at the far side of the intersection.<br /> <br /> If used, the Mandatory Movement Lane Control (R3-7) sign shall be located in advance of the intersection, such as near the upstream end of the mandatory movement lane, and/or at the near side of the intersection where the regulation applies. <br /> <br /> The use of the Mandatory Movement Lane Control (R3-7) word message sign shall be limited to only locations where through lanes approaching an intersection become mandatory turn lanes. <br /> <br /> Mandatory Movement Lane Control Signs shall not be used on roadways with speed limits 50 mph or greater. Contact Highway Safety and Traffic Division for alternatives when speed limits are 50 mph or greater.<br /> <br /> '''Guidance. '''Mandatory Movement Lane Control signs should be accompanied by lane-use arrow markings, especially where traffic volumes are high, where there is a high percentage of commercial vehicles, or where other distractions exist.<br /> <br /> '''Option. '''The Through Only (R3-5a) sign may be used to require a road user in a particular lane to proceed straight through an intersection.<br /> <br /> On an approach to a mandatory turn lane where traffic regularly enters the shoulder to access the turn lane inappropriately, creating safety or operational issues, a DO NOT DRIVE ON SHOULDER (R4-17) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.35|EPG 903.2.35]]) may be used to supplement the standard Mandatory Movement Lane Control (R3-5 and/or R3-7 series) signs.<br /> <br /> =={{SpanID|903.2.27}}903.2.27 Optional Movement Lane Control Signs (R3-6 Series) (MUTCD Section 2B.29)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R3-6.png|left|thumb|&lt;center&gt;'''R3-6'''&lt;/center&gt;|130px]]<br /> ||[[image:R3-6a.png|left|thumb|&lt;center&gt;'''R3-6a'''&lt;/center&gt;|130px]]<br /> ||[[image:R3-6b.png|left|thumb|&lt;center&gt;'''R3-6b'''&lt;/center&gt;|130px]]<br /> |}<br /> <br /> '''Standard. '''Optional Movement Lane Control (R3-6, R3-6a and R3-6b) signs, if used, shall be used for two or more movements from a specific lane or to emphasize permitted movements. The Optional Movement Lane Control sign shall be mounted overhead over the specific lane to which it applies. <br /> <br /> If used, the Optional Movement Lane Control signs shall indicate all permissible movements from specific lanes.<br /> <br /> Because more than one movement is permitted from the lane, the word message ONLY shall not be used on an Optional Movement Lane Control sign. <br /> <br /> Optional Movement Lane Control signs shall be used for two or more movements from a specific lane where a movement, not allowed by State statute or local ordinance, is permitted.<br /> <br /> The Optional Movement Lane Control signs shall not be used alone to effect a turn prohibition.<br /> <br /> '''Guidance. '''If used, the Optional Movement Lane Control sign should be located overhead in advance of the intersection, such as near the upstream end of an adjacent mandatory movement lane, and/or overhead at the intersection where the regulation applies.<br /> <br /> =={{SpanID|903.2.28}}903.2.28 Advance Intersection Lane Control Signs (R3-8 Series) (MUTCD Section 2B.30)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto; text-align: center;&quot;<br /> |-<br /> ||[[image:R3-8.png|left|thumb|&lt;center&gt;'''R3-8'''&lt;/center&gt;|130px]]<br /> ||[[image:R3-8a.png|left|thumb|&lt;center&gt;'''R3-8a'''&lt;/center&gt;|195px]]<br /> ||[[image:R3-8b.png|left|thumb|&lt;center&gt;'''R3-8b'''&lt;/center&gt;|195px]]<br /> |-<br /> ||[[image:R3-8xa.png|left|thumb|&lt;center&gt;'''R3-8xa'''&lt;/center&gt;|195px]]<br /> ||[[image:R3-8xb.png|left|thumb|&lt;center&gt;'''R3-8xb'''&lt;/center&gt;|195px]]<br /> ||[[image:R3-8xc.png|left|thumb|&lt;center&gt;'''R3-8xc'''&lt;/center&gt;|195px]]<br /> |}<br /> <br /> '''Option. '''Advance Intersection Lane Control (R3-8, R3-8a, and R3-8b) signs may be used to indicate the configuration of all lanes ahead.<br /> <br /> The word message ONLY or the bicycle symbol, may be used within the border in combination with the arrow symbols of the R3-8 sign series. <br /> <br /> Where a bicycle lane is between two general-purpose lanes the R3-8 series signs may be modified to show the bicycle lane with a white legend on a black background in accordance with designs of the R3-8x series signs (see [[914.2 Regulatory Signs (MUTCD Chapter 9B) #914.2.2|EPG 914.2.2]]).<br /> <br /> '''Guidance. '''When used, an Advance Intersection Lane Control sign should be placed at an adequate distance in advance of the intersection, either along the lane tapers or at the beginning of the turn lane so that road users can select the appropriate lane. <br /> <br /> '''Option. '''An Advance Intersection Lane Control sign may be repeated closer to the intersection along the approach for additional emphasis.<br /> <br /> '''Standard. '''An Advance Intersection Lane Control (R3-8 series) sign shall not be mounted at the far side of an intersection to which it applies. <br /> <br /> Where three or more approach lanes are available to traffic, Advance Intersection Lane Control (R3-8 series) signs, if used, shall be post-mounted in advance of the intersection and shall not be mounted overhead.<br /> <br /> =={{SpanID|903.2.29}}903.2.29 Two-Way Left-Turn-Only Signs (R3-9a and R3-9b) and Plaques (MUTCD Section 2B.32)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[File:R3-9a.gif|left|thumb|&lt;center&gt;'''R3-9a'''&lt;/center&gt;|105px]]<br /> ||[[File:R3-9b.gif|left|thumb|&lt;center&gt;'''R3-9b'''&lt;/center&gt;|85px]]<br /> |}<br /> <br /> '''Support. '''Missouri Statute 300.215, which governs two-way left turn lane movements states:<br /> <br /> Designated two-way left turn lanes: Where a special lane for making left turns by drivers proceeding in opposite directions have been indicated by official traffic control devices:<br /> <br /> ::A. A left turn shall not be made from any other lane;<br /> <br /> ::B. A vehicle shall not be driven in the lane except when preparing for or making a left turn from or into the roadway or when preparing for or making a U-turn when otherwise permitted by law;<br /> <br /> ::C. A vehicle shall not be driven in the lane for a distance more than five hundred feet.<br /> <br /> '''Standard. '''Two-Way Left Turn Only (R3-9a) signs shall be used for overhead installation only. Center Lane Only (R3-9b) signs shall be post mounted installations.<br /> <br /> '''Guidance. '''A Two-Way Left-Turn-Only (R3-9a or R3-9b) sign should be used in conjunction with the required pavement markings where a non-reversible lane is reserved for the exclusive use of left-turning vehicles in either direction and is not used for passing, overtaking, or through travel.<br /> <br /> '''Option. '''The post-mounted R3-9b sign may be used as an alternate to or a supplement to the overhead R3-9a sign<br /> <br /> Additional R3-9b signs may be installed after major intersections, or in situations that require additional emphasis of the proper use of this lane. <br /> <br /> '''Support. '''Signing is especially helpful to drivers in areas where the two-way left-turn-only maneuver is new, in areas subject to environmental conditions that frequently obscure the pavement markings, and on peripheral streets with two-way left-turn-only lanes leading to an extensive system of routes with two-way left-turn-only lanes.<br /> <br /> =={{SpanID|903.2.30}}903.2.30 Jughandle Signs (R3-23, R3-24, R3-25, and R3-26 Series) (MUTCD Section 2B.35)==<br /> <br /> '''Guidance. '''There are limited cases where these signs are applicable to the MoDOT system. Any use of these signs requires authorization from the Highway Safety and Traffic Division.''' <br /> <br /> <br /> =={{SpanID|903.2.31}}903.2.31 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.36)==<br /> <br /> [[File:R4-1.gif|center|thumb|&lt;center&gt;'''R4-1'''&lt;/center&gt;|105px]]<br /> <br /> '''Option. '''The DO NOT PASS (R4-1) sign may be used in addition to pavement markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.3|EPG 620.2.3]]) to emphasize the restriction on passing. The DO NOT PASS sign may be used at one-lane bridges and work zones. Any other use of this sign requires authorization from the Highway Safety and Traffic Division.<br /> <br /> '''Support. '''Standards for determining the location and extent of no-passing zone pavement markings are set forth in [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.3|EPG 620.2.3]].<br /> <br /> '''Standard. '''PASS WITH CARE (R4-2) signs shall be used in conjunction with the DO NOT PASS sign.<br /> <br /> =={{SpanID|903.2.32}}903.2.32 PASS WITH CARE Sign (R4-2) (MUTCD Section 2B.37)==<br /> <br /> [[File:R4-2.png|center|thumb|&lt;center&gt;'''R4-2'''&lt;/center&gt;|105px]]<br /> <br /> '''Guidance. '''The PASS WITH CARE (R4-2) sign should be installed at the downstream end of a no-passing zone if a DO NOT PASS sign has been installed at the upstream end of the zone.<br /> <br /> '''Standard. '''The PASS WITH CARE sign shall be the same size and shall be erected in the same manner as the DO NOT PASS (R4-1) sign.<br /> <br /> =={{SpanID|903.2.33}}903.2.33 KEEP RIGHT EXCEPT TO PASS Sign (R4-16) and SLOWER TRAFFIC KEEP RIGHT Sign (R4-3) (MUTCD Section 2B.38)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[File:R4-3.jpg|left|thumb|&lt;center&gt;'''R4-3'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-16.jpg|left|thumb|&lt;center&gt;'''R4-16'''&lt;/center&gt;|105px]]<br /> |}<br /> <br /> '''Option. '''The KEEP RIGHT EXCEPT TO PASS (R4-16) sign may be used on roadways where there are two lanes in one direction of travel to direct drivers to stay in the right-hand lane except when they are passing another vehicle.<br /> <br /> '''Guidance. '''If used, the KEEP RIGHT EXCEPT TO PASS sign should be installed at or just beyond the beginning of a two-lane section of roadway and at selected locations along two-lane roadways where additional emphasis is needed.<br /> <br /> '''Option. '''The SLOWER TRAFFIC KEEP RIGHT (R4-3) sign may be used on multi-lane through roadways to improve capacity or reduce unnecessary lane changing due to the presence of slower vehicles that impede the normal flow of traffic.<br /> <br /> '''Standard. '''The SLOWER TRAFFIC KEEP RIGHT (R4-3) sign shall be required for climbing lanes.<br /> <br /> '''Guidance. '''If used, the SLOWER TRAFFIC KEEP RIGHT sign should be installed at or just beyond the beginning of a multi-lane roadway section or at the beginning of an extra lane provided for trucks and/or other slow-moving traffic, and at selected locations where there is a tendency on the part of some road users to drive in the left-hand lane(or lanes) below the normal speed of traffic. These signs should not be used on the approach to an interchange or through an interchange area where traffic is entering or exiting, or along deceleration or acceleration lanes.<br /> <br /> If an extra lane has been provided for trucks and other slow-moving traffic, a Lane Ends sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.39|EPG 903.3.39]]) should be installed in advance of the point where the extra lane ends. Appropriate pavement markings should be installed at both the upstream and downstream ends of the extra lane (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.14|EPG 620.2.14]] and [[#fig620.2.14|Figure 620.2.14]] ).<br /> <br /> =={{SpanID|903.2.34}}903.2.34 Keep Right and Keep Left Signs (R4-7 Series and R4-8 Series) (MUTCD Section 2B.39)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[File:R4-7.gif|left|thumb|&lt;center&gt;'''R4-7'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-7a.gif|left|thumb|&lt;center&gt;'''R4-7a'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-7b.gif|left|thumb|&lt;center&gt;'''R4-7b'''&lt;/center&gt;|115px]]<br /> ||[[File:R4-7c.jpg|left|thumb|&lt;center&gt;'''R4-7c'''&lt;/center&gt;|85px]]<br /> |-<br /> ||[[File:R4-8.gif|left|thumb|&lt;center&gt;'''R4-8'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-8a.jpg|left|thumb|&lt;center&gt;'''R4-8a'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-8b.jpg|left|thumb|&lt;center&gt;'''R4-8b'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-8c.jpg|left|thumb|&lt;center&gt;'''R4-8c'''&lt;/center&gt;|85px]]<br /> |}<br /> <br /> '''Option. '''The Keep Right (R4-7) sign may be used at locations where it is necessary for traffic to pass only to the right-hand side of a roadway feature or obstruction. The Keep Left (R4-8) sign may be used at locations where it is necessary for traffic to pass only to the left-hand side of a roadway feature or obstruction.<br /> <br /> '''Guidance. '''At locations where it is not readily apparent that traffic is required to keep to the right, a Keep Right sign should be used.<br /> <br /> '''Standard. '''If Keep Right signs are installed at the start of a median or at a median opening, they shall be placed as close as practicable to the approach ends of the medians, and shall be visible to traffic on the divided highway.<br /> <br /> '''Guidance. '''If used, the Keep Right sign should be mounted on the face of or just in front of a pier or other obstruction separating opposite directions of traffic in the center of the highway such that traffic will have to pass to the right-hand side of the sign.<br /> <br /> Where the approach end of the island channelizes traffic away from the approach direction, the word legend (R4-7a, R4-7b, R4-8a, or R4-8b) signs should be used instead of the symbol (R4-7 or R4-8) signs to emphasize the degree of curvature away from the approach direction (see [[#fig903.2.34.1|Figure 903.2.34.1]] ).<br /> <br /> Where a two-lane, two-way highway transitions to a divided highway, the KEEP RIGHT (R4-7b) sign should be installed within 50 ft. of the gore point, if possible. The edge of the sign should be a minimum of 6 ft. from the curb or shoulder point.<br /> <br /> '''Standard. '''The Keep Right (Left) sign shall not be installed on the right-hand (left-hand) side of the roadway in a position where traffic must pass to the left-hand (right-hand) side of the sign.<br /> <br /> '''Option. '''The Keep Right sign may be omitted at intermediate ends of divisional islands and medians.<br /> <br /> A narrow Keep Right (R4-7c) sign may be installed on the approach end of a median island that is less than 4 feet wide at the point where the sign is to be located.<br /> <br /> '''Standard. '''A narrow Keep Right (R4-7c) sign shall not be installed on a median island that has a width of 4 feet or more at the point where the sign is to be located. <br /> <br /> '''Option. '''The Keep Right sign may be installed in the median of a divided highway crossing that functions as a single intersection such that it is visible to traffic on the divided highway as shown in [[#fig903.2.41.3|Figure 903.2.41.3]] and [[#fig903.2.41.4|Figure 903.2.41.4]] . <br /> <br /> '''Support. '''[[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.40|EPG 903.2.40]] provides more information about the use of the Keep Right sign in combination with or in lieu of ONE-WAY signs at divided highway crossings.<br /> <br /> '''Standard. '''The KEEP RIGHT (R4-7b) sign shall be installed as close to the median nose as possible where an undivided highway transitions into a divided highway.<br /> <br /> {{SpanID|fig903.2.34.1}}<br /> [[File:Figure 903.2.34.1 Examples of Keep Right and Keep Left Sign Placement (Sheet 1 of 2).jpg|center|800px|alt=The first example shows a two-lane vertical roadway on the left of a two-lane horizontal roadway. Both lanes of the horizontal roadway are traveling eastbound. Posted on a triangular median island, which separates the southbound lane from the northbound lane, an R4-7a sign is shown facing south toward northbound traffic merging east onto the horizontal roadway.<br /> <br /> The second example shows a two-lane vertical roadway intersecting a three-lane horizontal roadway. All lanes of the horizontal roadway are traveling eastbound. Posted on a triangular median island, an R4-7a sign is shown facing south toward northbound traffic merging east onto the horizontal roadway.<br /> <br /> The third example shows a two-lane vertical roadway curving to the east into a one-lane ramp. Posted on a triangular median island, an R4-7a sign is shown facing south toward northbound traffic merging onto the curved ramp.|thumb|'''Figure 903.2.34.1 '''Examples of Keep Right and Keep Left Sign Placement ''(Sheet 1 of 2)'']]<br /> <br /> {{SpanID|fig903.2.34.2}}<br /> [[File:Figure 903.2.34.2 Examples of Keep Right and Keep Left Sign Placement (Sheet 2 of 2).jpg|center|800px|alt=The first example shows a three-lane vertical roadway intersecting a two-lane horizontal roadway. Both directions of the vertical roadway are separated by a narrow median island. Posted on the median island, an R4-7 sign is shown facing north toward the horizontal roadway, indicating vehicles must keep right when traveling on the south receiving leg of the intersection. <br /> <br /> The second example shows a four-lane vertical roadway, two lanes in each direction, separated by a yellow painted median. The median transitions into a wider raised median that tapers outward as it continues north. Posted at the start of the wider median, an R4-7b sign is shown facing south toward northbound traffic, indicating vehicles must keep right.|thumb|'''Figure 903.2.34.2 '''Examples of Keep Right and Keep Left Sign Placement ''(Sheet 2 of 2)'']]<br /> <br /> =={{SpanID|903.2.35}}903.2.35 DO NOT DRIVE ON SHOULDER Sign (R4-17) (MUTCD Section 2B.43)==<br /> <br /> [[image:R4-17.jpg|center|thumb|&lt;center&gt;'''R4-17'''&lt;/center&gt;|105px]]<br /> <br /> '''Option. '''The DO NOT DRIVE ON SHOULDER (R4-17) sign may be installed to inform road users that using the shoulder of a roadway as a travel lane is prohibited.<br /> <br /> '''Guidance. '''The DO NOT DRIVE ON SHOULDER (R4-17) sign should be considered for special conditions if there is a need determined by district traffic engineering staff. The sign should be considered as a temporary tool to aid in the enforcement of the condition. After it appears the problem has been corrected, these signs should be removed.<br /> <br /> '''Support. '''The R4-17 sign is to be used only where necessary. MoDOT does not want to set driver expectations for general use of this sign.<br /> <br /> =={{SpanID|903.2.36}}903.2.36 Selective Exclusion Signs and Plaques (MUTCD Section 2B.45)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R5-2.jpg|left|thumb|&lt;center&gt;'''R5-2'''&lt;/center&gt;|105px]]<br /> ||[[image:R5-2aP.jpg|left|thumb|&lt;center&gt;'''R5-2aP'''&lt;/center&gt;|105px]]<br /> ||[[image:R5-25.jpg|left|thumb|&lt;center&gt;'''R5-25'''&lt;/center&gt;|105px]]<br /> ||[[image:R5-29.jpg|left|thumb|&lt;center&gt;'''R5-29'''&lt;/center&gt;|105px]]<br /> |}<br /> <br /> '''Option. '''Selective Exclusion signs may be used to provide notice to road users that State or local statutes or ordinances exclude designated types of traffic from using particular roadways or facilities.<br /> <br /> '''Standard. '''Selective Exclusion signs shall clearly indicate the type of traffic that is excluded.<br /> <br /> '''Support. '''Typical exclusion messages include:<br /> ::A. No Trucks (R5-2),<br /> ::B. No Pedestrian Crossing (R9-3),<br /> ::C. EXCEPT LOCAL DELIVERY (R5-2aP) plaque.<br /> ::D. NO VENDING (R5-24)<br /> ::E. NO FISHING FROM BRIDGE (R5-25)<br /> ::F. AUTHORIZED AND EMERGENCY VEHICLES ONLY (R5-29)<br /> <br /> '''Guidance. '''If an exclusion is governed by vehicle weight, a Weight Limit sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.53|EPG 903.2.53]]) should be used instead of a Selective Exclusion sign.<br /> <br /> The Selective Exclusion sign should be placed on the right-hand side of the roadway at an appropriate distance from the intersection so as to be clearly visible to all road users turning into the roadway that has the exclusion. The No Pedestrian Crossing (R9-3) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.46|EPG 903.2.46]]) should be installed so as to be clearly visible to pedestrians who are at a location where an alternative route is available.<br /> <br /> '''Option. '''The No Pedestrian Crossing (R9-3) sign may also be used at underpasses or elsewhere where pedestrian facilities are not provided.<br /> <br /> The EXCEPT LOCAL DELIVERY (R5-2aP) plaque may be mounted below the R5-2 sign.<br /> <br /> The NO VENDING (R5-24) sign may be used at locations where vending is taking place within the right-of-way.<br /> <br /> '''Standard. '''When used, the NO FISHING FROM BRIDGE (R5-25) sign shall be mounted at or near the bridge ends.<br /> <br /> '''Option. '''The NO FISHING FROM BRIDGE (R5-25) sign may be used at locations where fishing from a bridge creates a safety hazard.<br /> <br /> '''Guidance. '''The AUTHORIZED AND EMERGENCY VEHICLES ONLY (R5-29) sign should be used at emergency crossovers to prohibit vehicles from using the emergency crossover unless they have special permission (such as law enforcement vehicles or emergency vehicles) or are performing official business (such as highway agency vehicles).<br /> <br /> The No U Turn sign should be installed above the AUTHORIZED AND EMERGENCY VEHICLES ONLY sign.<br /> <br /> Signing for both directions of traffic should be provided on one post with the signs being installed 90 degrees to the roadway. The signs should be mounted back to back. The post should be located approximately in the middle of the median. If median width is greater than 60 ft., consideration should be given to install separate signs.<br /> <br /> =={{SpanID|903.2.37}}903.2.37 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.46)==<br /> <br /> [[image:R5-1.gif|thumb|center|&lt;center&gt;'''R5-1'''&lt;/center&gt;|105px]]<br /> <br /> '''Standard. '''The DO NOT ENTER (R5-1) sign shall be used at the following locations:<br /> ::A. Where a two-way roadway becomes a one-way roadway;<br /> ::B. The intersection of an interchange exit ramp with a crossroad as specified in [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.39|EPG 903.2.39]] (see [[#fig903.2.39.1|Figure 903.2.39.1]]);<br /> ::C. The intersection of a channelized or turning roadway with a two-way undivided crossroad; and<br /> ::D. Except as provided in the fourth paragraph of this article, an intersection with a divided highway (see [[#fig903.2.37|Figure 903.2.37]]).<br /> <br /> If the DO NOT ENTER sign is mounted behind a STOP or YIELD sign:<br /> ::A. 36 x 36 inch DO NOT ENTER sign shall be used behind a 48 x 48 inch STOP sign; and<br /> ::B. 30 x 30 inch. DO NOT ENTER sign shall be used behind a 60 x 60 inch YIELD sign.<br /> <br /> '''Guidance. '''A DO NOT ENTER sign should be installed at other locations where additional emphasis is needed where wrong-way movements are prominent or where the intersecting angle of roadways is such that the visibility of ONE WAY signs alone does not sufficiently convey the restriction. <br /> <br /> '''Option. '''A DO NOT ENTER sign may be omitted on a low-speed urban street that is a divided highway at a crossing that functions as two separate intersections.<br /> <br /> '''Guidance. '''The DO NOT ENTER sign, if used, should be placed directly in view of a road user at the point where a road user could wrongly enter a divided highway, one-way roadway, or ramp. The sign should be mounted facing traffic that might enter the roadway or ramp in the wrong direction. <br /> <br /> At a crossing with a divided highway; the sign, if used, should be placed on the outside edge side of the roadway facing traffic that might enter the roadway in the wrong direction.<br /> <br /> If the DO NOT ENTER sign would be visible to traffic to which it does not apply, the sign should be turned away from, or shielded from, the view of that traffic.<br /> <br /> A second DO NOT ENTER sign should be used, particularly where traffic approaches from an intersecting roadway ([[#fig903.2.37|Figure 903.2.37]]).<br /> <br /> [[903.1 General (MUTCD Chapter 2A) #903.1.12|EPG 903.1.12]] contains the provisions for the use of continuously-operated or actuated LEDs to enhance the conspicuity of signs.<br /> <br /> {{SpanID|fig903.2.37}}<br /> [[File:Figure 903.2.37 Locations of DO NOT ENTER and WRONG WAY Signing for Divided Highway Crossings that Function as Two Separate Intersections.jpg|thumb|800px|alt=A vertical two-lane roadway intersects a horizontal divided highway with two eastbound lanes, a median, and two westbound lanes. Each direction of the horizontal highway has a left-turn lane at its intersection with the vertical roadway.<br /> <br /> Along the eastbound lanes, a required R5-1 “DO NOT ENTER” sign is posted on the median to the left of the left-turn lane, facing westbound traffic. A second R5-1 sign is posted to the right of the eastbound right lane at the intersection, also facing westbound traffic. Farther west along the eastbound lanes, two R5-1a “WRONG WAY” signs are installed outside of the travel lanes, one on each side of the roadway, both facing westbound traffic.<br /> <br /> Along the westbound lanes, a required R5-1 “DO NOT ENTER” sign is posted on the median to the left of the left-turn lane, facing eastbound traffic. A second R5-1 sign is posted to the right of the westbound right lane at the intersection, also facing eastbound traffic. Farther east along the westbound lanes, two R5-1a “WRONG WAY” signs are installed outside of the travel lanes, one on each side of the roadway, both facing eastbound traffic.<br /> <br /> Spacing guidance is shown: the R5-1 signs are placed 50 to 80 feet from the intersection, while the R5-1a signs are placed 200 to 250 feet from the R5-1 signs.|center|'''Figure 903.2.37 '''Locations of DO NOT ENTER and WRONG WAY Signing for Divided Highway Crossings that Function as Two Separate Intersections]]<br /> <br /> =={{SpanID|903.2.38}}903.2.38 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.47)==<br /> <br /> [[image:R5-1a.gif|thumb|center|&lt;center&gt;'''R5-1a'''&lt;/center&gt;|105px]]<br /> <br /> '''Option. '''The WRONG WAY (R5-1a) sign may be used as a supplement to the DO NOT ENTER sign where a crossroad intersects a one-way roadway in a manner that does not physically discourage or prevent wrong-way entry (see [[#fig903.2.37|Figure 903.2.37]]).<br /> <br /> '''Guidance. '''If used, the WRONG WAY sign should be placed at a location along the one-way roadway farther from the crossroad than the DO NOT ENTER sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.37|EPG 903.2.37]]).<br /> <br /> The WRONG WAY sign should be placed on the same side of the road as the DO NOT ENTER sign.<br /> <br /> '''Support. '''[[903.1 General (MUTCD Chapter 2A) #903.1.12|EPG 903.1.12]] contains the provisions for the use of continuously-operated or actuated LEDs to enhance the conspicuity of signs.<br /> <br /> =={{SpanID|903.2.39}}903.2.39 Wrong-Way Traffic Control at Interchange Ramps (MUTCD Section 2B.48)==<br /> <br /> '''Standard. '''At interchange exit ramp terminals where the ramp intersects a crossroad in such a manner that wrong-way entry could inadvertently be made, the following signs shall be used (see [[#fig903.2.39.1|Figure 903.2.39.1]]):<br /> ::A. At least one ONE WAY sign for each direction of travel on the crossroad shall be placed where the exit ramp intersects the crossroad.<br /> ::B. At least one DO NOT ENTER sign shall be conspicuously placed near the downstream end of the exit ramp in positions appropriate for full view of a road user starting to enter wrongly from the crossroad.<br /> ::C. At least one WRONG WAY sign shall be placed on the exit ramp facing a road user traveling in the wrong direction.<br /> <br /> '''Guidance. '''In addition, the following pavement markings should be used (see [[#fig903.2.39.1|Figure 903.2.39.1]]):<br /> ::A. On two-lane paved crossroads at interchanges, solid double yellow lines should be used as a center line for an adequate distance on both sides approaching the ramp intersections.<br /> ::B. Where crossroad channelization or ramp geometrics do not make wrong-way movements difficult, a lane-use arrow should be placed in each lane of an exit ramp near the crossroad terminal where it will be clearly visible to a potential wrong-way road user.<br /> <br /> '''Option. '''The following traffic control devices may be used to supplement the signs and pavement markings described in the first and second paragraphs of this article:<br /> ::A. Additional ONE WAY signs may be placed, especially on two-lane rural crossroads, appropriately in advance of the ramp intersection to supplement the required ONE WAY sign(s).<br /> ::B. Additional WRONG WAY signs may be used.<br /> ::C. Slender, elongated wrong-way arrow pavement markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #fig3b21|Figure 620.2.22.1]]) intended primarily to warn wrong-way road users that they are traveling in the wrong direction may be placed upstream from the ramp terminus (see [[#fig903.2.39.1|Figure 903.2.39.1]] ) to indicate the correct direction of traffic flow. Wrong-way arrow pavement markings may also be placed on the exit ramp at appropriate locations near the crossroad junction to indicate wrong-way movement.<br /> ::D. Lane-use arrow pavement markings may be placed on the exit ramp and crossroad near their intersection to indicate the permissive direction of flow.<br /> ::E. Lane control signs or movement prohibition signs may be used on the approaches to the exit ramp.<br /> ::D. A Keep Right (R4-7 or R4-7c) may be used on a ramp median nose for wrong-way traffic control.<br /> <br /> '''Guidance. '''On interchange entrance ramps where the ramp merges with the through roadway and the design of the interchange does not clearly make evident the direction of traffic on the separate roadways or ramps, a ONE WAY sign visible to traffic on the entrance ramp and through roadway should be placed on each side of the through roadway near the entrance ramp merging point.<br /> <br /> '''Option. '''On interchange entrance ramps where the ramp merges with the through roadway and the design of the interchange does not clearly make evident the direction of traffic on the separate roadways or ramps a No Left Turn (R3-2) sign may be located on the left-hand side of the entrance ramp at the gore. If a No Left Turn (R3-2) sign is located on the left-hand side, a supplemental R3-2 sign may be installed on the right-hand side of the entrance ramp. <br /> <br /> On interchange entrance ramps where the ramp merges with the through roadway and the design clearly indicates the direction of flow, a ONE WAY sign may be placed visible to traffic on the entrance ramp and/or a NO TURNS (R3-3) sign may be placed visible to traffic on the entrance ramp and through roadway at the gore area.<br /> <br /> '''Support. '''[[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.37|EPG 903.2.37]], [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.38|EPG 903.2.38]], and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.40|EPG 903.2.40]] contain further information on signing to avoid wrong-way movements at at-grade intersections on expressways.<br /> <br /> {{SpanID|fig903.2.39.1}}<br /> [[File:Figure 903.2.39.1. Example of Application of Regulatory Signing and Pavement Markings at an Exit Ramp Termination to Deter Wrong-Way Entry.jpg|800px|alt=The example shows a horizontal two-lane roadway with an entrance ramp connecting from the north and a vertical exit ramp intersecting from the south.<br /> <br /> At the top of the figure, on the horizontal roadway, a guide sign for “I-70 East Columbia” is shown to the right of the roadway, adjacent to a R3-1 “No Right Turn” sign and two R6-1 one-way signs, all facing eastbound traffic. Further east, at the intersection, there are two additional R6-1 one-way signs, back to back—one facing eastbound traffic and the other facing westbound traffic.<br /> <br /> At the bottom of the figure, on the vertical exit ramp, two R5-1a “WRONG WAY” signs are shown, one on each side of the roadway, both facing north. A Wrong-Way arrow is marked on the pavement between the signs. Further north, two R5-1 “DO NOT ENTER” signs are shown on both sides of the roadway, both facing north. As the exit ramp approaches the intersection, it splits into two lanes, one for right turns and one for through/left turns, separated by a triangular-shaped channelizing island.<br /> <br /> At the intersection of the exit ramp right-turn lane, a Wrong-Way arrow is marked on the pavement. A yield line pavement marking is shown across the lane. Adjacent to this marking and on the right side of the lane, an R1-2 “Yield” sign is shown, with an optional R1-1 “Stop” sign alternative, in which case the marking should be a stop line. Immediately behind these signs, an R5-1 “DO NOT ENTER” sign is shown facing toward the northeast and the horizontal roadway.<br /> <br /> In the through/left-turn lane of the exit ramp, an R1-1 “Stop” sign is posted on the island in front of two back-to-back R6-1 one-way signs that face both directions of the horizontal roadway.<br /> <br /> Spacing guidance is shown: the R5-1 signs are placed 50 to 80 feet from the intersection, while the R5-1a “WRONG WAY” signs are placed 200 to 250 feet from the DO NOT ENTER sign.|thumb|center|'''Figure 903.2.39.1.''' Example of Application of Regulatory Signing and Pavement Markings at an Exit Ramp Termination to Deter Wrong-Way Entry]]<br /> <br /> {{SpanID|fig903.2.39.2}}<br /> [[File:Figure 903.2.39.2. Locations of Wrong-Way signing for Divided Highways with Offset Left Turn Lanes.jpg|800px|alt=The example shows a horizontal divided highway intersected by a vertical two-lane roadway. The divided highway has two eastbound lanes, a median, and two westbound lanes, each with a left-turn lane at the intersection.<br /> <br /> Starting with the eastbound approach, two R5-1a “WRONG WAY” signs are located outside of the travel lane, one on each side of the roadway, both facing east. Just east of these, an R5-1 “DO NOT ENTER” sign is posted on the median to the left of the eastbound left-turn lane, and another R5-1 sign is posted to the right of the eastbound right lane. Additionally, a third “DO NOT ENTER” sign is placed just east of the first sign on the right.<br /> <br /> On the westbound approach, two R5-1a “WRONG WAY” signs are located outside of the travel lane, one on each side of the roadway, both facing west. Just west of these, an R5-1 “DO NOT ENTER” sign is posted on the median to the left of the westbound left-turn lane, and another R5-1 sign is posted to the right of the westbound right lane. Additionally, a third “DO NOT ENTER” sign is placed just west of the first sign on the right.<br /> <br /> In total, six R5-1 “DO NOT ENTER” signs and four R5-1a “WRONG WAY” signs are shown, oriented toward drivers who may mistakenly travel the wrong way.|thumb|center|'''Figure 903.2.39.2. ''' Locations of Wrong-Way signing for Divided Highways with Offset Left Turn Lanes&lt;br/&gt;&lt;br/&gt;'''Notes:'''&lt;br/&gt;<br /> &lt;ol style=&quot;margin-left: 1.5em;&quot;&gt;<br /> &lt;li&gt;Distances may be adjusted up to 20’ +/- based on engineering judgement&lt;/li&gt;<br /> &lt;li&gt;4”x72” red sign post delineators are optional&lt;/li&gt;<br /> &lt;li&gt;MoDOT maintained signs shall not be installed on the back of non-MoDOT maintained signs&lt;/li&gt;<br /> &lt;li&gt;See [[#fig903.2.41.1 |Figure 903.2.41.4 ]] for ONE WAY signing for Divided Highways with Offset Left Turn Lanes&lt;/li&gt;<br /> &lt;/ol&gt;<br /> ]]<br /> <br /> =={{SpanID|903.2.40}}903.2.40 ONE WAY Signs (R6-1 and R6-2) (MUTCD Section 2B.49)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R6-1.gif|left|thumb|&lt;center&gt;'''R6-1'''&lt;/center&gt;|170px]]<br /> |[[image:R6-2.gif|left|thumb|&lt;center&gt;'''R6-2'''&lt;/center&gt;|110px]]<br /> |}<br /> <br /> '''Standard. '''Except as provided in the sixth paragraph of this article, the ONE WAY (R6-1 or R6-2) sign shall be used to indicate streets or roadways upon which vehicular traffic is allowed to travel in one direction only.<br /> <br /> ONE WAY signs shall be placed parallel to the one-way street at all alleys and roadways that intersect one-way roadways.<br /> <br /> At the crossing of a roadway with a divided highway that functions as two separate intersections, ONE WAY signs shall be placed, visible to each crossroad approach, on the near right and far left corners of each intersection with the directional roadways (see [[#fig903.2.41.1|Figures 903.2.41.1]] and [[#fig903.2.41.2|903.2.41.2]]).<br /> <br /> At the crossing of a roadway with a divided highway that functions as a single intersection Keep Right (R4-7) signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.34|EPG 903.2.34]]) and/or ONE WAY signs shall be installed (see [[#fig903.2.41.3|Figure 903.2.41.3]] and [[#fig903.2.41.4|Figure 903.2.41.4]]). If Keep Right signs are installed, they shall be placed as close as practicable to the approach ends of the medians and shall be visible to traffic on the divided highway as shown in [[#fig903.2.41.3|Figure 903.2.41.3]] and [[#fig903.2.41.4|Figure 903.2.41.4]]. If ONE WAY signs are installed, they shall be placed on the near right and far left corners of the intersection and shall be visible to each crossroad approach.<br /> <br /> '''Option. '''At the crossing of a roadway with a divided highway, regardless of function as a single or separate intersections, ONE WAY signs may also be placed on the far right corner of the intersection as shown in [[#fig903.2.41.1|Figure 903.2.41.1]], [[#fig903.2.41.2|Figure 903.2.41.2]], [[#fig903.2.41.3|Figure 903.2.41.3]] and [[#fig903.2.41.4|Figure 903.2.41.4]]. <br /> <br /> ONE WAY signs may be omitted on the one-way roadways of divided highways, where the design of interchanges indicates the direction of traffic on the separate roadways.<br /> <br /> '''Support. ''' [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.39|EPG 903.2.39]] contains information for the placement of ONE WAY signs at a crossroad with an interchange.<br /> <br /> '''Standard. '''If used at unsignalized intersections with one-way streets, ONE WAY signs shall be placed on the near right and the far left corners of the intersection facing traffic entering or crossing the one-way street.<br /> <br /> If used at signalized intersections with one-way streets, ONE WAY signs shall be placed near the appropriate signal faces, on the poles holding the traffic signals, on the mast arm or span wire holding the signals, or at the locations specified for unsignalized intersections.<br /> <br /> At unsignalized T-intersections where the roadway at the top of the T-intersection is a one-way roadway, ONE WAY signs shall be placed on the near-right and the far side of the intersection facing traffic on the stem approach.<br /> <br /> ONE WAY (R6-2) signs may be used in lieu of ONE WAY (R6-1) signs on mast arms for signals or where lateral space is limited.<br /> <br /> Where the central island of a roundabout allows for the installation of signs, ONE WAY signs may be used to direct traffic counter-clockwise around the central island (see [[#fig903.2.40.2|Figure 903.2.40.2]] and [[#fig903.2.40.3|Figure 903.2.40.3]]).<br /> <br /> '''Guidance. '''Where used on the central island of a roundabout, the mounting height of a ONE WAY sign should be at least 4 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way.<br /> <br /> {{SpanID|fig903.2.40.1}}<br /> [[File:Figure 903.2.40.1 Example of Regulatory and Warning Signs for a Mini-Roundabout.png|center|thumb|alt=A central island surrounded by a circular roadway is shown with four roadways that enter from the north, south, east, and west.<br /> On the roadway entering the circular roadway from the south, a sign assembly composed of a W2-6 sign mounted above a W13-1P plaque is shown to the right of the roadway facing south. Farther north, a W11-2 sign mounted above a W16-7P plaque is shown to the right of the roadway facing south in advance of a crosswalk. Just beyond this crosswalk, an R1-2 “YIELD” sign is shown on the right side of the roadway facing south, at the entrance to the mini-roundabout.<br /> On the opposite side of the road, before the same crosswalk, a W11-2 sign mounted above a W16-7P plaque is shown facing north.|800px|'''Figure 903.2.40.1''' Example of Regulatory and Warning Signs for a Mini-Roundabout]]<br /> <br /> {{SpanID|fig903.2.40.2}}<br /> [[File:Figure 903.2.40.2 Example of Regulatory and Warning Signs for a One-Lane Roundabout.png|center|thumb|alt=A central island surrounded by a circular roadway is shown with four roadways that enter from the north, south, east, and west.<br /> On the roadway entering the circular roadway from the south, a sign assembly composed of a W2-6 sign mounted above a W13-1P plaque is shown to the right of the roadway facing south. Farther north, a W11-2 sign mounted above a W16-7P plaque is shown to the right of the roadway facing south in advance of a crosswalk. Just beyond this crosswalk, an R1-2 “YIELD” sign is shown on the right side of the roadway facing south as it enters the one-lane roundabout.<br /> Within the central island of the roundabout, an R6-1 “ONE WAY” sign is shown facing south. In the median of the north approach, prior to entering the roundabout, an R1-2 “YIELD” sign is shown facing south.<br /> On the opposite side of the south approach (before the same crosswalk), a W11-2 sign mounted above a W16-7P plaque is shown facing north.|800px|'''Figure 903.2.40.2''' Example of Regulatory and Warning Signs for a One-Lane Roundabout]]<br /> <br /> {{SpanID|fig903.2.40.3}}<br /> [[File:Figure 903.2.40.3 Example of a Regulatory and Warning Signs for a Two-Lane Roundabout with Consecutive Double lefts.png|center|thumb|alt=A central island surrounded by a circular roadway is shown with four roadways that enter from the north, south, east, and west.<br /> On the roadway entering the circular roadway from the south, a sign assembly composed of a W2-6 sign mounted above a W13-1P plaque is shown to the right of the roadway facing south. Farther north, a W11-2 sign mounted above a W16-7P plaque is shown to the right of the roadway facing south in advance of a crosswalk. Just beyond this crosswalk, an R1-2 “YIELD” sign is shown on the right side of the roadway facing south as it enters the one-lane roundabout.<br /> Within the central island of the roundabout, an R6-1 “ONE WAY” sign is shown facing south. In the median of the northbound approach, prior to entering the roundabout, an R1-2 “YIELD” sign is shown facing south. Additionally, in this same median, two sign assemblies composed of a W2-6 sign mounted above a W13-1P plaque are shown: one placed before the crosswalk facing south, and another placed just beyond the crosswalk facing north.<br /> On the opposite side of the north approach (before the same crosswalk), a W11-2 sign mounted above a W16-7P plaque is shown facing north.|800px|'''Figure 903.2.40.3''' Example of a Regulatory and Warning Signs for a Two-Lane Roundabout with Consecutive Double lefts]]<br /> <br /> =={{SpanID|903.2.41}}903.2.41 Divided Highway Crossing Signs (R6-3 and R6-3a) (MUTCD Section 2B.50)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R6-3.gif|left|thumb|&lt;center&gt;'''R6-3'''&lt;/center&gt;|150px]]<br /> |[[image:R6-3a.gif|left|thumb|&lt;center&gt;'''R6-3a'''&lt;/center&gt;|150px]]<br /> |}<br /> <br /> '''Standard. '''On unsignalized minor-street approaches from which both left turns and right turns are permitted onto a divided highway at a crossing that functions as two separate intersections (see [[903.1 General (MUTCD Chapter 2A) #903.1.23|EPG 903.1.23]]), a Divided Highway Crossing (R6-3 or R6-3a) sign shall be used to advise road users that they are approaching an intersection with a divided highway (see [[#fig903.2.41.1|Figure 903.2.41.1]] and [[#fig903.2.41.2|Figure 903.2.41.2]]).<br /> <br /> If a Divided Highway Crossing sign is used at a four-leg intersection, the R6-3 sign shall be used. If used at a T-intersection, the R6-3a sign shall be used.<br /> <br /> The Divided Highway Crossing sign shall be located on the near right corner of the intersection, mounted beneath a STOP or YIELD sign or on a separate support.<br /> <br /> The DIVIDED HIGHWAY (R6-3b) sign may be used in situations where the R6-3 or R6-3a Divided Highway Crossing signs may be confusing.<br /> <br /> {{SpanID|fig903.2.41.1}}<br /> [[File:Figure 903.2.41.1 ONE WAY Signing for Divided Highways with Median Widths Greater than 150 Feet.png|center|thumb|alt=The example shows a horizontal divided highway intersected by a vertical two-lane roadway. The divided highway has two lanes to the east, a wide median greater than 150 feet, and two lanes to the west, each with a left-turn lane at the intersection.<br /> On the vertical roadway, northbound approach, on the right just before the intersection with the east lanes there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing south. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the east lanes, there is an R6-1 “ONE WAY” sign on the right corner facing south.<br /> Further north, at the intersection with the west lanes, an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign faces south. Behind this sign, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the west lanes, there is an R6-1 “ONE WAY” sign on the right corner facing south.<br /> On the vertical roadway, southbound approach, the signing is mirrored. On the right just before the intersection with the west lanes, there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing north. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the west lanes, there is an R6-1 “ONE WAY” sign on the right corner facing north.<br /> Further south, at the intersection with the east lanes, an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign faces north. Behind this sign, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the east lanes, there is an R6-1 “ONE WAY” sign on the right corner facing north.|800px|'''Figure 903.2.41.1''' ONE WAY Signing for Divided Highways with Median Widths Greater than 150 Feet]]<br /> <br /> {{SpanID|fig903.2.41.2}}<br /> [[File:Figure 903.2.41.2 ONE WAY Signing for Divided Highways with Median Widths of 60 Feet to 150 Feet.png|center|thumb|alt=The example shows a horizontal divided highway intersected by a vertical two-lane roadway. The divided highway has two lanes to the east, a median width between 60 and 150 feet, and two lanes to the west, each with a left-turn lane at the intersection.<br /> On the vertical roadway, northbound approach, on the right just before the intersection with the east lanes there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing south. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the east lanes, there is an R6-1 “ONE WAY” sign on the right side of the roadway facing south.<br /> Further north, at the intersection with the west lanes, an R6-1 “ONE WAY” sign with either an R1-1 “STOP” sign or an R1-2 “YIELD” sign faces south. Behind this sign, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the west lanes, there is an R6-1 “ONE WAY” sign on the right corner facing south.<br /> On the vertical roadway, southbound approach, the signing is mirrored. On the right just before the intersection with the west lanes, there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing north. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the west lanes, there is an R6-1 “ONE WAY” sign on the right side of the roadway facing north.<br /> Further south, at the intersection with the east lanes, an R6-1 “ONE WAY” sign with either an R1-1 “STOP” sign or an R1-2 “YIELD” sign faces north. Behind this sign, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the east lanes, there is an R6-1 “ONE WAY” sign on the right corner facing north.|800px|'''Figure 903.2.41.2''' ONE WAY Signing for Divided Highways with Median Widths of 60 Feet to 150 Feet]]<br /> <br /> {{SpanID|fig903.2.41.3}}<br /> [[File:Figure 903.2.41.3 ONE WAY Signing for Divided Highways with Median Widths Narrower Than 60 Feet.png|center|thumb|alt=A vertical two-lane roadway intersects a horizontal highway with two lanes to the east, a median narrower than 60 feet, and two lanes to the west. Each direction of the horizontal highway has a left-turn lane at its intersection with the vertical roadway.<br /> On the vertical roadway, northbound approach, on the right just before the intersection with the east lanes there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing south. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the east lanes, there is an R4-7 “KEEP RIGHT” sign posted on the median facing west.<br /> Further north, past the intersection with the west lanes, an R6-1 “ONE WAY” sign faces south (optional).<br /> On the vertical roadway, southbound approach, the signing is mirrored. On the right just before the intersection with the west lanes, there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing north. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the west lanes, there is an R4-7 “KEEP RIGHT” sign posted on the median facing east.<br /> Further south, past the intersection with the east lanes, an R6-1 “ONE WAY” sign faces north (optional).|800px|'''Figure 903.2.41.3''' ONE WAY Signing for Divided Highways with Median Widths Narrower Than 60 Feet]]<br /> <br /> {{SpanID|fig903.2.41.4}}<br /> [[File:Figure 903.2.41.4 ONE WAY Signing for Divided Highways with Offset Left Turn Lanes.png|center|thumb|alt=A vertical two-lane roadway intersects a horizontal highway with two lanes to the east, a median, and two lanes to the west. Each direction of the horizontal highway has a left-turn lane at its intersection with the vertical roadway, and the left-turn lanes are offset across the median.<br /> On the vertical roadway, north approach, on the right just before the intersection with the east lanes there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing south. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the east lanes, there is an R4-7 “KEEP RIGHT” sign posted on the median facing west.<br /> Further north, past the intersection with the west lanes, an R6-1 “ONE WAY” sign faces south (optional).<br /> On the vertical roadway, south approach, the signing is mirrored. On the right just before the intersection with the west lanes, there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing north. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the west lanes, there is an R4-7 “KEEP RIGHT” sign posted on the median facing east.<br /> Further south, past the intersection with the east lanes, an R6-1 “ONE WAY” sign faces north (optional).|800px|'''Figure 903.2.41.4''' ONE WAY Signing for Divided Highways with Offset Left Turn Lanes]]<br /> <br /> =={{SpanID|903.2.42}}903.2.42 Parking, Standing, and Stopping Signs (R7 and R8 Series) (MUTCD Section 2B.52)==<br /> <br /> '''Support. '''Parking signs pertain to the parking, standing, and stopping of vehicles along the roadway and in designated parking areas. They cover a wide variety of regulations, and only general guidance can be provided here. The word “standing” when used on the R7 and R8 series of signs refers to the practice of a driver keeping the vehicle in a stationary position while continuing to occupy the vehicle. The word “stopping” when used on the R7 and R8 series signs refers to any vehicle, occupied by a driver or not, that stops other than to avoid conflict with other traffic or to comply with official direction. Other types of activities such as active loading, active passenger loading, and/or waiting might be established in State or local codes for use on R7 and R8 series signs.<br /> <br /> Parking signs are categorized as either (1) prohibiting parking or (2) permitting parking with restrictions on how parking is allowed. <br /> <br /> The types of parking, standing, or stopping prohibitions that might be encountered include, but are not limited to:<br /> ::A. Prohibited at all times;<br /> ::B. Prohibited only at certain times of the day and/or days of the week;<br /> ::C. Prohibited with exceptions, such as for bus stops, loading/unloading zones, persons with disabilities, or electric vehicle charging stations; or<br /> ::D. Prohibited under certain conditions, such as Snow Emergency Routes.<br /> <br /> Permissive parking signs allowing parking with restrictions include, but are not limited to:<br /> ::A. Parking only allowed for limited time duration (such as 30 minutes or for 1 hour); <br /> ::B. Metered parking requiring payment at an individual or a multi-space parking meter, or through electronic means such as by telephone or mobile application.;<br /> ::C. Parking only for specific persons (such as those with disabilities or patrons or employees of a business) or specific vehicle types (such as electric vehicles, police/government vehicles, motorcycles, bicycles, or taxis); <br /> ::D. Angled or back-in angled parking when it is not commonly used in the area;<br /> ::E. Parking programs such as neighborhood/residential permits, school areas, or special events; and<br /> ::F. Emergency parking or stopping only.<br /> <br /> The District Engineer is authorized to act on requests for parking restrictions within incorporated areas upon receipt of a city ordinance requesting the same.<br /> <br /> '''Option. '''The District Engineer may authorize parking restrictions after completion of a study by the district staff and review by county and local law enforcement.<br /> <br /> Within interchange areas and on ramps the standard NO PARKING ANYTIME (R7-1) sign may be used.<br /> <br /> '''Guidance. '''Local law enforcement agencies should be consulted when determining if there is a need for no parking signs to be installed.<br /> <br /> =={{SpanID|903.2.43}}903.2.43 Design of Parking, Standing, and Stopping Signs (MUTCD Section 2B.53)==<br /> &lt;center&gt;<br /> {| style=&quot;text-align: center;&quot;<br /> |-<br /> | [[File:R7-1.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-1 '''&lt;/center&gt;]]<br /> | [[File:R7-108.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-108 '''&lt;/center&gt;]]<br /> | [[File:R7-111.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-111 '''&lt;/center&gt;]]<br /> | [[File:R7-111a.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-111a '''&lt;/center&gt;]]<br /> | [[File:R7-112.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-112 '''&lt;/center&gt;]]<br /> | [[File:R7-112a.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-112a '''&lt;/center&gt;]]<br /> |-<br /> | [[File:R7-112b.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-112b '''&lt;/center&gt;]]<br /> | [[File:R7-113.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-113 '''&lt;/center&gt;]]<br /> | [[File:R7-113aP.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-113aP '''&lt;/center&gt;]][[File:R7-113bP.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-113bP '''&lt;/center&gt;]]<br /> | [[File:R7-114a.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-114a '''&lt;/center&gt;]]<br /> | [[File:R7-114b.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R7-114b '''&lt;/center&gt;]]<br /> | [[File:R7-201P.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-201P '''&lt;/center&gt;]]<br /> |-<br /> | [[File:R7-202P.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-202P '''&lt;/center&gt;]]<br /> | [[File:R7-5.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-5 '''&lt;/center&gt;]]<br /> | [[File:R7-8.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-8 '''&lt;/center&gt;]]<br /> | [[File:R7-8aP.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-8aP '''&lt;/center&gt;]]<br /> | [[File:R7-35.png|center|thumb|alt=|105px|&lt;center&gt;'''R7-35 '''&lt;/center&gt;]]<br /> <br /> |}<br /> &lt;/center&gt;<br /> '''Standard. '''Parking, standing, or stopping signs shall be rectangular.<br /> <br /> Public agencies shall follow established law (State law, local ordinance, or regulation) as adopted by the authorized agency regarding what messages are allowed on parking signs. <br /> <br /> The legend on parking signs shall state applicable regulations. Parking signs shall comply with the standards of shape, color, and location.<br /> <br /> Prohibitive parking signs shall be used where parking is prohibited at all times or at specific times. Except as otherwise provided in this article, parking signs shall have a red legend and border on a white background and, when the parking prohibition symbol is used, the symbol “P” shall be black. <br /> <br /> Permissive parking signs shall be used where only time-limited parking or parking in a particular manner is allowed. Permissive parking signs shall have a green legend and border on a white background.<br /> <br /> '''Guidance. '''Parking information, should be displayed from top to bottom of the sign, as applicable, in the following order:<br /> ::A. The restriction or prohibition;<br /> ::B. The times of the day that it is applicable, if not all hours;<br /> ::C. The days of the week that it is applicable, if not every day;<br /> ::D. Qualifying or supplementary information;<br /> ::E. Exemptions to the restriction of prohibition; and<br /> ::F. Any tow-away message or symbol.<br /> <br /> If the parking regulation applies to a limited area or zone, the limits of the regulation should be shown by arrows or supplemental plaques. If arrows are used and if the sign is at the end of a parking zone, there should be a single-headed arrow pointing in the direction that the regulation is in effect. If the sign is at an intermediate point in a zone, there should be a double-headed arrow pointing both ways. When a single sign is used at the transition point between two parking zones, it should display a right arrow and a left arrow pointing in the direction that the respective regulations apply.<br /> <br /> '''Standard. '''The times and days for which the parking regulations are in effect shall be posted if they are not in effect at all times of day or all days of the week. <br /> <br /> '''Option. '''As an alternate to the use of arrows to show designated restriction zones, the following word messages may be used: BEGIN, END, HERE TO CORNER, HERE TO ALLEY, and THIS SIDE OF SIGN.<br /> <br /> '''Standard. '''Where parking spaces are reserved for persons with disabilities, the Accessible Parking (R7-8) sign shall be used to designate the space and shall display the official International Symbol of Accessibility. <br /> <br /> Where parking spaces that are reserved for persons with disabilities are designed to accommodate wheelchair vans, a VAN ACCESSIBLE (R7-8aP) plaque shall be mounted below the R7-8 sign. <br /> <br /> The RESERVED PARKING for Persons with Disabilities (R7-8) sign shall be installed in rest area parking lots 10 ft. to 16 ft. from the edge of the handicap ramp.<br /> <br /> '''Support. '''The R7-8L has a left arrow and the R7-8R a right arrow. The R7-8 does not have an arrow.<br /> <br /> '''Guidance. '''Where parking spaces are designated for parking of electric vehicles, an Electric Vehicle Parking (R7-111 series, R7-112 series, and R7-113) sign should be installed adjacent to the designated spaces. Where there is no time limit, the R7-111 series sign should be used. Where parking is subject to a time limit, the R7-112 series sign should be used. <br /> <br /> Where parking spaces are only designated for charging of electric vehicles, an R7-113 sign or R7-114 series sign should be installed adjacent to the designated spaces.<br /> <br /> Where additional restrictions apply while a vehicle occupies the designated space, the R7-113P series plaques should be installed below the R7-113 sign or the R7-114 series signs.<br /> <br /> '''Option. '''A Tow-Away Zone (R7-201P or R7-201aP) plaque may be mounted below any parking prohibition sign. The word legend TOW-AWAY ZONE may be incorporated into the parking prohibition sign in lieu of using a separate plaque. <br /> <br /> The R7-201P plaque may have a black or red symbol and border on a white background. <br /> <br /> '''Guidance. '''When a legend other than that on the standard parking signs is necessary, letter height, symbol size, and basic sign layout should be consistent with the those shown on the standard parking signs as detailed in the FHWA “Standard Highway Signs” publication (see [[911 General (MUTCD Part 1) #911.1.5|EPG 911 (MUTCD Section 1A.05)]]). '''<br /> <br /> In general, the letter height of the principal legend on parking signs sized for urbanized applications should be at least 2 inches. <br /> <br /> The NO PARKING ON BRIDGE sign (R7-35) should be used at bridge ends or on bridges where motorists tend to block or endanger through traffic by parking on the bridge.<br /> <br /> =={{SpanID|903.2.44}}903.2.44 Placement of Parking, Standing, and Stopping Signs (MUTCD Section 2B.54)==<br /> <br /> '''Support. '''The efficacy of parking, standing, and stopping signs, when used on conventional roads in urbanized or developed environments, depends on their visibility and consistent placement along a street or within a particular block. It is often impracticable for the entire legend to be legible from similar distances as for other types of signs. Therefore, it is important that their conventional form be recognizable from an adequate distance such that the road user can obtain the information upon closer inspection.<br /> <br /> '''Guidance. '''When signs with arrows are used to indicate the extent of the restricted zones, the signs should be set at an angle of not less than 30 degrees nor more than 45 degrees with the line of traffic flow in order to be visible to approaching traffic.<br /> <br /> When signs are placed at the head of perpendicular parking stalls, the signs should be parallel to the roadway facing the parking stall.<br /> <br /> Spacing of signs should be based on legibility, conspicuity, and sign orientation.<br /> <br /> If the zone is long, signs should be used at intermediate points within the zone.<br /> <br /> If the signs are mounted at an angle of 90 degrees to the curb line, two signs should be mounted back to back at the transition point between two parking zones, each with an appended THIS SIDE OF SIGN (R7-202P) supplemental plaque.<br /> <br /> If the signs are mounted at an angle of 90 degrees to the curb line, signs without any arrows or appended plaques should be used at intermediate points within a parking zone, facing in the direction of approaching traffic. Otherwise, the standards of placement should be the same as for signs using directional arrows.<br /> <br /> '''Option. '''Blanket parking regulations that apply to an entire jurisdiction may, if legal, be posted in the vicinity of the jurisdictional boundary lines. Blanket parking regulations that apply to a posted zone or district may, if legal, be posted at the entry points to the zone or district. <br /> <br /> =={{SpanID|903.2.45}}903.2.45 Emergency Restriction Signs (R8-7) (MUTCD Section 2B.55)==<br /> <br /> [[image:R8-7.gif|center|150px|thumb|&lt;center&gt;'''R8-7'''&lt;/center&gt;]]<br /> <br /> '''Standard. '''Emergency Restriction signs shall be rectangular and shall have a black legend and border on a white background. <br /> <br /> '''Option. '''The EMERGENCY STOPPING ONLY (R8-7) sign may be used to discourage or prohibit shoulder parking on the interstate and other freeway highway systems based on the Missouri Revised Statutes, Section 304.024.<br /> <br /> '''Guidance. '''The use of the EMERGENCY STOPPING ONLY sign should be held to a minimum and not erected unless there is a specific problem.<br /> <br /> '''Support. ''' [[913.2 Signs (MUTCD Chapter 8B) #913.2.7|EPG 913.2.7]] contains information for the use of the DO NOT STOP ON TRACKS (R8-8) sign to discourage or prohibit parking or stopping on railroad or light rail transit tracks.<br /> <br />  <br /> <br /> =={{SpanID|903.2.46}}903.2.46 Pedestrian Crossing Signs (R9-3) (MUTCD Section 2B.57)==<br /> &lt;center&gt;<br /> {|<br /> |-<br /> | [[File:R9-3.jpg|thumb|center|&lt;center&gt;'''R9-3'''&lt;/center&gt;|120px]]<br /> | [[File:R9-3a.jpg|thumb|center|&lt;center&gt;'''R9-3a'''&lt;/center&gt;|120px]]<br /> |}&lt;/center&gt;<br /> <br /> '''Option. '''Pedestrian Crossing signs may be used to limit pedestrian crossing to specific locations.<br /> <br /> '''Standard. '''If used, Pedestrian Crossing signs shall be installed to face pedestrian approaches.<br /> <br /> '''Option. '''The No Pedestrian Crossing (R9-3) sign may be used to prohibit pedestrians from crossing a roadway at an undesirable location or in front of a school or other public building where a crossing is not designated.<br /> <br /> The NO PEDESTRIAN CROSSING (R9-3a) word message sign may be used as an alternate to the R9-3 symbol sign.<br /> <br /> '''Support. '''Pedestrians with vision disabilities might need features other than traffic control devices to provide effective communication of the prohibition of pedestrian crossing.<br /> <br /> =={{SpanID|903.2.47}}903.2.47 Traffic Signal Pedestrian and Bicyclist Actuation Signs (R10-3b, R10-3d, R10-3e, R10-4, and R10-25) (MUTCD Section 2B.58)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |-<br /> | [[File:R10-3b.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-3b'''&lt;/center&gt;]]<br /> | [[File:R10-3d.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-3d'''&lt;/center&gt;]]<br /> | [[File:R10-3e.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-3e'''&lt;/center&gt;]]<br /> | [[File:R10-4.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-4'''&lt;/center&gt;]]<br /> | [[File:R10-25.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-25'''&lt;/center&gt;]]<br /> |-<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Standard. '''Where manual actuation of a traffic signal is required for pedestrians or bicyclists to call a signal phase to cross the roadway, traffic signal signs applicable to pedestrian actuation or bicyclist actuation shall be mounted immediately above or incorporated into the push button detector units (see [[902.9 Pedestrian Control Features (MUTCD Chapter 4I) #902.9.5|EPG 902.9.5]]). '''<br /> <br /> '''Support. '''Traffic signal signs applicable to pedestrians include:<br /> ::A. Push Button for Walk Signal (R10-3 series), and<br /> ::B. Push Button for Green Signal (R10-4 series).<br /> <br /> '''Option. '''If the signalized intersection has push buttons but no pedestrian heads the PUSH BUTTON FOR GREEN SIGNAL (R10-4) sign may be used instead of the R10-3e and R10-3j signs.<br /> <br /> '''Guidance. '''The finger in the push button symbol on the R10-4 sign should point in the same direction as the arrow on the sign.<br /> <br /> '''Option. '''Where symbolic pedestrian signal indications are used, an educational sign (R10-3b) may be used at signalized intersections. The R10-3d educational sign may be used to inform pedestrians that the pedestrian clearance time is sufficient only for the pedestrian to cross to the median at locations where pedestrians cross in two stages using a median refuge island. The R10-3e educational sign may be used where countdown pedestrian signals have been provided. <br /> <br /> The R10-3e sign shall be used with pre-timed pedestrian signals. For actuated pedestrian signal, the R10-3eL and R10-3eR shall be mounted immediately above or incorporated in pedestrian pushbutton units.<br /> <br /> The R10-25 sign may be used where a push button detector has been installed for pedestrians to activate In-Roadway Warning Lights (see [[902.20 In-Roadway Warning Lights (MUTCD Chapter 4U) #902.20|EPG 902.20]]) or flashing beacons that have been added to the pedestrian warning signs.<br /> <br /> =={{SpanID|903.2.48}}903.2.48 Traffic Signal Signs and Plaques (R10-5 through R10-23a) (MUTCD Section 2B.59)==<br /> &lt;center&gt;<br /> {|<br /> |-<br /> | [[File:R10-5.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-5 '''&lt;/center&gt;]]<br /> | [[File:R10-6.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-6 '''&lt;/center&gt;]]<br /> | [[File:R10-7.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-7 '''&lt;/center&gt;]]<br /> | [[File:R10-10.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-10 '''&lt;/center&gt;]]<br /> |-<br /> | [[File:R10-12.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-12 '''&lt;/center&gt;]]<br /> | [[File:R10-12a.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-12a '''&lt;/center&gt;]]<br /> | [[File:R10-13.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-13 '''&lt;/center&gt;]]<br /> | [[File:R10-14.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-14 '''&lt;/center&gt;]]<br /> | [[File:R10-14a.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-14a '''&lt;/center&gt;]]<br /> |-<br /> | [[File:R10-14b.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-14b '''&lt;/center&gt;]]<br /> | [[File:R10-15.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-15 '''&lt;/center&gt;]]<br /> | [[File:R10-23.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-23 '''&lt;/center&gt;]]<br /> | [[File:R10-23a.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-23a '''&lt;/center&gt;]]<br /> |-<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''To supplement traffic signal control, traffic signal (R10-5 through R10-30) signs may be used to regulate road users.<br /> <br /> Traffic signal signs may be installed at certain locations to clarify signal control. Among the legends that may be used for this purpose are:<br /> ::A. LEFT (RIGHT) ON GREEN ARROW ONLY (R10-5), <br /> ::B. STOP HERE ON RED (R10-6) for observance of stop lines, <br /> ::C. DO NOT BLOCK INTERSECTION (R10-7) for avoidance of traffic obstructions, <br /> ::D. LEFT (RIGHT) TURN SIGNAL (R10-10),<br /> ::E. U TURN SIGNAL (R10-10a) for exclusive control of a U-turn movement,<br /> ::F. LEFT (RIGHT) TURN YIELD ON GREEN (symbolic circular green) (R10-12), and<br /> ::G. LEFT (RIGHT) TURN YIELD ON FLASHING YELLOW ARROW (R10-12a).<br /> <br /> '''Guidance. '''If used, the LEFT ON GREEN ARROW ONLY sign, the LEFT TURN SIGNAL sign, the LEFT TURN YIELD ON GREEN (symbolic circular green) sign, or the LEFT TURN YIELD ON FLASHING YELLOW ARROW sign should be located adjacent to the left-turn signal face.<br /> <br /> '''Standard. '''The LEFT TURN SIGNAL (R10-10L) sign has been discontinued by MoDOT. These signs shall remain in place until the circular red indication is replaced with a red left arrow (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.6|EPG 902.6.6]] Signal Indications for Protected Only Mode Left-Turn Movements in a Separate Signal Face).<br /> <br /> If an existing R10-10L is at the end of its service life, it shall be removed, and the circular red indication shall be replaced with a red left arrow.<br /> <br /> '''Guidance. '''If used, the RIGHT ON GREEN ARROW ONLY sign, the RIGHT TURN SIGNAL sign, or the RIGHT TURN YIELD ON FLASHING YELLOW ARROW sign should be located adjacent to the right-turn signal face.<br /> <br /> '''Option. '''If used, a U TURN SIGNAL (R10-10a) sign may be installed adjacent to the signal face that exclusively controls a U-turn movement.<br /> <br /> '''Standard. '''The CROSSWALK—STOP ON RED (symbolic circular red) (R10-23) and STOP ON RED-YIELD ON FLASHING RED AFTER STOP (R10-23a) signs shall only be used in conjunction with pedestrian hybrid beacons (see [[902.10 Pedestrian Hybrid Beacons (MUTCD Chapter 4J) #902.10.2|EPG 902.10.2]]).<br /> <br /> The EMERGENCY SIGNAL (R10-13) sign shall be used in conjunction with emergency-vehicle traffic control signals (see [[902.13 Traffic Control Signals for Emergency-Vehicle Access (MUTCD Chapter 4M) #902.13.2|EPG 902.13.2]]).<br /> <br /> The EMERGENCY SIGNAL—STOP ON FLASHING RED (R10-14 or R10-14a) sign shall be used in conjunction with emergency-vehicle hybrid beacons (see [[902.14 Hybrid Beacons for Emergency-Vehicle Access (MUTCD Chapter 4N) #902.14.2|EPG 902.14.2]]).<br /> <br /> '''Option. '''If needed for extra emphasis, a STOP HERE ON FLASHING RED (R10-14b) sign may be installed with an emergency-vehicle hybrid beacon.<br /> <br /> '''Standard. '''The Left Turn Yield to Bicycles (R10-12b) sign shall be limited to applications where the conflicting bicyclist movement would be unexpected in direction, location, or similar condition that would tend to violate the expectation of a turning motorist.<br /> <br /> '''Guidance. '''The Left Turn Yield to Bicycles sign should be located adjacent to the left-turn signal face. <br /> <br /> Currently the R10-12b sign is not used by MoDOT. Contact the Highway Safety and Traffic division when considering the use of this sign.<br /> <br /> Where conditions might warrant additional emphasis to drivers turning at a signalized intersection where potential pedestrian conflicts might not be readily apparent, a Turning Vehicles Yield to Pedestrians (R10-15) sign may be used.<br /> <br /> The R10-15 series signs, where used, should be placed as follows:<br /> ::A. On the near right corner of the signalized intersection for right-turning vehicles.<br /> ::B. On the far left corner of the signalized intersection for the left-turning vehicles onto a two-way street.<br /> ::C. On the near left corner of the signalized intersection for left-turning vehicles from a one-way street onto a one-way street.<br /> <br /> =={{SpanID|903.2.49}}903.2.49 No Turn on Red Signs (R10-11 and R10-30a) (MUTCD Section 2B.60)==<br /> <br /> &lt;center&gt;<br /> {|<br /> | [[File:R10-11.gif|thumb|center|105px|&lt;center&gt;'''R10-11'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Standard. '''Where a right turn on a circular red signal indication (or a left turn on a circular red signal indication from a one-way street to a one-way street) is to be prohibited, a NO TURN ON RED (R10-11) word message sign shall be used. <br /> <br /> The NO TURN ON RED (R10-11) sign shall be used to prohibit a right turn on red.<br /> <br /> '''Guidance. '''If used, the No Turn on Red sign should be installed near the appropriate signal head.<br /> <br /> A No Turn on Red sign should be considered when an engineering study finds that one or more of the following conditions exists:<br /> ::A. Inadequate sight distance to vehicles approaching from the left (or right, if applicable);<br /> ::B. Geometrics or operational characteristics of the intersection that might result in unexpected conflicts;<br /> ::C. An exclusive pedestrian or bicycle phase;<br /> ::D. An unacceptable number of conflicting pedestrian movements with right-turn-on-red maneuvers, especially involving children, older pedestrians, or persons with disabilities;<br /> ::E. More than three right-turn-on-red crashes reported in a 12-month period for the particular approach; or<br /> ::F. The skew angle of the intersecting roadways creates difficulty for drivers to see traffic approaching from their left (or right, if applicable).<br /> <br /> '''Standard. '''If an R10-11 sign with conventional road size as shown in [[#tab903.2.3|Table 903.2.3]] is used on an approach on the far side of the intersection and the distance between the stop line and the sign is greater than 120 feet, then a duplicate sign shall be located on the near side of the intersection to supplement the sign on the far side of the intersection. <br /> <br /> Except as provided by the option below, if right turn on red (RTOR) is restricted, then the NO TURN ON RED (R10-11) sign shall be used in lieu of the RIGHT TURN SIGNAL sign.<br /> <br /> '''Guidance. '''If used, the NO TURN ON RED sign should mounted adjacent to the far right signal indication. Refer to [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.13|EPG 902.6.13]] to determine when a NO TURN ON RED sign should be considered.<br /> <br /> '''Option. '''Where space is limited, the square-shaped NO TURN ON RED (R10-11b) sign may be used instead of the R10-11 sign.<br /> <br /> When a no-turn-on-red restriction applies during certain time periods only, the following alternatives may be used: <br /> ::A Movement Prohibition (R3-1, R3-2, R3-4, R3-18, and R3-27) signs or NO TURN ON RED signs displayed by using a blank-out sign for the time period or one or more portion(s) of a particular cycle of the traffic control signal during which the prohibition is applicable; or<br /> <br /> White LEDs may be used in the border and activated during periods of turn prohibition to enhance the sign conspicuity.<br /> <br /> A RIGHT TURN ON RED MUST YIELD TO U-TURN (R10-30) sign may be installed to remind road users that they must yield to conflicting U-turn traffic on the street or highway onto which they are turning right on a red signal after stopping.<br /> <br /> A RIGHT TURN MUST YIELD TO U-TURN (R10-30a) sign may be installed under a yield sign to remind road users that they must yield to conflicting U-turn traffic on the street or highway on to which they are turning right controlled by a yield sign.<br /> <br /> =={{SpanID|903.2.50}}903.2.50 Ramp Metering Signs (R10-28 and R10-29) (MUTCD Section 2B.61)==<br /> <br /> &lt;center&gt;<br /> {|<br /> | [[File:R10-28.jpg|thumb|center|95px|&lt;center&gt;'''R10-28'''&lt;/center&gt;]]<br /> | [[File:R10-29.jpg|thumb|center|125px|&lt;center&gt;'''R10-29'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''When ramp control signals (see [[902.16 Traffic Control Signals for Freeway Entrance Ramps (MUTCD Chapter 4P) #902.2.16|EPG 902.16]]) are used to meter traffic on a freeway or expressway entrance ramp, regulatory signs with legends appropriate to the control may be installed adjacent to the ramp control signal faces.<br /> <br /> For entrance ramps with only one controlled lane, an XX VEHICLE(S) PER GREEN (R10-28) sign may be used to inform road users of the number of vehicles that are permitted to proceed during each short display of the green signal indication. For entrance ramps with more than one controlled lane, an XX VEHICLE(S) PER GREEN EACH LANE (R10-29) sign may be used to inform road users of the number of vehicles that are permitted to proceed from each lane during each short display of the green signal indication.<br /> <br /> '''Support. '''[[903.12 Changeable Message Signs (MUTCD Chapter 2L) #903.12|EPG 903.12]] contains provisions for the use of blank-out or changeable message signs when the metering is limited by time, day, or condition.<br /> <br /> =={{SpanID|903.2.51}}903.2.51 KEEP OFF MEDIAN Sign (R11-1) (MUTCD Section 2B.62)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |[[File:R11-1.jpg|thumb|center|105px|&lt;center&gt;'''R11-1'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''The KEEP OFF MEDIAN (R11-1) sign may be used to prohibit driving into or parking on the median.<br /> <br /> '''Guidance. '''The KEEP OFF MEDIAN sign should be installed on the left-hand side of the roadway within the median at random intervals as needed wherever there is a tendency for encroachment.<br /> <br /> '''Support. '''A median is the area between two roadways of a divided highway measured from edge of travel way to edge of travel way or the area between a highway and an outer road.<br /> <br /> =={{SpanID|903.2.52}}903.2.52 ROAD CLOSED Sign (R11-2) and LOCAL TRAFFIC ONLY Signs (R11-3 and R11-4) (MUTCD Section 2B.63)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |[[File:R11-2.jpg|thumb|center|135px|&lt;center&gt;'''R11-2'''&lt;/center&gt;]]<br /> |[[File:R11-3.jpg|thumb|center|170px|&lt;center&gt;'''R11-3'''&lt;/center&gt;]]<br /> |[[File:R11-4.jpg|thumb|center|170px|&lt;center&gt;'''R11-4'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Guidance. '''The ROAD CLOSED (R11-2) sign should be installed where roads have been closed to all traffic (except authorized vehicles).<br /> <br /> ROAD CLOSED—LOCAL TRAFFIC ONLY (R11-3) or ROAD CLOSED TO THRU TRAFFIC (R11-4) signs should be used where through traffic is not permitted, or for a closure some distance beyond the sign, but where the highway is open for local traffic up to the point of closure.<br /> <br /> '''Standard. '''The Road Closed (R11-2, R11-3, and R11-4) signs shall be designed as horizontal rectangles. These signs shall be preceded by the applicable Advance Road Closed warning sign with the secondary legend AHEAD and, if applicable, an Advance Detour warning sign (see [[616.8 TTC Zone Warning Signs (MUTCD Chapter 6H) #616.8.4|EPG 616.8.4]]).<br /> <br /> =={{SpanID|903.2.53}}903.2.53 Weight Limit Sign (R12-1) (MUTCD Section 2B.64)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |[[File:R12-1.jpg|thumb|center|105px|&lt;center&gt;'''R12-1'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''In 2022, a new load posting policy was implemented by MoDOT in the EPG. This new policy resulted from a plan of corrective action with FHWA. With this new policy, all structures on the national bridge inventory will be categorized under this new policy within the next 10 years. There are 10,387 structures on the state system. 270 of these structures are major or unusual structures and these will be categorized over the next 10 years. The remaining 10,117 structures consist of 6,940 normal bridges and 3,177 culverts. The normal bridges will be categorized in the next 4 years and the culverts will be reviewed in the last 3 years of the 10 year timeline of the plan. The R12-1 sign remains in use, with the remaining MoDOT bridge posting signs being replaced by one of three new bridge posting signs in this article.<br /> <br /> '''Standard. '''Weight limit signs shall be used to indicate a structure that has a vehicle weight restriction.<br /> <br /> '''Guidance. '''The units shown on any weight limit sign should be tons.<br /> <br /> '''Standard. '''Weight limit signs shall be installed in accordance with the new bridge posting classifications once completed. <br /> <br /> A weight limit sign shall be located at the applicable structure in accordance with (see [[#tab903.2.53|Table 903.2.53]] and [[#fig903.2.53.1|Figures 903.2.53.1]] to [[#fig903.2.53.3|903.2.53.3]]).<br /> <br /> An additional weight limit sign, with an advisory distance or directional legend, shall be located in advance of the applicable section of highway or structure so that prohibited vehicles can detour or turn around prior to the limit zone. <br /> <br /> In commercial zones, bridges with the capacity of more the 65 tons shall not be posted, as normally loads in excess of 65 tons will not occur.<br /> <br /> Once a bridge has been categorized, the bridge posting signs shall be updated within 30 days of the bridge posting reclassification. This includes installing the correct sign and configuring the sign locations to match the appropriate bridge posting figure (see [[#fig903.2.53.1|Figures 903.2.53.1]] to [[#fig903.2.53.3|903.2.53.3]]).<br /> <br /> '''Support. '''If existing weight limit signs need to be replaced prior to a bridge being categorized, contact Highway Safety and Traffic Division, Signing Section, for guidance.<br /> <br /> &lt;div align=&quot;center&quot;;&gt;<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;text-align:center;&quot;<br /> |+ Table 903.2.53, Listing of Bridge Posting Categories<br /> ! style=&quot;background:#BEBEBE&quot; colspan=&quot;6&quot; | Statewide Legal Load Posting Gross Weight Categories<br /> |-<br /> ! Classification || Category || Description || Sign Verbiage || Sign || Figure<br /> |-<br /> | Normal Legal || SW-1 || No Posting Required || N/A || N/A || N/A<br /> |-<br /> | Normal Legal || SW-2 || General Gross Weight Limit || Weight Limit XX Tons || R12-1 || 903.5.36.1<br /> |-<br /> | Normal Legal || SW-3 || Single Unit Vehicle Gross Weight Limit || Weight Limit Single Unit XX Tons || R12-12 || 903.5.36.1<br /> |-<br /> | Normal Legal || SW-4 || Combination Vehicle Gross Weight Limit || Weight Limit Combination XX Tons || R12-13 || 903.5.36.1<br /> |-<br /> | Normal Legal || SW-5 || Single Unit Vehicle and Combination Vehicle Gross Weight Limits || Weight Limit Single Unit XX Tons Combination XX Tons || R12-14 || 903.5.36.1<br /> |-<br /> | colspan=&quot;6&quot; | &lt;/br&gt;<br /> |-<br /> ! style=&quot;background:#BEBEBE&quot; colspan=&quot;6&quot; | Statewide Legal Load Posting Centerline Restriction with Gross Weight Categories<br /> |-<br /> ! Classification || Category || Description || Sign Verbiage || Sign || Figure<br /> |-<br /> | Lane Restricted || LR-1 || Lane Restriction Only || N/A || N/A || 903.5.36.3<br /> |-<br /> | Lane Restricted || LR-2 || Lane Restriction with General Gross Weight Limit || Weight Limit XX Tons || R12-1 || 903.5.36.2<br /> |-<br /> | Lane Restricted || LR-3 || Lane Restriction with Single Unit Vehicle Gross Weight Limit || Weight Limit Single Unit XX Tons || R12-12 || 903.5.36.2<br /> |-<br /> | Lane Restricted || LR-4 || Lane Restriction with Combination Vehicle Gross Weight Limit || Weight Limit Combination XX Tons || R12-13 || 903.5.36.2<br /> |-<br /> | Lane Restricted || LR-5 || Lane Restriction with Single Unit Vehicle and Combination Vehicle Gross Weight Limits || Weight Limit Single Unit XX Tons Combination XX Tons || R12-14 || 903.5.36.2<br /> |-<br /> | colspan=&quot;6&quot; | &lt;/br&gt;<br /> |-<br /> ! style=&quot;background:#BEBEBE&quot; colspan=&quot;6&quot; | Commercial Zone Areas Gross Weight Categories<br /> |-<br /> ! Classification || Category || Description || Sign Verbiage || Sign || Figure <br /> |-<br /> | Commercial Zone || CZ-1 || No Posting Required || N/A || N/A || N/A <br /> |-<br /> | Commercial Zone || CZ-2 || General Gross Weight Limit || Weight Limit XX Tons || R12-1 || 903.5.36.1<br /> |-<br /> | Commercial Zone || CZ-3 || Single Unit Vehicle Gross Weight Limit || Weight Limit Single Unit XX Tons || R12-12 || 903.5.36.1<br /> |-<br /> | Commercial Zone || CZ-4 || Combination Vehicle Gross Weight Limit || Weight Limit Combination XX Tons || R12-13 || 903.5.36.1<br /> |-<br /> | Commercial Zone || CZ-5 || Single Unit Vehicle and Combination Vehicle Gross Weight Limits || Weight Limit Single Unit XX Tons Combination XX Tons || R12-14 || 903.5.36.1<br /> |-<br /> | colspan=&quot;6&quot; | &lt;/br&gt;<br /> |-<br /> ! style=&quot;background:#BEBEBE&quot; colspan=&quot;6&quot; | Other Miscellaneous Load Posting Categories<br /> |-<br /> ! Classification || Category || Description || Sign Verbiage || Sign || Figure <br /> |-<br /> | Fire Truck || FT-1|| General Gross Weight Limit for Emergency Vehicles Included in the FAST Act, Federal Reauthorization Bill || Weight Limit XX Tons || R12-1 || 903.5.36.1<br /> |-<br /> | Closed Bridge || K-CD || Closed to All Traffic || N/A || N/A || N/A<br /> |-<br /> | Closed Bridge || K-CIF || Closed to All Traffic as the Result of a Critical Inspection Finding || N/A || N/A || N/A<br /> |-<br /> | Other || OT-1 || For Local Agency Bridges that have Signage that Doesn't Fit the Normal Legal, Lane Restricted, or Commercial Zone Categories || N/A || N/A || N/A<br /> |-<br /> |}<br /> &lt;/div&gt;<br /> <br /> &lt;div class=&quot;flex-container1&quot;&gt;<br /> {{SpanID|fig903.2.53.1}}<br /> &lt;div&gt;[[File:Figure 903.2.53.1 Weight Limit Restrictions.png|center|700px|thumb|&lt;center&gt;'''Figure 903.2.53.1''' Weight Limit Restrictions&lt;/center&gt;]] &lt;/div&gt;<br /> {{SpanID|fig903.2.53.2}}<br /> &lt;div&gt;[[File:Figure 903.2.53.2 One Lane Bridge Weight and Width Restrictions.png|center|700px|thumb|&lt;center&gt;'''Figure 903.2.53.2''' One Lane Bridge Weight and Width Restrictions&lt;/center&gt;]]&lt;/div&gt;<br /> {{SpanID|fig903.2.53.3}}<br /> &lt;div&gt;[[File:Figure 903.2.53.3 One Lane Bridge Width Restrictions.png|center|700px|thumb|&lt;center&gt;'''Figure 903.2.53.3''' One Lane Bridge Width Restrictions&lt;/center&gt;]]&lt;/div&gt;<br /> &lt;/div&gt;<br /> <br /> =={{SpanID|903.2.54}}903.2.54 Weigh Station Sign (R13 Series) (MUTCD Section 2B.65)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R13-11.jpg|left|thumb|&lt;center&gt;'''R13-11'''&lt;/center&gt;|130px]]<br /> ||[[image:R13-15P.jpg|left|thumb|&lt;center&gt;'''R13-15P'''&lt;/center&gt;|130px]]<br /> ||[[image:R13-16.png|left|thumb|&lt;center&gt;'''R13-16'''&lt;/center&gt;|80px]]<br /> |}<br /> <br /> '''Standard. '''The BUSES WEIGH sign (R13-11) should be used at all weigh stations to supplement the standard weigh station signing.<br /> <br /> '''Guidance. '''The OPEN-CLOSED plaque (R13-15P) should be installed below all WEIGH STATION RIGHT LANE signs whenever an automatic OPEN-CLOSED sign has not been provided.<br /> <br /> The BEFORE PULLING ON SCALE (R13-16) sign should be installed just to the right of the weigh scale and immediately in front thereof. A 30 in. STOP sign should be mounted above the sign.<br /> <br /> =={{SpanID|903.2.55}}903.2.55 TRUCK ROUTE Sign (R14-1) (MUTCD Section 2B.66)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |[[File:R14-1.png|thumb|center|135px|&lt;center&gt;'''R14-1'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Guidance. '''The TRUCK ROUTE (R14-1) sign should be used to mark a route that has been designated to allow truck traffic.<br /> <br /> =={{SpanID|903.2.56}}903.2.56 Photo Enforced Signs and Plaques (R10-18a and R10-19P) (MUTCD Section 2B.69)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |[[File:R10-18a.jpg|thumb|center|&lt;center&gt;'''R10-18a'''&lt;/center&gt;|105px]]<br /> |[[File:R10-19P.jpg|thumb|center|&lt;center&gt;'''R10-19P'''&lt;/center&gt;|105px]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''A Signal Ahead (W3-3) sign and a Traffic Signal Photo Enforced (R10-18a) sign may be used on the same approach provided that they are on separate supports.<br /> <br /> A Photo Enforced (R10-19P) plaque may be mounted below a regulatory sign to advise road users that the regulation is being enforced by photographic equipment.<br /> <br /> '''Standard. '''The Traffic Signal Photo Enforced (R10-18a) sign shall be used on approaches to signalized locations where red-light cameras are present.<br /> <br /> The Traffic Signal Photo Enforced (R10-18a) sign shall not be installed on approaches to signalized locations where red-light cameras are not present on any of the approaches to the signalized location.<br /> <br /> A Traffic Signal Photo Enforced (R10-18a) sign shall not be installed on the same support in combination with a Signal Ahead (W3-3) sign.<br /> <br /> If used below a regulatory sign, the Photo Enforced (R10-19P) plaque shall be a rectangle with a black legend and border on a white background.<br /> <br /> '''Support. '''For more information about photo enforcement requirements, see [[:Category:950 Automated Traffic Enforcement|EPG 950]].<br /> <br /> =={{SpanID|903.2.57}}903.2.57 STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLES Sign (R16-25) (MUTCD Section 2B.71)==<br /> <br /> &lt;center&gt;<br /> {|<br /> | [[File:R16-25.jpg|thumb|center|175px|&lt;center&gt;'''R16-25'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''The STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLES (R16-25) sign is used to inform motorists of Missouri Revised Statutes 304.022, which requires motorists to drive with caution when approaching stopped emergency vehicles.<br /> <br /> '''Guidance. '''The STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLES sign should be installed on Interstates entering the state at the state line. The location of the sign should be as close to the state line as possible and placed at the discretion of MoDOT.<br /> <br /> '''Option. '''Additional STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLES signs may be installed on U.S. routes entering the state where there are no adjacent interstates and rest areas at the request of the Missouri State Highway Patrol.<br /> <br /> '''Standard. '''Requests for additional signs shall be forwarded to the appropriate district engineer for approval. These signs shall only be installed on divided highways. The installation of this sign shall not interfere with or detract from any other regulatory, warning, or guide signs.<br /> <br /> =={{SpanID|903.2.58}}903.2.58 Headlight Use Signs (R16-5a) (MUTCD Section 2B.73)==<br /> <br /> '''Support. '''The HEADLIGHTS ON WHEN WIPERS ARE REQUIRED (R16-5a) sign, supported by RSMo 307.020 in 2004, was developed to inform motorists of the new law directing them to turn on headlights when wipers are on and during inclement weather. The use of these signs has been discontinued as the law has been in place for more than 15 years and many vehicles come equipped with headlights that turn on when wipers are activated. Existing signs are to be removed at the end of their sign life.<br /> <br /> =={{SpanID|903.2.59}}903.2.59 Seat Belt Symbol (MUTCD Section 2B.74)==<br /> <br /> &lt;center&gt;<br /> {|<br /> | [[File:R16-30.jpg|thumb|center|175px|&lt;center&gt;'''R16-30'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Guidance. '''The seat belt symbol should not be used alone. If used, the seat belt symbol should be incorporated into regulatory sign messages for mandatory seat belt use.<br /> <br /> '''Support. '''The seat belt symbol is illustrated in the FHWA “Standard Highway Signs” publication (see [[911 General (MUTCD Part 1) #911.1.5|EPG 911 (MUTCD Section 1A.05)]]).<br /> <br /> '''Guidance. '''The R16-2, R16-3, R16-24, R16-27, and R16-27a seatbelt signs have been discontinued. These signs should remain in place to the end of their service life.<br /> <br /> The STATE LAW BUCKLE UP PHONE DOWN (R16-30) sign should be installed at the end of the on ramp of rest areas and Missouri Welcome Centers on the interstate system. The STATE LAW BUCKLE UP PHONE DOWN (R16-30a) sign should be installed on Interstate and U.S. Routes at the state line entering Missouri. Neither sign should be installed at any other location along a roadway.<br /> <br /> '''Support. '''A growing number of cities and counties are passing local ordinances to make seat belt usage a primary law in their communities. To promote the use of seat belts a PRIMARY SEAT BELT CITY / COUNTY - ORDINANCE sign may be installed by MoDOT upon request.<br /> <br /> '''Standard. '''If a city/county has an established primary seat belt ordinance, MoDOT will install PRIMARY SEAT BELT CITY / COUNTY - ORDINANCE signs upon request once a copy of the ordinance has been received. When the PRIMARY SEAT BELT CITY / COUNTY - ORDINANCE is installed they shall be mounted to the right of the city limit sign or the entering county line sign.<br /> <br /> '''Option. '''If insufficient space is available to mount the assembly to the right of these signs, the assembly shall be installed 200 ft. downstream of the city limit or county line signs at the appropriate sign spacing.<br /> <br /> =={{SpanID|903.2.60}}903.2.60 Barricades (MUTCD Section 2B.75)==<br /> <br /> '''Option. '''Barricades may be used to mark any of the following conditions:<br /> ::A. The end of a roadway,<br /> ::B. A ramp or lane that is closed for operational purposes, or<br /> ::C. The permanent or semi-permanent closure or termination of a roadway.<br /> <br /> '''Standard. '''When used to warn and alert road users of the terminus of a roadway, other than in temporary traffic control zones, barricades shall meet the design criteria of [[616.11 TTC Zone Channelizing Devices (MUTCD Chapter 6K) #616.11.7|EPG 616.11.7]] for a Type 3 Barricade, except that the colors of the stripes shall be retroreflective white and retroreflective red.<br /> <br /> '''Option. '''An end-of-roadway marker or markers may be used as described in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.73|EPG 903.3.73]].<br /> <br /> '''Guidance. '''Appropriate advance warning signs (see [[903.3 Ground-Mounted Sign Supports #903.3|EPG 903.3]]) should be used.<br /> <br /> =={{SpanID|903.2.61}}903.2.61 NO PARKING ALL TRAILERS AND TRUCKS OVER 6 TONS (R7-36)==<br /> <br /> [[File:R7-36.png|thumb|center|105px|alt=|&lt;center&gt;'''R7-36'''&lt;/center&gt;]]<br /> <br /> '''Standard. '''NO PARKING ALL TRAILERS AND TRUCKS OVER 6 TONS (R7-36) signs shall be placed in each commuter parking lot. A sign shall be installed at or near each entrance of the commuter parking lot.<br /> <br /> '''Support. '''This parking restriction is necessary because commuter lots have been used by commercial trailers and trucks for extended periods of parking.<br /> <br /> =={{SpanID|903.2.62}}903.2.62 STOP FOR SCHOOL BUS SIGN (R16-26)==<br /> <br /> '''Standard. '''The STOP FOR SCHOOL BUS (R16-26) sign has been discontinued. MoDOT shall no longer provide STOP FOR SCHOOL BUS (R16-26) signs. Existing STOP FOR SCHOOL BUS (R16-26) signs shall be left in place until they reach the end of their service life.<br /> <br /> =={{SpanID|903.2.63}}903.2.63 Other Regulatory Signs==<br /> <br /> '''Option. '''Regulatory word message signs other than those classified and specified in the EPG and the federal Standard Highway Signs and Markings book may be developed to aid the enforcement of other laws or regulations.<br /> <br /> Except for symbols on regulatory signs, minor modifications in the design may be permitted provided that the essential appearance characteristics are met.<br /> <br /> '''Standard. '''Special regulatory signs shall be approved by the State Highway Safety and Traffic Engineer.<br /> <br /> =={{SpanID|903.2.64}}903.2.64 Engine Brake Muffler Required Signing==<br /> <br /> [[File:R5-23.jpg|thumb|center|105px|alt=|&lt;center&gt;'''R5-23'''&lt;/center&gt;]]<br /> <br /> '''History. '''MoDOT once had a NOISE ORDINANCE ENFORCED policy which was developed to address cities’ requests to install NO JAKE BRAKE signing. These requests were generated when a community experienced excessive noise related to improperly installed/operated engine braking systems on commercial vehicles. Jake brakes, or engine braking systems, are safety features of commercial vehicles. MoDOT was not willing to post signs on state routes which prohibited the use of these safety devices. However, to address the increasing requests for signing, MoDOT did permit the installation of NOISE ORDINANCE ENFORCED signs if a city passed an appropriate ordinance. This program was replaced with the current ENGINE BRAKE MUFFLERS REQUIRED signing in January 2022. This change was designed to address shortcomings of the noise ordinance signing program, which included difficulty in enforcing a noise level and noise ordinances which did not contain language relevant to engine braking noise levels. The current program is based on the direction other states have taken, focusing on the physical equipment on a commercial vehicle which can be more easily inspected and evaluated for deficiencies. This signing program is also targeting the primary concern of excessive noise from engine braking.<br /> <br /> '''Support. '''Commercial vehicles are commonly equipped with an engine braking system. These systems supplement the vehicle’s mechanical brakes aiding in slowing these heavy vehicles safely. These safety systems, when not properly installed, can create excessive noise which many communities find objectionable. MoDOT does not permit regulatory signs which prohibit the use of these safety devices, however, the ENGINE BRAKE MUFFLERS REQUIRED signing conveys to truck drivers they must use these safety devices in an appropriate manner.<br /> <br /> '''Option. '''If a community experiences issues with excessive noise from improperly used and installed engine braking systems on commercial vehicles, they can pass an ordinance and request MoDOT to install ENGINE BRAKE MUFFLERS REQUIRED signing at their city limit sign locations. MoDOT will install and maintain these signs with only a copy of the ordinance for our records, no fee or contract is involved. A jurisdiction can pass an ordinance specifically related to engine braking or include the language as part of another ordinance, such as a noise ordinance.<br /> <br /> '''Standard. '''Before MoDOT will install ENGINE BRAKE MUFFLERS REQUIRED signing, a city must pass an appropriate ordinance which will be approved and kept on file by CO Highway Safety and Traffic. The ordinance shall include the following language:<br /> <br /> Engine compression braking devices on any commercial vehicle, as defined in Missouri Revised Statute RSMo Section 301.010, may only be used within the city limits of [CITY NAME] if the truck is equipped with an adequate muffler (factory muffler or equivalent aftermarket muffler) which is properly maintained to prevent any excessive or unusual noise. If the truck’s exhaust system is equipped with a muffler cut-off, bypass, or similar device, that device shall not be activated when the engine brake is being utilized. Unmuffled engine braking system shall only be utilized within the city limits by commercial motor vehicles in emergency situations to protect life or property. Engine braking systems on rescue vehicles, city and state vehicles are exempt from this ordinance if used in the performance of official duties.<br /> <br /> ENGINE BRAKE MUFFLER REQUIRED signing shall only be installed at the city limit location.<br /> <br /> ENGINE BRAKE MUFFLER REQUIRED signing shall not be installed on freeways or expressways within the city limits where the posted speed limit is 45 mph or greater due to the critical need for the device at higher speeds.<br /> <br /> Existing NOISE ORDINANCE ENFORCED signs shall be removed at the end of the signs’ service life, with no new NOISE ORDINANCE ENFORCED signs being installed after January 2022.<br /> <br /> Individual sign installation locations can be denied by MoDOT if engineering judgement determines the prohibition would negatively impact safety, such as on long steep grades or abrupt/unexpected approaches to intersections.<br /> <br /> '''Option. '''If the city limit on a freeway or expressway is within a posted speed limit of 45 mph or greater and the posted speed limit on that route drops to 40 mph or less, the ENGINE BRAKE MUFFLER REQUIRED sign may be installed adjacent to the speed limit sign where the speed limit drops below 45 mph.<br /> <br /> At the end of a NOISE ORDINANCE ENFORCED sign’s life, or before, a city may request the new ENGINE BRAKE MUFFLER REQUIRED signing once the appropriate ordinance is passed.<br /> <br /> If there is insufficient space to the right of the city limit sign to place the ENGINE BRAKE MUFFLER REQUIRED sign, it may be installed 200 ft. downstream of the city limit sign.<br /> <br /> =={{SpanID|903.2.65}}903.2.65 Regulatory Signs For Trash/Dumping (R5-26, R5-28)==<br /> <br /> [[File:R5-18.gif|thumb|center|220px|alt=|&lt;center&gt;'''R5-28'''&lt;/center&gt;]]<br /> <br /> '''Standard. '''The NO DUMPING sign (R5-28) shall be erected only at locations where the Department of Natural Resources has given us written notice that solid waste is being disposed of on highway right of way. NO MORE TRASH signs (R5-26) are not typically installed along MoDOT roadways. NO MORE TRASH signs (R5-26) should only be installed at commuter lots, rest areas or roadside parks. NO MORE TRASH signs shall only be installed along the roadway if a major liter issue has been identified and the sign is needed for enforcement purposes. Existing NO MORE TRASH signs (R5-26) shall be left in place until they reach the end of their service life.<br /> <br /> =={{SpanID|903.2.66}}903.2.66 Regulation Signs For Roadside Parks and Commuter Parking Lots (R20-1)==<br /> <br /> [[image:R19-1.gif|center|thumb|&lt;center&gt;'''R20-1'''&lt;/center&gt;|175px]]<br /> <br /> '''Support. '''Regulation signs are displayed at MoDOT maintained roadside parks and commuter parking lots to convey the rules and regulations pertaining to each type of facility.<br /> <br /> '''Guidance. '''A minimum of one regulation sign should be installed at each MoDOT maintained roadside park and commuter parking lot, with the sign(s) being installed in centralized location(s) where the sign will be within normal sight of visitors once they leave their vehicles.<br /> <br /> =={{SpanID|903.2.67}}903.2.67 Rest Area Regulatory Signing (R20-2, R20-3, R20-4)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R20-2.jpg|left|thumb|&lt;center&gt;'''R20-2'''&lt;/center&gt;|195px]]<br /> ||[[image:R19-3.gif|left|thumb|&lt;center&gt;'''R20-3'''&lt;/center&gt;|175px]]<br /> || [[image:R19-4.gif|left|thumb|&lt;center&gt;'''R20-4'''&lt;/center&gt;|125px]]<br /> |} <br /> <br /> '''Guidance. '''The REST AREA MAINTAINED BY (R20-3) sign should be installed in a prominent area along the entrance ramp to the rest area, preferably in the gore area separating truck / car traffic.<br /> <br /> '''Standard. '''The TRUCKS-CARS (R20-4) sign shall be installed at the gore point inside the rest area to direct various vehicles to the appropriate parking lot.<br /> <br /> A minimum of three REST AREA REGULATIONS (R20-2) signs shall be installed at each rest area.<br /> <br /> The REST AREA MAINTAINED BY (R20-3) sign shall be installed at all rest areas to inform the public who is responsible to maintain the facility prior to the gore point.<br /> <br /> =={{SpanID|903.2.68}}903.2.68 Access Management Signing (R21-1 through R21-5)==<br /> <br /> '''Standard. '''ACCESS MANAGEMENT (R22-1 through R22-5) signs have been discontinued. MoDOT shall no longer provide ACCESS MANAGEMENT (R22-1 through R22-5) signs. Existing ACCESS MANAGEMENT (R22-1 through R22-5) signs shall be left in place until they reach the end of their service life.<br /> <br /> =={{SpanID|903.2.69}}903.2.69 Trucks and Buses 300 Ft Interval Sign (R4-30)==<br /> <br /> '''Standard.''' TRUCKS AND BUSES (R4-30) signs have been discontinued. MoDOT shall no longer provide TRUCKS AND BUSES (R4-30) signs. Existing TRUCKS AND BUSES (R4-30) signs shall be left in place until they reach the end of their service life.<br /> <br /> =={{SpanID|903.2.70}}903.2.70 FINES DOUBLED ENDS Sign (R2-20)==<br /> <br /> [[File:R2-20.jpg|center|thumb|70px|&lt;center&gt;'''R2-20'''&lt;/center&gt;]]<br /> <br /> '''Support. '''The FINES DOUBLED ENDS (R2-20) sign is not to be used on a system-wide basis. It is part of a signing package intended for special use at locations where severe crashes are occurring. There is a requirement for regional support to focus a safety campaign involving local law enforcement and public information efforts to reduce the number and severity of crashes within the travel safe zone (see [[907.3 Travel Safe Zones #907.3.2|EPG 907.3.2]]).<br /> <br /> '''Standard: '''A FINES DOUBLED ENDS sign shall be used to mark the end of a designated travel safe zone. This sign is installed in conjunction with the TRAVEL SAFE ZONE – FINES DOUBLED (W26-1) sign.</div>

TaracksA https://epgtest.modot.org/index.php?title=903.15_Typical_Signing_Applications&diff=60802 2025-11-25T19:52:26Z

<p>TaracksA: /* Figure 903.15.23 Location of Yield and Lane Ends Sign for Acceleration Ramps */</p> <hr /> <div>{|style=&quot;padding: 0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5&quot; width=&quot;410px&quot; align=&quot;right&quot; <br /> |-<br /> |align=&quot;center&quot;|'''EPG 903.15 figures'''<br /> |-<br /> |[[media:Fig. 903.16.1 2022.pdf|'''Fig. 903.15.1, Standard Application of City Approach Signs''']]<br /> |-<br /> |[[media:Fig. 903.17.2.pdf|'''Fig. 903.15.2, Standard Application of Intersection Signing''']]<br /> |-<br /> |[[media:Fig. 903.17.3.pdf|'''Fig. 903.15.3, Standard Application of Intersection Signing''']]<br /> |-<br /> |[[media:903.17.4.pdf|'''Fig. 903.15.4, Standard Application of Intersection Signing''']]<br /> |-<br /> |[[media:903.17.5.pdf|'''Fig. 903.15.5, Standard Application of Intersection Signing''']]<br /> |-<br /> |[[media:903.17.6.pdf|'''Fig. 903.15.6, Standard Application of Intersection Signing - Case 1: Multi-Lane Undivided''']]<br /> |-<br /> |[[media:903.17.7.pdf|'''Fig. 903.15.7, Standard Application of Intersection Signing - Case 2: Divided Highway Median Narrower Than 30 ft.''']]<br /> |-<br /> |[[media:903.17.8.pdf|'''Fig. 903.15.8, Standard Application of Intersection Signing - Case 3: Divided Highway Median 30 ft. Or More Wide But Not Requiring Double Guide Signing''']]<br /> |-<br /> |[[media:903.17.9.pdf|'''Fig. 903.15.9, Standard Application of Intersection Signing - Case 4: Divided Highway Median Sufficient Width (Or Sight Distance Restriction) To Require Double Guide Signing''']]<br /> |-<br /> |[[media:903.17.10.pdf|'''Fig. 903.15.10, Standard Application of Intersection Signing''']]<br /> |-<br /> |[[media:903.17.11.pdf|'''Fig. 903.15.11, Standard Application of Intersection Signing''']]<br /> |-<br /> |[[media:903.17.12.pdf|'''Fig. 903.15.12, Standard Application of Intersection Signing''']]<br /> |-<br /> |[[media:903.17.13.pdf|'''Fig. 903.15.13, Standard Application of Intersection Signing''']]<br /> |-<br /> |[[media:903.17.14.pdf|'''Fig. 903.15.14, Standard Application of Intersection Signing''']]<br /> |-<br /> |[[media:903.17.15 2020.pdf|'''Fig. 903.15.15, Standard Diamond Interchange Signing''']]<br /> |-<br /> |[[media:903.17.16 2020.pdf|'''Fig. 903.15.16, Standard Regulatory Signing For Crossovers''']]<br /> |-<br /> |[[media:903.17.17.pdf|'''Fig. 903.15.17, Signing For Type II Crossovers''']]<br /> |-<br /> |[[media:903.17.18.pdf|'''Fig. 903.15.18, Standard Signing For Climbing Lane Two-Lane; Two-Way Roadway''']]<br /> |-<br /> |[[media:903.17.19 2020.pdf|'''Fig. 903.15.19, Standard Signing For Climbing Lane; Four-Lane Roadway''']]<br /> |-<br /> |[[media:903.17.20.pdf|'''Fig. 903.15.20, Standard Signing For Pavement Transition''']]<br /> |-<br /> |[[media:903.17.21 2013.pdf|'''Fig. 903.15.21, Standard Signing For Pavement Transition''']]<br /> |-<br /> |[[media:903.17.22 2013.pdf|'''Fig. 903.15.22, Standard Signing For Pavement Transition''']]<br /> |-<br /> |[[media:903.17.23.pdf|'''Fig. 903.15.23, Location of Yield and Lane Ends Sign for Acceleration Ramps''']] <br /> |-<br /> |[[media:903.17.24.pdf|'''Fig. 903.15.24, Typical Signing for Passing Lanes''']]<br /> |-<br /> |[[media:903.17.25.pdf|'''Fig. 903.15.25, Typical Signing for Type 3 Median Openings''']]<br /> |-<br /> |[[media:903.17.26.pdf|'''Fig. 903.15.26, Typical Signing for Type 4 Median Openings''']]<br /> |-<br /> |[[media:903.17.27.pdf|'''Fig. 903.15.27, Typical Signing for Type 4 Right-In, Right-Out Openings''']]<br /> |}<br /> <br /> <br /> '''Support.''' The following figures show typical applications for signing and how to place regulatory, warning and guide signs for common situations.<br /> <br /> <br /> <br /> ==Figure 903.15.1 Standard Application of City Approach Signs==<br /> <br /> [[image:903.17.1.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.1, Standard Application of City Approach Signs''' &lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.2 Standard Application of Intersection Signing==<br /> <br /> [[image:Fig. 903.17.2.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.2, Standard Application of Intersection Signing'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.3 Standard Application of Intersection Signing==<br /> <br /> [[image:Figure 903.17.3.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.3. Standard Application of Intersection Signing'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.4 Standard Application of Intersection Signing==<br /> <br /> [[image:Figure 903.17.4.jpg|thumb|800px|center|&lt;center&gt;'''Figure 903.15.4. Standard Application of Intersection Signing'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.5 Standard Application of Intersection Signing==<br /> <br /> [[image:903.13.5.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.5, Standard Application of Intersection Signing'''&lt;/center&gt;]]<br /> <br /> ==Figure 903.15.6 Standard Application of Intersection Signing - Case 1: Multi-Lane Undivided==<br /> <br /> [[image:903.17.6.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.6, Standard Application of Intersection Signing - Case 1: Multi-Lane Undivided'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.7 Standard Application of Intersection Signing - Case 2: Divided Highway Median Narrower Than 30 Feet==<br /> <br /> [[image:903.17.7.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.7. Standard Application of Intersection Signing - Case 2: Divided Highway Median Narrower Than 30 ft.'''&lt;/center&gt;]]<br /> <br /> ==Figure 903.15.8 Standard Application of Intersection Signing - Case 3: Divided Highway Median 30 Ft. or Wider But Not Requiring Double Guide Signing==<br /> <br /> [[image:903.17.8.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.8, Standard Application of Intersection Signing - Case 3: Divided Highway Median 30 ft. Or Wider But Not Requiring Double Guide Signing'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.9 Standard Application of Intersection Signing - Case 4: Divided Highway Median Sufficient Width (Or Sight Distance Restriction) To Require Double Guide Signing==<br /> <br /> [[image:F903.17.9.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.9, Standard Application of Intersection Signing - Case 4: Divided Highway Median Sufficient Width (Or Sight Distance Restriction) To Require Double Guide Signing'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.10 Standard Application of Intersection Signing==<br /> <br /> [[image:903.17.10.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.10, Standard Application of Intersection Signing'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.11 Standard Application of Intersection Signing==<br /> <br /> [[image:903.17.11.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.11, Standard Application of Intersection Signing'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.12 Standard Application of Intersection Signing==<br /> <br /> [[image:903.17.12.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.12, Standard Application of Intersection Signing'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.13 Standard Application of Intersection Signing==<br /> <br /> [[image:903.17.13.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.13, Standard Application of Intersection Signing'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.14 Standard Application of Intersection Signing==<br /> <br /> [[image:903.17.14.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.14, Standard Application of Intersection Signing'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.15 Standard Diamond Interchange Signing==<br /> <br /> [[image:903.17.15 2020.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.15, Standard Diamond Interchange Signing'''&lt;/center&gt;]]<br /> <br /> ==Figure 903.15.16 Standard Regulatory Signing For Crossovers==<br /> <br /> [[image:903.17.16 2020.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.16, Standard Regulatory Signing For Crossovers'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.17 Signing For Type II Crossovers==<br /> <br /> [[image:903.17.17.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.17, Signing For Type II Crossovers'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.18 Standard Signing For Climbing Lane Two-Lane; Two-Way Roadway==<br /> <br /> [[image:903.17.18.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.18, Standard Signing For Climbing Lane Two-Lane; Two-Way Roadway'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.19 Standard Signing For Climbing Lane; Four-Lane Roadway==<br /> <br /> [[image:903.17.19 2020.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.19, Standard Signing For Climbing Lane; Four-Lane Roadway'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.20 Standard Signing For Pavement Transition==<br /> <br /> [[image:903.17.20.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.20, Standard Signing For Pavement Transition'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.21 Standard Signing For Pavement Transition==<br /> <br /> [[image:903.17.21 2013.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.21, Standard Signing For Pavement Transition'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.22 Standard Signing For Pavement Transition==<br /> <br /> [[image:903.17.22 2013.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.22, Standard Signing For Pavement Transition'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.23 Location of Yield and Lane Ends Sign for Acceleration Ramps==<br /> {{SpanID|fig903.16.23}}{{SpanID|fig903.15.23}}<br /> [[image:903.17.23 2017.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.23, Location of Yield and Lane Ends Sign for Acceleration Ramps'''&lt;/center&gt;]]<br /> <br /> ==Figure 903.15.24 Typical Signing for Passing Lanes==<br /> <br /> [[image:903.16.24 2021.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.24, Typical Signing for Passing Lanes'''&lt;/center&gt;]]<br /> <br /> ==Figure 903.15.25 Typical Signing for Type 3 Median Openings==<br /> <br /> [[Image:903.17.25.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.25, Typical Signing for Type 3 Median Openings'''&lt;/center&gt;]]<br /> <br /> <br /> ==Figure 903.15.26 Typical Signing for Type 4 Median Openings==<br /> <br /> [[Image:903.17.26.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.26, Typical Signing for Type 4 Median Openings'''&lt;/center&gt;]]<br /> <br /> ==Figure 903.15.27 Signing for Type 4 Right-In, Right-Out Openings==<br /> <br /> [[Image:903.17.27.jpg|thumb|800px|center|&lt;center&gt;'''Fig. 903.15.27, Typical Signing for Type 4 Right-In, Right-Out Openings'''&lt;/center&gt;]]<br /> <br /> <br /> <br /> [[Category:903 Highway Signing (MUTCD Part 2)|903.15]]</div>

TaracksA https://epgtest.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL&diff=60800 2025-11-25T19:48:55Z

<p>TaracksA: </p> <hr /> <div>&lt;!--[[image:900 Traffic Control.jpg|right|375px]]<br /> [[image:900.jpg|right|375px]]--&gt;<br /> <br /> &lt;div style=&quot;display: flex; flex-wrap: wrap; gap: 20px;&quot;&gt;<br /> &lt;div style=&quot;max-width: 580px; min-width: 300px;&quot;&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;901 Lighting&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;Category:902 Signals (MUTCD Part 4)&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;903 Highway Signing (MUTCD Part 2)&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;904 Construction Inspection Guidance - Certification Requirements and Procedure for Lighting, Traffic Signals, Signs and Cathodic Protection &lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;905 Traffic Studies&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;906 Traffic Engineering Assistance Program (TEAP)&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;907 Traffic Safety&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;908 Traffic Controls for School Areas (MUTCD Part 7)&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;909 Transportation Systems Management and Operations (TSMO)&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;910 Intelligent Transportation Systems&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;Category:911 General (MUTCD Part 1)&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;940 Access Management&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;941 Permits and Access Requests&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;942 Approved Products List&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;943 Route Marking&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;944 Radio Operation&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;945 Overdimension / Overweight Permits&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;948 Incident Response Plan and Emergency Response Management&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;949 Other Aspects of Traffic&lt;/categorytree&gt;<br /> &lt;categorytree mode=all depth=&quot;0&quot;&gt;950 Automated Traffic Enforcement&lt;/categorytree&gt;<br /> &lt;/div&gt;<br /> &lt;div style=&quot;max-width: 550px; min-width: 300px;&quot;&gt;<br /> {| class=&quot;wikitable&quot; <br /> |-<br /> ! colspan=&quot;2&quot; | MUTCD Content<br /> ! EPG Location<br /> |-<br /> | colspan=&quot;2&quot; | '''Part 1''' - General<br /> | [[911 General (MUTCD_Part_1)|911]]<br /> |-<br /> | colspan=&quot;2&quot; | '''Part 2''' - Signs:<br /> | [[:Category:903 Highway Signing (MUTCD Part 2)|903]]<br /> |-<br /> | <br /> | Chapter 2A - General<br /> | [[903.1 General (MUTCD Chapter 2A)|903.1]]<br /> |-<br /> | <br /> | Chapter 2B - Regulatory Signs, Barricades, and Gates<br /> | [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)|903.2]]<br /> |-<br /> | <br /> | Chapter 2C - Warning Signs and Object Markers<br /> | [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C)|903.3]]<br /> |-<br /> | <br /> | Chapter 2D - Guide Signs - Conventional Roads<br /> | [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D)|903.4]]<br /> |-<br /> | <br /> | Chapter 2E - Guide Signs - Freeways and Expressways<br /> | [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E)|903.5]]<br /> |-<br /> | <br /> | Chapter 2F - Toll Road Signs ''(Not currently used by MoDOT)''<br /> | [[903.6 Toll Road Signs (MUTCD Chapter 2F)|903.6]]<br /> |-<br /> | <br /> | Chapter 2G - Preferential and Managed Lane Signs ''(Not currently used by MoDOT)''<br /> | [[903.7 Preferential and Managed Lane Signs (MUTCD Chapter 2G)|903.7]]<br /> |-<br /> | <br /> | Chapter 2H - General Information Signs<br /> | [[903.8 General Information Signs (MUTCD Chapter 2H)|903.8]]<br /> |-<br /> | <br /> | Chapter 2I - General Service Signs<br /> | [[903.9 General Service Signs (MUTCD Chapter 2I)|903.9]]<br /> |-<br /> | <br /> | Chapter 2J - Specific Service Signs<br /> | [[903.10 Specific Service Signs (MUTCD Chapter 2J)|903.10]]<br /> |-<br /> | <br /> | Chapter 2K - Tourist-Oriented Directional Signs<br /> | [[903.11 Tourist-Oriented Directional Signs (MUTCD Chapter 2K)|903.11]]<br /> |-<br /> | <br /> | Chapter 2L - Changeable Message Signs<br /> | [[903.12 Changeable Message Signs (MUTCD Chapter 2L)|903.12]]<br /> |-<br /> | <br /> | Chapter 2M - Recreational and Cultural Interest Area Signs<br /> | [[903.13 Recreational, Historic Site, and Cultural Interest Area Signs (MUTCD Chapter 2M)|903.13]]<br /> |-<br /> | <br /> | Chapter 2N - Emergency Management Signs ''(Not currently used by MoDOT)''<br /> | [[903.14 Emergency Management Signs (MUTCD Chapter 2N)|903.14]]<br /> |-<br /> | colspan=&quot;2&quot; | '''Part 3''' - Markings<br /> | [[:Category:620 Pavement Marking (MUTCD Part 3)|620]]<br /> |-<br /> | colspan=&quot;2&quot; | '''Part 4''' - Highway Traffic Signals<br /> | [[:Category:902 Signals (MUTCD Part 4)|902]]<br /> |-<br /> | colspan=&quot;2&quot; | '''Part 5''' - Traffic Control Device Considerations for Automated Vehicles<br /> | [[912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)|912]]<br /> |-<br /> | colspan=&quot;2&quot; | '''Part 6''' - Temporary Traffic Control<br /> | [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|616]]<br /> |-<br /> | colspan=&quot;2&quot; | '''Part 7''' - Traffic Control for School Areas<br /> | [[:Category:908 Traffic Controls for School Areas (MUTCD Part 7)|908]]<br /> |-<br /> | colspan=&quot;2&quot; | '''Part 8''' - Traffic Control for Railroad and Light Rail Transit Grade Crossings<br /> | [[:Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913]]<br /> |-<br /> | colspan=&quot;2&quot; | '''Part 9''' - Traffic Control for Bicycle Facilities<br /> | [[:Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|914]]<br /> |}<br /> &lt;/div&gt;<br /> &lt;/div&gt;<br /> <br /> {|style=&quot;padding: 0.3em; margin-left:2px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5&quot; width=&quot;590px&quot; <br /> |-<br /> |EPG articles are &lt;u&gt;not&lt;/u&gt; referenced as &quot;sections&quot; but as EPG XXX.X to avoid confusion with MoDOT specs (which are contractually binding).<br /> |}<br /> <br /> ==900.1 Incorporating the MUTCD into the EPG==<br /> '''History.''' The need for uniform standards was recognized long ago. The American Association of State Highway Officials (AASHO), now known as the American Association of State Highway and Transportation Officials (AASHTO), published a manual for rural highways in 1927, and the National Conference on Street and Highway Safety (NCSHS) published a manual for urban streets in 1930. In the early years, the necessity for unification of the standards applicable to the different classes of road and street systems was obvious. To meet this need, a joint committee of AASHTO and NCSHS developed and published the original edition of the Manual on Uniform Traffic Control Devices (MUTCD) in 1935. That committee, now called the National Committee on Uniform Traffic Control Devices (NCUTCD), though changed from time to time in name, organization, and personnel, has been in continuous existence and contributes to the revisions of the MUTCD. The Federal Highway Administration (FHWA) has administered the MUTCD since the 1971 edition and is the sole authority over its content. <br /> <br /> The U.S. Secretary of Transportation, under authority granted by the Highway Safety Act of 1966, decreed that traffic control devices on all streets and highways open to public travel in accordance with 23 U.S.C. 109(d) and 402(a) in each state shall be in substantial conformance with the Standards issued or endorsed by the FHWA. In 23 CFR 655.603, the MUTCD is adopted as the national standard for any street, highway, or bicycle trail open to public travel in accordance with 23 U.S.C. 109(d) and 402(a). <br /> <br /> '''Support.''' Sections 226.010 and 227.220 of the Revised Statutes of Missouri authorize MoDOT to prescribe uniform traffic control devices on the state's highways. Pursuant to the provisions of the previously mentioned statutes, at the July 10, 2001, Commission meeting, the Missouri Highways and Transportation Commission (MHTC) approved and adopted the most current version of the MUTCD as the basis for MoDOT traffic control policy into the future and authorized implementation of actions needed to bring future deviations into compliance. <br /> <br /> '''Standard.''' The traffic control articles of the Engineering Policy Guide (EPG) serve as MoDOT’s Manual on Uniform Traffic Control Devices. The EPG shall be used when applying traffic control devices to state-maintained routes. Any variations from the EPG for traffic control devices shall be approved by the State Highway Safety and Traffic Engineer.<br /> <br /> '''Support.''' Starting with the 11th Edition of the MUTCD, MoDOT established a MoDOT MUTCD document. The MoDOT MUTCD is only intended to be a historical reference document and not a policy manual. The EPG remains the policy document for practitioners to use when applying traffic control devices to state-maintained routes. The MoDOT MUTCD is displayed in track change mode, indicating differences between MoDOT content and the 11th Edition MUTCD, denoting the content MoDOT did not adopt, changes to the manual where MoDOT exceeds MUTCD minimums, and notes indicating the justifications for these variations.<br /> <br /> The EPG contains the relevant content from, and is in substantial conformance with, the National MUTCD. However, MoDOT only adopts those portions of the National MUTCD that are relevant to state-maintained highways, and in many cases MoDOT adopts provisions that exceed those in the National MUTCD. For this reason, the National MUTCD cannot be used as a standalone guide when applying traffic control devices to Missouri state-maintained routes.<br /> <br /> '''Guidance.''' Like the National MUTCD, the EPG is a permissive manual, meaning the articles of the EPG outline what is permissible regarding the application of traffic control devices to state-maintained roadways. When specific criteria for traffic control devices is not found in the EPG to address a specific concern or application, the Highway Safety and Traffic Division should be contacted for assistance. The Highway Safety and Traffic Division has access to additional resources from which solutions can be sourced, such as other MoDOT districts, FHWA, research facilities, and other states. If these solutions have the possibility of being applicable to more than one site, consideration will be given to including the solution in the EPG.<br /> <br /> The articles of the EPG are not a substitute for engineering judgment. It is the intent that the provisions of the EPG be criteria for traffic control devices installed, but not a legal requirement for their installation.<br /> <br /> ==900.2 Material Inspection for Traffic Control==<br /> This article establishes procedures for reporting the inspection of traffic control devices typically inspected and accepted by the [[:Category:105_Control_of_Work#105.9_Authority_and_Duties_of_Resident_Engineer_.28Sec_105.9.29|resident engineer’s]] staff. This encompasses lighting, signal and signing materials that do not have a corresponding Division 1000 Material Details specification or are not typically tested and inspected by Materials personnel.<br /> <br /> Materials personnel inspects and accept materials specified in [[:Category:1000_MATERIALS|Division 1000]] and some aspects of materials such as poles, posts and arms. See the Contract Sampling and Testing Requirements for the specific materials on particular projects that require a separate sample record. Generally, each material with a distinct AASHTOWARE Project (AWP) Material Code should have a separate sample record of inspection and acceptance.<br /> <br /> ===900.2.1 Procedure===<br /> The material components for traffic control, including highway lighting, traffic signals and highway signing, that are not normally field inspected by Materials, will be inspected and documented. The construction inspector shall confirm that the material components presented by the contractor for use meet the applicable specifications. Any documentation required by the specifications will be obtained from the contractor or the contractor’s agent prior to use of the material. That documentation will be filed with other project documentation as maintained by the resident engineer’s staff.<br /> <br /> ===900.2.2 Report===<br /> Using AWP, a sample record for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901], [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 902] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 903] materials will be created by the [[:Category:105_Control_of_Work#105.9_Authority_and_Duties_of_Resident_Engineer_.28Sec_105.9.29|resident engineer’s]] staff. Three material codes have been provided to allow the creation of the required sample records to acknowledge the inspection of Traffic Control materials. The codes are 0901LHXX for highway lighting, 0902TSXX for signals and 0903HSXX for highway signing. These respective sample records, when appropriate, are to be created in lieu of the District Engineer’s Certification (DEC).<br /> <br /> Generally, each sample record is completed according to the instructions in [[106.20_Reporting#106.20.1.1_Automation_Section|Automation Guide]]. When the materials used for the particular Traffic Control measure come from several sources, the primary producer/supplier of the material may be selected. On the Tests Tab, the test designated as &quot;Dist. Engr. Cert. Sig., Sign, Light&quot; (SAA901AA) is selected and completed. The &quot;Dist. Engr. Cert. Sig., Sign, Light&quot; test states that “The materials and equipment listed by the contractor, including accessories and appurtenances, as required by the Specification and specifically approved by the construction inspector, were those which were incorporated into the work.&quot; Any exceptions should be listed on the Free Form Test. The Dist. Engr. Cert. Sig., Sign, Light test may be eliminated and the Free Form Test substituted if it includes, at a minimum, the statement “The materials and equipment listed by the contractor, including accessories and appurtenances, as required by Section [fill in the appropriate section for each sample record] and specifically approved by the construction inspector, were those which were incorporated into the work&quot; [except as follows&lt;sup&gt;1&lt;/sup&gt;]. [List the exceptions and the exceptions’ reasons.]<br /> <br /> A listing of the actual items used, their source and any supporting documentation should be included in the project files.<br /> <br /> A cathodic protection material code, 3099SPBRCA (Cathodic Protection for Bridge), is provided to allow acceptance by the procedure described above.<br /> <br /> &lt;sup&gt;1&lt;/sup&gt; Optional, depending on circumstances.</div>

TaracksA https://epgtest.modot.org/index.php?title=616.12_Other_TTC_Zone_Traffic_Control_Devices_(MUTCD_Chapter_6L)&diff=60799 2025-11-25T19:46:56Z

<p>TaracksA: /* {{SpanID|616.12.5}}616.12.5 Portable Changeable Message Signs (MUTCD Section 6L.05) */</p> <hr /> <div>[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.12]]<br /> =={{SpanID|616.12.1}}616.12.1 Temporary Traffic Control Signals (MUTCD Section 6L.01) ==<br /> <br /> '''Standard. '''Temporary traffic control signals (see [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D)#902.4.11|EPG 902.4.11]]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals (MUTCD Part 4)|EPG 902]].<br /> <br /> '''Support. '''Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, and intersections.<br /> <br /> '''Standard. '''A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.15 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4O)#902.15.2|EPG 902.15.2]].<br /> <br /> '''Guidance. '''When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.<br /> <br /> '''Support. '''Where pedestrians are detoured to a temporary traffic control signal, an accessible pedestrian signal (see [[902.11 Accessible Pedestrian Signals and Detectors (MUTCD Chapter 4K)|EPG 902.11]]) provides information in non-visual formats (such as audible tones and/or speech messages, and vibrating surfaces) so that a pedestrian with vision disabilities can know when to cross the street along the alternate route.<br /> <br /> '''Option. '''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.<br /> <br /> '''Support. '''Wood pole span wire signals are typically used for temporary signals. Temporary lighting is typically provided on the wood poles (silhouette discernment lighting as described in [[:Category:901_Lighting|EPG 901]]).<br /> <br /> '''Guidance. '''Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.<br /> <br /> '''Support. '''Factors related to the design and application of temporary traffic control signals include the following:<br /> :A. Safety and road user needs;<br /> :B. Work staging and operations;<br /> :C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);<br /> :D. Sight distance restrictions;<br /> :E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);<br /> :F. Road-user volumes including roadway and intersection capacity;<br /> :G. Affected side streets and driveways;<br /> :H. Vehicle speeds;<br /> :I. The placement of other TTC devices;<br /> :J. Parking;<br /> :K. Turning restrictions;<br /> :L. Pedestrians;<br /> :M. The nature of adjacent land uses (such as residential or commercial);<br /> :N. Legal authority;<br /> :O. Signal phasing and timing requirements;<br /> :P. Full-time or part-time operation;<br /> :Q. Actuated, fixed-time, or manual operation;<br /> :R. Power failures or other emergencies;<br /> :S. Inspection and maintenance needs;<br /> :T. Need for detailed placement, timing, and operation records; and<br /> :U. Operation by contractors or by others.<br /> <br /> Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact, and vandalism.<br /> <br /> '''Guidance. '''Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings, and channelizing devices.<br /> <br /> Temporary traffic control signals not in use should be covered or removed.<br /> <br /> If a temporary traffic control signal is located within ½ mile of an adjacent traffic control signal, consideration should be given to interconnected operation.<br /> <br /> '''Standard. '''Temporary traffic control signals shall not be located within 200 feet of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F)#902.6.18|EPG 902.6.18]], [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F)#902.6.19|EPG 902.6.19]], and [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D)#913.4.9|EPG 913.4.9]], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.<br /> <br /> =={{SpanID|616.12.2}}616.12.2 Automated Flagger Assistance Devices – General (MUTCD Section 6L.02)==<br /> <br /> '''Support. '''Automated Flagger Assistance Devices (AFADs) enable a flagger(s) to be positioned out of the lane of traffic and are used to control road users through TTC zones. These devices are designed to be remotely operated either by a single flagger at one end of the TTC zone or at a central location, or by separate flaggers near each device’s location.<br /> <br /> There are two types of AFADs:<br /> :A. An AFAD (see [[#616.12.3|EPG 616.12.3]]) that uses a remotely controlled STOP/SLOW sign on either a trailer or a movable cart system to alternately control right-of-way.<br /> :B. An AFAD (see [[#616.12.4|EPG 616.12.4]]) that uses remotely controlled red and yellow lenses and a gate arm to alternately control right-of-way.<br /> <br /> AFADs might be appropriate for short-term and intermediate-term activities (see [[616.14 Types of Temporary Traffic Control Zone Activities (MUTCD Chapter 6N)#616.14.1|EPG 616.14.1]]). Typical applications include TTC activities such as, but not limited to:<br /> :A. Bridge maintenance,<br /> :B. Haul road crossings, and<br /> :C. Pavement patching.<br /> <br /> '''Standard. '''AFADs shall only be used in situations where there is only one lane of approaching traffic in the direction to be controlled.<br /> <br /> When used at night, the AFAD location shall be illuminated in accordance with [[616.4 Flagger Control (MUTCD Chapter 6D)#616.4.6|EPG 616.4.6]].<br /> <br /> '''Guidance. '''AFADs should not be used for long-term stationary work (see [[616.14 Types of Temporary Traffic Control Zone Activities (MUTCD Chapter 6N)#616.14.1|EPG 616.14.1]]).<br /> <br /> '''Standard. '''Because AFADs are not traffic control signals, they shall not be used as a substitute for or a replacement for a continuously operating temporary traffic control signal as described in [[#616.12.1|EPG 616.12.1]].<br /> <br /> AFADs shall meet the crashworthy (see definition in [[911 General (MUTCD Part 1)#Definitions_of_Words_and_Phrases_Used_in_this_Manual_(MUTCD_Section_1C.02)|EPG 911 (MUTCD Section 1C.02)]]) performance criteria contained in [[616.1 General (MUTCD Chapter 6A)#616.1.4|EPG 616.1.4]].<br /> <br /> '''Guidance. '''If used, AFADs should be located in advance of one-lane, two-way tapers and downstream from the point where approaching traffic is to stop in response to the device.<br /> <br /> '''Standard. '''If used, AFADs shall be placed so that all of the signs and other items controlling traffic movement are readily visible to the driver of the initial approaching vehicle with advance warning signs alerting other approaching traffic to be prepared to stop.<br /> <br /> If used, an AFAD shall be operated only by a flagger (see [[616.4 Flagger Control (MUTCD Chapter 6D)#616.4.1|EPG 616.4.1]]) who has been trained on the operation of the AFAD. The flagger(s) operating the AFAD(s) shall not leave the AFAD(s) unattended at any time while the AFAD(s) is being used.<br /> <br /> The use of AFADs shall conform to one of the following methods:<br /> :A. An AFAD at each end of the TTC zone (Method 1), or<br /> :B. An AFAD at one end of the TTC zone and a flagger at the opposite end (Method 2).<br /> <br /> Except as provided in the following Option paragraph, two flaggers shall be used when using either Method 1 or Method 2.<br /> <br /> '''Option. '''A single flagger may simultaneously operate two AFADs (Method 1) or may operate a single AFAD on one end of the TTC zone while being the flagger at the opposite end of the TTC zone (Method 2) if both of the following conditions are present:<br /> :A. The flagger has an unobstructed view of the AFAD(s), and<br /> :B. The flagger has an unobstructed view of approaching traffic in both directions.<br /> <br /> '''Guidance. '''When an AFAD is used, the advance warning signing should include a ROAD WORK AHEAD (WO20-1) sign, a ONE LANE ROAD (WO20-4) sign, and a BE PREPARED TO STOP (WO3-4) sign.<br /> <br /> '''Standard. '''When the AFAD is not in use, the signs associated with the AFAD, both at the AFAD location and in advance, shall be removed or covered.<br /> <br /> '''Guidance. '''A State or local agency that elects to use AFADs should adopt a policy, based on engineering judgment, governing AFAD applications. The policy should also consider more detailed and/or more restrictive requirements for AFAD use, such as the following:<br /> :A. Conditions applicable for the use of Method 1 and Method 2 AFAD operation,<br /> :B. Volume criteria,<br /> :C. Maximum distance between AFADs,<br /> :D. Conflicting lenses/indications monitoring requirements,<br /> :E. Fail-safe procedures,<br /> :F. Additional signing and pavement markings,<br /> :G. Application consistency,<br /> :H. Larger signs or lenses to increase visibility, and<br /> :I. Use of backplates.<br /> <br /> =={{SpanID|616.12.3}}616.12.3 STOP/SLOW Automated Flagger Assistance Devices (MUTCD Section 6L.03) ==<br /> <br /> '''Standard. '''A STOP/SLOW Automated Flagger Assistance Device (AFAD) shall include a STOP/SLOW sign that alternately displays the STOP (R1-1) face and the SLOW (WO20-8) face of a STOP/SLOW paddle (see [[#fig616.12.3|Figure 616.12.3]]).<br /> <br /> The AFAD’s STOP/SLOW sign shall have an octagonal shape, shall be fabricated of rigid material, and shall be mounted with the bottom of the sign a minimum of 6 feet above the pavement on an appropriate support. The size of the STOP/SLOW sign shall be at least 24 x 24 inches with letters at least 8 inches high. The background of the STOP face shall be red with white letters and border. The background of the SLOW face shall be diamond-shaped and orange with black letters and border. Both faces of the STOP/SLOW sign shall be retroreflectorized.<br /> <br /> The AFAD’s STOP/SLOW sign shall have a means to positively lock, engage, or otherwise maintain the sign assembly in a stable condition when set in the STOP or SLOW position.<br /> <br /> The AFAD’s STOP/SLOW sign shall be supplemented with active conspicuity devices by incorporating either:<br /> :A. White or red flashing lights within the STOP face and white or yellow flashing lights within the SLOW face meeting the provisions contained in [[616.4 Flagger Control (MUTCD Chapter 6D)#616.4.2|EPG 616.4.2]]; or<br /> :B. A Stop Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S)#902.18.5|EPG 902.18.5]]) mounted a maximum of 24 inches above the STOP face and a Warning Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S)#902.18.3|EPG 902.18.3]]) mounted a maximum of 24 inches above, below, or to the side of the SLOW face. The Stop Beacon shall not be flashed or illuminated when the SLOW face is displayed, and the Warning Beacon shall not be flashed or illuminated when the STOP face is displayed. Except for the mounting locations, the beacons shall comply with the provisions of [[902.18 Flashing Beacons (MUTCD Chapter 4S)|EPG 902.18]].<br /> <br /> '''Option. '''Type B warning light(s) (see [[#616.12.7|EPG 616.12.7]]) may be used in lieu of the Warning Beacon during the display of the SLOW face of the AFAD’s STOP/SLOW sign.<br /> <br /> '''Standard. '''If Type B warning lights are used in lieu of a Warning Beacon, they shall flash continuously when the SLOW face is displayed and shall not be flashed or illuminated when the STOP face is displayed.<br /> <br /> '''Option. '''The faces of the AFAD’s STOP/SLOW sign may include louvers to improve the stability of the device in windy or other adverse environmental conditions.<br /> <br /> '''Standard. '''If louvers are used, the louvers shall be designed such that the full sign face is visible to approaching traffic at a distance of 50 feet or greater.<br /> <br /> '''Guidance. '''The STOP/SLOW AFAD should include a gate arm that descends to a down position across the approach lane of traffic when the STOP face is displayed and then ascends to an upright position when the SLOW face is displayed.<br /> <br /> '''Option. '''In lieu of a stationary STOP/SLOW sign with a separate gate arm, the STOP/SLOW sign may be attached to a mast arm that physically blocks the approach lane of traffic when the STOP face is displayed and then moves to a position that does not block the approach lane when the SLOW face is displayed.<br /> <br /> '''Standard. '''Gate arms, if used, shall be fully retroreflectorized on both sides, and shall have vertical alternating red and white stripes at 16-inch intervals measured horizontally as shown in [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D)#913.4.1|Figure 913.4.1]]. When the arm is in the down position blocking the approach lane:<br /> :A. The minimum vertical aspect of the arm and sheeting shall be 2 inches, and<br /> :B. The end of the arm shall reach at least to the center of the lane being controlled.<br /> <br /> A WAIT ON STOP (R1-7) sign (see [[#fig616.12.3|Figure 616.12.3]]) shall be displayed to road users approaching the AFAD.<br /> <br /> '''Option: '''A GO ON SLOW (R1-8) sign (see [[#fig616.12.3|Figure 616.12.3]]) may also be displayed to road users approaching the AFAD.<br /> <br /> The WAIT ON STOP/ GO ON SLOW (R1-7a) sign (see [[#fig616.12.3|Figure 616.12.3]]) may also be used to display both messages to approaching road users. <br /> <br /> '''Standard. '''The GO ON SLOW sign, if used, and the WAIT ON STOP sign shall be positioned on the same support structure as the AFAD or immediately adjacent to the AFAD such that they are in the same direct line of view of approaching traffic as the sign faces of the AFAD.<br /> <br /> To inform road users to stop, the AFAD shall display the STOP face and the red or white lights, if used, within the STOP face shall flash or the Stop Beacon shall flash. To inform road users to proceed, the AFAD shall display the SLOW face and the yellow or white lights, if used, within the SLOW face shall flash or the Warning Beacon or the Type B warning lights shall flash.<br /> <br /> If STOP/SLOW AFADs are used to control traffic in a one-lane, two-way TTC zone, safeguards shall be incorporated to prevent the flagger(s) from simultaneously displaying the SLOW face at each end of the TTC zone. Additionally, the flagger(s) shall not display the AFAD’s SLOW face until all oncoming vehicles have cleared the one-lane portion of the TTC zone.<br /> <br /> <br /> {{SpanID|fig616.12.3}}<br /> [[File:F06L-01_Example of the Use of a STOP-SLOW Automated_v2.png|thumb|center|700px|alt=&quot;A vertical two-lane roadway with one lane of traffic in each direction is shown.<br /> <br /> At the bottom of the figure on the right shoulder, three advance warning signs (WO20-1, WO20-4, and WO3-4) are shown consecutively facing approaching traffic. Beyond these signs, an AFAD with recommended gate is shown, placed before optional channelizing devices positioned along the center line of the two opposing lanes.<br /> <br /> At the AFAD, facing approaching traffic, four sign assemblies are shown. The first assembly consists of an R1-1 sign mounted above an R1-7a sign, with a flashing red beacon mounted above the R1-1 sign. To the right, the word “OR” is shown next to a second assembly that is identical except it uses a WO20-8 sign with a flashing yellow beacon instead of the R1-1 with red beacon.<br /> <br /> A third sign assembly is shown with an R1-1 sign mounted above an R1-7 sign and an optional R1-8 sign. The R1-1 has a flashing red beacon above it. To the right, the word “OR” is shown next to a fourth assembly that is identical except it uses a WO20-8 sign with a flashing yellow beacon instead of the R1-1 with red beacon.<br /> <br /> Past these sign assemblies, channelizing devices begin tapering diagonally from left to right across the lane and continue straight along the center of the roadway adjacent to a work space shown in the right lane. The devices then taper back across the lane toward the right shoulder further up the figure.<br /> <br /> At the top of the figure, on the right shoulder, the same series of diamond-shaped warning signs, an AFAD with recommended gate, and the same set of sign assemblies are shown for traffic approaching from the opposite direction.&quot;<br /> |'''Figure 616.12.3''' Example of the Use of a STOP/SLOW Automated Flagger Assistance Device (AFAD)]]<br /> <br /> =={{SpanID|616.12.4}}616.12.4 Red/Yellow Lens Automated Flagger Assistance Devices (MUTCD Section 6L.04)==<br /> <br /> '''Standard. '''A Red/Yellow Lens Automated Flagger Assistance Device (AFAD) shall alternately display a steadily illuminated CIRCULAR RED lens and a flashing CIRCULAR YELLOW lens to control traffic without the need for a flagger in the immediate vicinity of the AFAD or on the roadway (see [[#fig616.12.4|Figure 616.12.4]]).<br /> <br /> Red/Yellow Lens AFADs shall have at least one set of CIRCULAR RED and CIRCULAR YELLOW lenses that are 12 inches in diameter. Unless otherwise provided in this Section, the lenses and their arrangement, CIRCULAR RED on top and CIRCULAR YELLOW below, shall comply with the applicable provisions for traffic signal indications in [[:Category:902 Signals (MUTCD Part 4)|EPG 902]]. If the set of lenses is post-mounted, the bottom of the housing (including brackets) shall be at least 7 feet above the pavement. If the set of lenses is located over any portion of the highway that can be used by motor vehicles, the bottom of the housing (including brackets) shall be at least 15 feet above the pavement.<br /> <br /> '''Option. '''Additional sets of CIRCULAR RED and CIRCULAR YELLOW lenses, located over the roadway or on the left-hand side of the approach and operated in unison with the primary set, may be used to improve visibility and/or conspicuity of the AFAD.<br /> <br /> '''Standard. '''A Red/Yellow Lens AFAD shall include a gate arm that descends to a down position across the approach lane of traffic when the steady CIRCULAR RED lens is illuminated and then ascends to an upright position when the flashing CIRCULAR YELLOW lens is illuminated. The gate arm shall be fully retroreflectorized on both sides, and shall have vertical alternating red and white stripes at 16-inch intervals measured horizontally as shown in [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D)#fig913.4.1|Figure 913.4.1]]. When the arm is in the down position blocking the approach lane:<br /> :A. The minimum vertical aspect of the arm and sheeting shall be 2 inches, and<br /> :B. The end of the arm shall reach at least to the center of the lane being controlled.<br /> <br /> A Stop Here On Red (R10-6 or R10-6a) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)#903.2.48|EPG 903.2.48]]) shall be installed on the right-hand side of the approach at the point at which drivers are expected to stop when the steady CIRCULAR RED lens is illuminated (see [[#fig616.12.4|Figure 616.12.4]]).<br /> <br /> To inform road users to stop, the AFAD shall display a steadily illuminated CIRCULAR RED lens and the gate arm shall be in the down position. To inform road users to proceed, the AFAD shall display a flashing CIRCULAR YELLOW lens and the gate arm shall be in the upright position.<br /> <br /> If Red/Yellow Lens AFADs are used to control traffic in a one-lane, two-way TTC zone, safeguards shall be incorporated to prevent the flagger(s) from actuating a simultaneous display of a flashing CIRCULAR YELLOW lens at each end of the TTC zone. Additionally, the flagger shall not actuate the AFAD’s display of the flashing CIRCULAR YELLOW lens until all oncoming vehicles have cleared the one-lane portion of the TTC zone.<br /> <br /> A change interval shall be provided as the transition between the display of the flashing CIRCULAR YELLOW indication and the display of the steady CIRCULAR RED indication. During the change interval, the CIRCULAR YELLOW lens shall be steadily illuminated. The gate arm shall remain in the upright position during the display of the steadily illuminated CIRCULAR YELLOW change interval.<br /> <br /> A change interval shall not be provided between the display of the steady CIRCULAR RED indication and the display of the flashing CIRCULAR YELLOW indication.<br /> <br /> '''Guidance. '''The steadily illuminated CIRCULAR YELLOW change interval should have a duration of at least 5 seconds, unless a different duration, within the range of durations recommended by [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F)#902.6.17|EPG 902.6.17]], is justified by engineering judgment.<br /> <br /> <br /> {{SpanID|fig616.12.4}}<br /> <br /> [[File:F06L-02_Example of the Use of a Red-Yellow Lens Automated_v2.png|thumb|center|700px|alt=&quot;A vertical two-lane roadway with one lane of traffic in each direction is shown.<br /> <br /> At the bottom of the figure on the right shoulder, WO20-1, WO20-4, WO3-4, and R10-6 signs are shown consecutively, facing approaching traffic. Beyond the R10-6 sign, an AFAD with recommended gate is shown centered across the right lane. Optional channelizing devices are shown on the center line in advance of the AFAD.<br /> <br /> On the AFAD, a black square with a circular red signal face is shown above a second black square with a circular yellow signal face. At this point, channelizing devices begin tapering diagonally from left to right across the lane toward the center of the roadway.<br /> <br /> Farther up the figure, a work space is shown in the right lane. Channelizing devices continue straight along the center of the roadway adjacent to the work space, then taper back across the right lane toward the right shoulder.<br /> <br /> At the top of the figure on the right shoulder, WO20-1 and WO20-4 signs are again shown consecutively, facing approaching traffic from the opposite direction. Beyond the WO20-4 sign, a sign assembly consisting of a WO20-7 sign mounted above an optional WO16-2P plaque is shown. Past this sign assembly, a flagger is shown standing at the shoulder and extending slightly into the adjacent lane.&quot;<br /> |'''Figure 616.12.4''' Example of the Use of a Red Yellow Lens Automated Flagger Assistance Device (AFAD)]]<br /> <br /> =={{SpanID|616.12.5}}616.12.5 Portable Changeable Message Signs (MUTCD Section 6L.05) ==<br /> <br /> '''Support. '''Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[903.11 Tourist-Oriented Directional Signs (MUTCD Chapter 2K)|EPG 903.11]]. The information in this article describes situations where the provisions for portable changeable message signs differ from those given in [[903.11 Tourist-Oriented Directional Signs (MUTCD Chapter 2K)|EPG 903.11]].<br /> <br /> Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.<br /> <br /> Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.<br /> <br /> The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:<br /> :A. Conveying complex messages,<br /> :B. Displaying real time information about conditions ahead, and<br /> :C. Providing information to assist road users in making decisions prior to the point where actions must be taken.<br /> <br /> Some typical applications include the following:<br /> :A. Where the speed of vehicular traffic is expected to drop substantially;<br /> :B. Where significant queuing and delays are expected;<br /> :C. Where adverse environmental conditions are present;<br /> :D. Where there are changes in alignment or surface conditions;<br /> :E. Where advance notice of ramp, lane, or roadway closures is needed;<br /> :F. Where crash or incident management is needed; and/or<br /> :G. Where changes in the road user pattern occur.<br /> <br /> '''Guidance. '''The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material.<br /> <br /> '''Standard. '''Portable changeable message signs shall comply with the applicable design and application principles established in [[903.1 General (MUTCD Chapter 2A)|EPG 903.1]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages<br /> <br /> CMSs shall not be used to replace static sign messages. <br /> <br /> '''Support. '''[[903.12 Changeable Message Signs (MUTCD Chapter 2L)#903.12.2|EPG 903.12.2]] contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.<br /> <br /> '''Standard. '''The colors used for legends on portable changeable message signs shall comply with those shown in [[903.1 General (MUTCD Chapter 2A) #tab903.1.6|Table 903.1.6]].<br /> <br /> '''Support. '''[[903.12 Changeable Message Signs (MUTCD Chapter 2L)#903.12.4|EPG 903.12.4]] contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.<br /> <br /> '''Guidance. '''Portable changeable message signs should be visible from ½ mile under both day and night conditions.<br /> <br /> '''Support. '''[[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)#903.2.20|EPG 903.2.20]] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.<br /> <br /> '''Guidance. '''A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.<br /> <br /> Except as provided in the following paragraph, the letter height used for portable changeable message sign messages should be a minimum of 18 inches.<br /> <br /> '''Option. '''For portable changeable message signs mounted on service patrol trucks or other incident response vehicles, a letter height as short as 10 inches may be used. Shorter letter sizes may also be used on a portable changeable message sign used on low speed facilities provided that the message is legible from at least 650 feet.<br /> <br /> The portable changeable message sign may vary in size.<br /> <br /> '''Guidance. '''Messages on a portable changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.<br /> <br /> '''Support. '''Road users have difficulties in reading messages displayed in more than two phases on a typical three-line portable changeable message sign.<br /> <br /> '''Standard. '''Except when being used to simulate an Arrow Board display (see [[903.12 Changeable Message Signs (MUTCD Chapter 2L)#903.12.6|EPG 903.12.6]]), techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, traveling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.<br /> <br /> '''Guidance. '''When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.<br /> <br /> All messages should be designed with consideration given to the principles provided in this article and also taking into account the following:<br /> :A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:<br /> # The problem or situation that the road user will encounter ahead,<br /> # The location of or distance to the problem or situation, and<br /> # The recommended driver action.<br /> :B. If more than two phases are needed to display a message, additional portable changeable message signs should be used. When multiple portable changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.<br /> <br /> '''Standard. '''When the word messages shown in [[:Category:911 General (MUTCD Part 1)#tab1d1|MUTCD Table 1D-1]] or [[:Category:911 General (MUTCD Part 1)#tab1d2| Table 1D-2]] need to be abbreviated on a portable changeable message sign, the provisions described in [[911 General (MUTCD Part 1)#Abbreviations_Used_on_Traffic_Control_Devices_(MUTCD_Section_1D.08)|EPG 911 (MUTCD Section 1D.08)]] shall be followed.<br /> <br /> In order to maintain legibility, portable changeable message signs shall automatically adjust their brightness under varying light conditions.<br /> <br /> The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.<br /> <br /> Portable changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.<br /> <br /> The mounting of portable changeable message signs on a trailer, a large truck, or a service patrol truck shall be such that the bottom of the message sign shall be a minimum of 7 feet above the roadway in urban areas and 5 feet above the roadway in rural areas when it is in the operating mode.<br /> <br /> '''Guidance. '''Portable changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.<br /> <br /> When portable changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.<br /> <br /> Portable changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable message sign message.<br /> <br /> Portable changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practicable. Where a traffic barrier is not available to shield the portable changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a portable changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Plan 616.10]).<br /> <br /> When portable changeable message signs are used in TTC zones, they should display only TTC messages.<br /> <br /> When portable changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is impracticable, they should be delineated with retroreflective TTC devices.<br /> <br /> Portable changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.<br /> <br /> =={{SpanID|616.12.6}}616.12.6 Arrow Boards (MUTCD Section 6L.06) ==<br /> <br /> '''Standard. '''An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone.<br /> <br /> '''Guidance. '''An arrow board in the arrow or chevron mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.<br /> <br /> If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.<br /> <br /> An arrow board should be placed on the shoulder of the roadway or, if practicable, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.<br /> <br /> '''Standard. '''Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications shown in [[#fig616.12.6|Figure 616.12.6]].<br /> <br /> '''Support. '''Type B arrow boards are truck-mounted units, appropriate for maintenance or mobile operations. Type C arrow boards are trailer-mounted units, intended to be used on high-speed, high-volume motor vehicle traffic control projects. Type D arrow boards are intended for use on vehicles authorized by the State or local agency. <br /> <br /> <br /> {{SpanID|fig616.12.6}}<br /> [[File:F06L-03_Advance Warning Arrow Board Display Specifications_v2.png|thumb|center|600px|alt=&quot;A set of operating modes is shown along with representative arrow board displays illustrated as yellow dots on a horizontal rectangular black background. The display column includes the note “right arrow shown; left is similar.”<br /> <br /> Under “Operating Mode,” the first heading is “1. At least one of the three following modes shall be provided.” The following modes are listed with corresponding displays:<br /> <br /> • Flashing Arrow:<br /> A horizontal arrow pointing to the right is shown, consisting of five yellow dots forming the shaft and five yellow dots forming the arrowhead. A label beneath the display states “Merge Right,” with a note indicating that “Merge Left” is similar.<br /> <br /> • Sequential Arrow:<br /> Three displays are shown, each illustrating a right-pointing arrow composed of a five-dot arrowhead and a shaft of increasing length. The shafts are shown with two, three, and five yellow dots, respectively. Each display is labeled “Merge Right,” with a note indicating that “Merge Left” is similar.<br /> <br /> • Sequential Chevron:<br /> Three displays are shown, each consisting of one or more right-pointing chevrons, with each chevron formed by five yellow dots. The first illustration contains one chevron at the left side of the panel. The second contains two chevrons centered across the panel. The third contains three chevrons spanning the panel. A label below these displays states “Merge Right.”<br /> <br /> Under “Operating Mode,” the second heading is “2. The following mode shall be provided: Flashing Double Arrow.”<br /> The accompanying display shows a double-headed horizontal arrow composed of three yellow dots in the center and arrowheads of five yellow dots each at both ends. A label beneath the display states “Merge Right or Left.”<br /> <br /> Under “Operating Mode,” the third heading is “3. At least one of the following modes shall be provided: Flashing Caution or Alternating Diamond Caution.”<br /> Two displays are shown under “Display,” separated by the word “or”:<br /> <br /> The first display shows four yellow dots, one positioned near each corner of the panel. A label beneath it reads “Flashing Caution.”<br /> <br /> The second display shows two alternating diamond patterns, each diamond composed of eight yellow dots, displayed on opposite sides of the panel. A label beneath this display reads “Alternating Diamond Caution.”<br /> <br /> Below the operating modes, a table lists arrow board types and associated specifications:<br /> <br /> • Type B arrow boards have a minimum size of 60 × 30 inches, a minimum legibility distance of 3/4 mile, a minimum of 13 elements, and are designated as Truck Mounted.<br /> • Type C arrow boards have a minimum size of 96 × 48 inches, a minimum legibility distance of 1 mile, a minimum of 15 elements, and are designated as Trailer Mounted.<br /> • Type D arrow boards have no minimum size requirement, a minimum legibility distance of 1/2 mile, and a minimum of 12 elements, and are designated for Emergency Vehicle use.<br /> <br /> A footnote states that the length of the arrow equals 48 inches and the width of the arrowhead equals 24 inches.&quot;<br /> |'''Figure 616.12.6''' Advance Warning Arrow Board Specifications]]<br /> <br /> <br /> '''Standard. '''Type B and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.<br /> <br /> All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.<br /> <br /> '''Guidance. '''The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 feet, except on vehicle-mounted arrow boards, which should be as high as practicable.<br /> <br /> A vehicle-mounted arrow board should be provided with remote controls.<br /> <br /> '''Standard. '''Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.<br /> <br /> '''Guidance. '''Full brilliance should be used for daytime operation of arrow boards.<br /> <br /> '''Standard. '''The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.<br /> <br /> '''Guidance. '''If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.<br /> <br /> '''Standard. '''The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.<br /> <br /> An arrow board shall have the following three mode selections:<br /> <br /> :A. A Flashing Arrow, Sequential Arrow, or Sequential Chevron mode;<br /> :B. A flashing Double Arrow mode; and<br /> :C. A flashing Caution or Alternating Diamond Caution mode.<br /> <br /> An arrow board in the arrow or chevron mode shall be used only for stationary or moving lane closures on multi-lane roadways.<br /> <br /> For shoulder work, for blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the caution mode.<br /> <br /> '''Guidance. '''For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.<br /> <br /> Where the shoulder is narrow, the arrow board should be located in the closed lane.<br /> <br /> '''Standard. '''When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.<br /> <br /> '''Guidance. '''When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper (see [[616.16 Typical Applications (MUTCD Chapter 6P)|TA-37]]). When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.<br /> <br /> For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.<br /> <br /> '''Standard. '''A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating, or strobe lights.<br /> <br /> Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.<br /> <br /> '''Option. '''A portable changeable message sign may be used to simulate an arrow board display.<br /> <br /> =={{SpanID|616.12.7}}616.12.7 Flashing Beacons and Warning Lights (MUTCD Section 6L.07) ==<br /> <br /> '''Option. '''Flashing beacons (see [[902.18 Flashing Beacons (MUTCD Chapter 4S)|EPG 902.18]]) and/or warning lights may be used to supplement certain retroreflectorized signs and channelizing devices as described in this article. <br /> <br /> '''Support. '''Type A and Type B warning lights are portable, powered, yellow, lens-directed, enclosed lights.<br /> <br /> '''Standard. '''Warning lights shall comply with the provisions in Chapter 13 of the publication entitled, “Equipment and Materials Standards of the Institute of Transportation Engineers,” 1998, Institute of Transportation Engineers.<br /> <br /> When warning lights are used, they shall be mounted on signs or channelizing devices in a manner that, if hit by an errant vehicle, they will not be likely to penetrate the windshield.<br /> <br /> '''Guidance. '''The maximum spacing for warning lights should be identical to the channelizing device spacing requirements.<br /> <br /> '''Standard. '''Except for the sequential flashing warning lights that are described in the following paragraph, flashing warning lights shall not be used for delineation, as a series of flashers fails to identify the desired vehicle path.<br /> <br /> If a series of sequential flashing warning lights is used on channelizing devices that form a merging taper, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute. <br /> <br /> '''Guidance. '''Sequential flashing warning lights should be used for merging tapers on interstate highways during nighttime operations.<br /> <br /> '''Option. '''Sequential flashing warning lights may be used for merging tapers on other multi-lane highways as determined by the district.<br /> <br /> '''Standard. '''Type A Low-Intensity Flashing warning lights for sequential flashing shall be maintained so as to be capable of being visible on a clear night from a distance of 3,000 feet. Type B High-Intensity Flashing warning lights for AFADs shall be maintained so as to be capable of being visible on a sunny day when viewed without the sun directly on or behind the device from a distance of 1,000 feet. <br /> <br /> Warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.<br /> <br /> =={{SpanID|616.12.8}}616.12.8 High-Level Warning Devices (Flag Trees) (MUTCD Section 6L.08)==<br /> <br /> '''Support. '''MoDOT does not use the High-Level Warning Devices.</div>

TaracksA https://epgtest.modot.org/index.php?title=File:F06N-01_Late_Merge_v3.png&diff=60318 2025-11-24T19:48:10Z

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TaracksA https://epgtest.modot.org/index.php?title=616.20_Work_Zone_Safety_and_Mobility_Policy&diff=60015 2025-11-21T18:18:54Z

<p>TaracksA: </p> <hr /> <div>MoDOT is committed to providing safe and efficient movement of both motorized and non-motorized traffic through or around temporary traffic control zones and protecting workers and equipment located within those areas. As such, MoDOT focuses on the visibility of temporary traffic control devices and traffic flow through work zones located on the state highway system. Our staff’s and partners’ attention to improved work zone visibility and mobility, from the preliminary planning stages through the end of all work, results in safer work zones with minimal impact on the traveler - a benefit to all.<br /> <br /> ==616.20.1 Goals==<br /> <br /> Compliance with the guidelines outlined in this document enables MoDOT and its partners to meet the following work zone goals:<br /> <br /> # Provide an environment conducive to roadway user and worker safety.<br /> #* Work toward zero work zone fatalities.<br /> #* Reduce crashes in all types of work zones.<br /> # Minimize impact of work zones on roadway user.<br /> #* Limit traffic delays to 15 minutes or less.<br /> #* Provide customers real-time work zone information. <br /> <br /> ==616.20.2 Fundamental Principles==<br /> The safe and efficient movement of roadway users and worker safety are integral and high-priority elements of every incident management, construction, maintenance, permit and utility operation. Consideration of the following principles enhances the performance of the temporary traffic control zone:<br /> <br /> * Preparing a temporary traffic control plan and communicating it to all responsible parties prior to occupying the site.<br /> <br /> * Providing those whose actions affect the temporary traffic control zone with training appropriate to their level of responsibility.<br /> <br /> * Employing the same basic safety principles used to design permanent roadways.<br /> <br /> * Avoiding frequent or abrupt geometric changes.<br /> <br /> * Minimizing delay and disruption.<br /> <br /> * Scheduling and coordinating operations.<br /> <br /> * Providing adequate warning, delineation, and channelization in advance of and through the area affected.<br /> <br /> * Providing positive guidance.<br /> <br /> * Providing for safe operation of work.<br /> <br /> * Encouraging use of alternative routes.<br /> <br /> * Assuming drivers will only reduce their speeds if they clearly perceive a need to do so.<br /> <br /> * Providing for reasonably safe passage of bicyclists and pedestrians.<br /> <br /> * Providing recovery areas where practical.<br /> <br /> * Coordinating operations with those having jurisdiction over any affected cross streets, railroads, or transit facilities.<br /> <br /> * Ensuring continuation of emergency services.<br /> <br /> * Communicating with and providing reasonable accommodations for adjoining property owners.<br /> <br /> * Providing and maintaining temporary traffic control devices in good working order, reasonably consistent with the temporary traffic control plan, and effective.<br /> <br /> * Monitoring performance of the transportation management plan and modifying as needed.<br /> [[image:616.14.3 2013.jpg|right|375px|thumb|&lt;center&gt;'''Involving the media to assist in information dissemination'''&lt;/center&gt;]]<br /> * Inspecting and maintaining temporary traffic control devices.<br /> * Removing, covering, or turning; and turning off all unnecessary temporary traffic control devices.<br /> * Maintaining a record of any crashes or incidents.<br /> * Storing unused equipment and material in such a manner to reduce the probability of being hit.<br /> * Involving the media to assist in information dissemination.<br /> * Keeping the public, local businesses, trucking and transit associations, government entities, etc. informed of work zone activities.<br /> * Employing incident management strategies. <br /> * Pursuing innovative technologies for advancement of safety and mobility in work zones.<br /> <br /> ==616.20.3 Organization and Responsibilities==<br /> [[Image:616.14 MoDOTCentralOffice 001.jpg|right|350px]]<br /> ===616.20.3.1 Central Office===<br /> <br /> Central Office, under the leadership of [https://modotgov.sharepoint.com/sites/ts Highway Safety/Traffic], is responsible for setting work zone policies and guidelines, identifying and communicating issues related to the condition, design and usage of temporary traffic control devices, as well as the set-up, maintenance, general appearance and functionality of work zones. Responsibilities of Central Office includes:<br /> <br /> * Providing work zone direction and guidance.<br /> * Sharing best practices.<br /> * Evaluating the effectiveness of work zones quarterly by tracking the percent of work zones meeting traffic flow and visibility expectations and reporting the results in the Tracker. Refer to [[#616.20.5 Tracking Measures|EPG 616.20.5 Tracking Measures]] for more information. <br /> * Performing quality assurance inspections and reviews of work zones on a routine basis and district work zone reviews on an annual basis. Video recording during work zone reviews shall follow [[#616.20.3.4 Work Zone Review Team | EPG 616.20.3.4 Work Zone Review Team ]] guidance for video recording. <br /> * Evaluating work zone safety by tracking the number of fatalities and injuries in work zones annually. <br /> * Continually pursuing improvement of work zone safety and mobility processes and procedures by analyzing the data collected through the above tracking mechanisms.<br /> * Maintaining a database capturing work zone activities occurring on highways across the state and conveying pertinent information to the public via an [http://traveler.modot.org/map/ interactive external website].<br /> * Managing a database of work zone inspection results and providing access to this information via TMS.<br /> * Educating all MoDOT personnel (designers, quality assurance personnel, construction inspectors, flaggers, workers, supervisors, etc.) on work zone guidelines to an appropriate level for the job decisions each individual is required to make. This includes providing training courses and periodic updates reflecting changing industry practices and MoDOT processes and procedures.<br /> <br /> <br /> [[image:102 map.jpg|200px|left]]<br /> <br /> ===616.20.3.2 District Offices===<br /> <br /> Each district develops and implements their own Quality Control/Quality Assurance plan to meet the requirements set forth in this document, and in accordance with applicable contract documents and guidelines provided in the Manual on Uniform Traffic Control Devices (MUTCD), the Engineering Policy Guide, the MoDOT Work-Zone Guidelines pamphlet, [[616.27 Traffic Control for Field Operations| Traffic Control for Field Operations]], [[616.24 Quality Standards for Temporary Traffic Control Devices| Quality Standards for Temporary Traffic Control Devices]] and any other pertinent documents.<br /> <br /> ====616.20.3.2.1 District Engineers====<br /> <br /> Responsibilities of District Engineers include:<br /> * Designating a district work zone coordinator.<br /> * Supporting the district work zone coordinator in performing assigned duties.<br /> * Ensuring the appropriate district staff is trained in temporary traffic control to a level commensurate with their responsibilities and implement work zone policies and guidelines as set forth in this document.<br /> <br /> ====616.20.3.2.2 Community Relations' Managers and/or Customer Service Representatives====<br /> <br /> Community relations’ managers and staff, working closely with all the above, are responsible for:<br /> * Gathering and communicating to key stakeholders and the general public the work zone information.<br /> * Updating regularly information needs (prior to, during, and after project is completed).<br /> * Developing communication plans with appropriate staff.<br /> * Disseminating information to both internal and external audiences via various methods as agreed on in the communication plan.<br /> * Providing to all involved with customer feedback relating to the work zone.<br /> <br /> ====616.20.3.2.3 District Work Zone Coordinator====<br /> <br /> The district work zone coordinator is a resource to be utilized by district staff to assist in designing and maintaining safe and efficient work zones. Responsibilities of district work zone coordinators include:<br /> * Promoting lane closures during off-peak and/or nighttime hours when capacity is an issue.<br /> * Working with appropriate personnel to coordinate lane closures across district boundaries.<br /> * Working with appropriate personnel to schedule work on multiple projects on the same route.<br /> * Working with Project Development to reduce working days for projects requiring lane closures.<br /> * Developing communication strategy/plan with district community relations’ staff for each work zone.<br /> * Entering lane closures into the statewide work zone database.<br /> * Providing district staff with input on work zone design and operation. <br /> * Performing quality assurance of work zones to promote consistency and compliance with policies and guidelines.<br /> * Monitoring work zone inspections and reviews and identifying areas of need for improvement. If the district requests to video record their work zone reviews, the District Work Zone Coordinator shall supervise the review processes and shall follow [[#616.20.3.4 Work Zone Review Team | EPG 616.20.3.4 Work Zone Review Team ]] guidance for video recordings. <br /> * Conducting post construction reviews on major impact work zone projects to determine what successes they had and what improvements need to be implemented on future projects of similar impact.<br /> <br /> [[Image:104.1 Core Team.jpg|right|350px]]<br /> <br /> ====616.20.3.2.4 Project Core Team====<br /> <br /> Project core teams will review all projects before they are awarded to reduce work zone impacts on the public. Responsibilities of the project core team includes:<br /> <br /> * Review [[media:616.14 WZ Questions 2018.docx|Work Zone Questions for the Core Team]] with the entire core team from the scoping stage through final plans.<br /> * Conducting traffic analyses to identify work zone impacts to traffic flow and safety.<br /> * Identifying strategies to minimize impact and maximize awareness.<br /> * Developing a traffic control, traffic management, and public information plan, as needed. <br /> * Scheduling lane closures during off-peak and/or at nighttime hours when capacity is an issue.<br /> * Using innovative contracting and bidding options, when possible, to reduce project completion time.<br /> * Evaluating and implementing schedules to reduce the number of working days needed to complete projects quicker.<br /> * Using road closures and/or signed detours, when possible, to complete projects quicker.<br /> * Considering the traffic effects of major sporting events and other special activities when planning work zones.<br /> * Opening additional through lanes to reduce traffic effects when possible.<br /> * Determining work zone speed limits are appropriate in active and non-active work zones.<br /> * Incorporating provisions for real time travel information to the public through the use of [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 changeable message signs (CMS)], [[910.3 Dynamic Message Signs (DMS) |dynamic message signs (DMS)]], highway advisory radio, [[:Category:910 Intelligent Transportation Systems |ITS]], etc.<br /> * Include appropriate Advanced Work Zone traffic strategies as indicated by the enhanced Work Zone Impact Analysis spreadsheet (refer to [[616.19 Work Zone Capacity, Queue and Travel Delay#616.19.6.3 Smart Work Zone (SWZ) Strategy Selection|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]]).<br /> <br /> ====616.20.3.2.5 Field Operation Forces====<br /> <br /> Responsibilities of field operation forces include:<br /> * Requesting lane closures and height, width and weight restrictions approval from the appropriate district staff, as required, two working days prior to lane closures and 14 calendar days prior to roadway restrictions before beginning any non-emergency work.<br /> * Scheduling lane closures during off-peak and/or nighttime hours when capacity is an issue.<br /> * Considering the traffic effects of major sporting events and other special activities when planning work zones.<br /> * Maintaining work zones in a neat, orderly and effective manner for the safety of highway workers and motorists.<br /> * Scheduling multiple tasks in a single work zone, rather than scheduling multiple lane closures in the same area.<br /> * Minimizing delay and disruption experienced during field operations.<br /> * Performing quality control of work zones to determine compliance with policies and guidelines.<br /> * Determining work zone speed limits are appropriate in active and non-active work zones.<br /> * Informing the traveling public of travel times, as needed, through [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 changeable message signs (CMS)] or [[910.3 Dynamic Message Signs (DMS) |dynamic message signs (DMS)]].<br /> * Monitoring and adjusting traffic control measures, as needed, to improve traffic flow, visibility and workers and motorist safety. <br /> <br /> ====616.20.3.2.6 Resident Engineers====<br /> <br /> Resident engineers and staff will assess and manage projects during construction to ensure appropriate action is taken to reduce work zone impacts of those projects on the public. Responsibilities of resident engineers include:<br /> * Designating a trained person at the project level who has the primary responsibility, with sufficient authority, for implementing the [[#616.20.10 Work Zone Transportation Management Plan|EPG 616.20.10 Work Zone Transportation Management Plan]] (TMP) and other safety and mobility aspects of the project. <br /> * Verifying all contractor personnel are trained in traffic control to a level commensurate with their responsibilities. <br /> * Advising the appropriate district staff, as required, two working days before any work requiring a lane closure begins and 14 calendar days prior to the imposition of height, width and weight restrictions.<br /> * Working with contractors to minimize lane closures.<br /> * Determining work zones are neat, orderly and effective for the safety of highway workers and motorists.<br /> * Minimizing delay and disruption experienced during construction.<br /> * Performing quality control and assurance of work zones to promote consistency and compliance with contract documents, policies and guidelines.<br /> * Determining work zone speed limits are appropriate in active and non-active work zones.<br /> * Identifying the need for and disseminating work zone information to appropriate staff and external sources to increase public awareness.<br /> * Informing the traveling public of travel times, as needed, through [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 changeable message signs (CMS)] or [[910.3 Dynamic Message Signs (DMS) |dynamic message signs (DMS)]].<br /> * Monitoring and adjusting traffic control measures, as needed, to improve traffic flow, visibility and workers and motorist safety. <br /> <br /> ====616.20.3.2.7 District Permit Staff====<br /> <br /> Responsibilities of district permit staff include:<br /> * Coordinating lane closure needs and height, width and weight restrictions with the permittee and reporting any requests to appropriate district staff, as required, two working days for lane closures and 14 calendar days for roadway restrictions before any non-emergency work begins.<br /> * Scheduling lane closures during off-peak and/or nighttime hours when capacity is an issue.<br /> * Determining work zones are maintained in a neat, orderly and effective manner for the safety of highway workers and motorists.<br /> * Scheduling multiple tasks in a single work zone, rather than scheduling multiple lane closures in the same area.<br /> * Minimizing delay and disruption experienced during permit activities.<br /> * Performing quality assurance of work zones to promote compliance with policies and guidelines.<br /> * Determining work zone speed limits are appropriate in active and non-active work zones.<br /> <br /> ===616.20.3.3 Work Zone Quality Circle===<br /> <br /> [http://sp/sites/ts/mo/travinfoitsworkzonemanagment/workzones/Shared%20Documents/Forms/AllDoc.aspx?RootFolder=%2fsites%2fts%2fmo%2ftravinfoitsworkzonemanagment%2fworkzones%2fShared%20Documents%2fWork%20Zone%20Quality%20Circle&amp;FolderCTID=0x012000816C3D14A68C8D4FB1505FCD50D78CEC The Work Zone Quality Circle] consists of members from appropriate Central Office divisions, the districts and the FHWA-MO division. Responsibilities of the Work Zone Quality Circle include:<br /> * Reviewing statewide work zone trends.<br /> * Evaluating and recommending new devices, methods, and guidelines.<br /> * Initiating, coordinating, and participating in annual work zone reviews.<br /> * Communicating pertinent work zone information.<br /> <br /> ===616.20.3.4 Work Zone Review Team===<br /> <br /> The Work Zone Review Team will consist of representatives of the Work Zone Quality Circle, Central Office divisions, districts, FHWA-MO division, and may consist of other non-state stakeholders. Responsibilities of the Work Zone Review Team include:<br /> <br /> * Conducting annual reviews of work zone planning, design, implementation, management, and operation in multiple districts for compliance with this policy.<br /> * Identifying strengths and weaknesses observed during the review.<br /> * Communicating findings and recommendations to MoDOT management and personnel.<br /> <br /> Work Zone Reviews: <br /> * Work zone reviews may be captured by video recording (see below).<br /> * Work zones shall not be visually inspected by looking at the recorded video; however, there may be times that warrant a team review of the video to complete inspection. <br /> * The work zone review shall be documented and all the deficiencies that need to be corrected.<br /> <br /> Video Recording:<br /> <br /> '''Support.''' MoDOT uses video recordings for note taking purposes during mobile observations through work zones, construction zones, and during sign log activities. The files of these video recordings are deleted after they have been reviewed and observations documented in final reports.<br /> <br /> '''Standard.''' The camera shall be operated by a passenger in the vehicle, or the video camera shall be securely mounted inside the vehicle not requiring driver interaction once the recording is started, with the camera pointed forward out the front of the windshield. Hard mounted cameras shall not interfere with the airbag system of the vehicle. <br /> <br /> Video recordings for note taking purposes shall be reviewed within 5 business days after the video was collected after which point the video file shall be deleted. If the video file is not deleted within 5 business days, the file will be considered a video record and shall be retained for 3 months in accordance with MoDOT’s retention schedule 21526 Minutes-Verbatim Recordings.<br /> <br /> ===616.20.3.5 Federal Highway Administration===<br /> <br /> Missouri Division - Responsibilities of FHWA-MO Division include:<br /> * Providing guidance, training, and technology transfer facilitating compliance with emerging work zone regulations.<br /> * Reviewing and reassessing MoDOT’s conformance with applicable work zone regulations.<br /> * Participating as members of the Work Zone Quality Circle and the Work Zone Review Team.<br /> <br /> ===616.20.3.6 Contractor===<br /> <br /> Responsibilities of contractors include:<br /> <br /> * Designating a trained person at the project level who has the primary responsibility, with sufficient authority, for implementing the [[#616.20.10 Work Zone Transportation Management Plan|EPG 616.20.10 Work Zone Transportation Management Plan]] (TMP) and other safety and mobility aspects of the project. <br /> * Training all contractor personnel in temporary traffic control to a level commensurate with their responsibilities. <br /> * Advising the resident engineer, as required, at least two working days before any work requiring a lane closure begins and 14 calendar days prior to the imposition of height, width and weight restrictions.<br /> * Working with the resident engineer to minimize lane closures.<br /> * Determining work zones are neat, orderly and effective for the safety of highway workers and motorists.<br /> * Minimizing delay and disruption experienced during construction.<br /> * Performing quality control of work zones to promote consistency and compliance with contract documents, policies and guidelines. <br /> * Recommending traffic control improvements to the resident engineer to address field conditions pertaining to traffic flow, visibility and workers and motorist safety. <br /> <br /> ===616.20.3.7 Permittee===<br /> <br /> Responsibilities of permittees include: <br /> * Submitting a [https://www.modot.org/intent-work Notice of Intent to Perform Work] form to the respective MoDOT district office for all work on state highway right of way. <br /> * Identifying a point of contact that shall be available 24 hours per day, seven days per week while the permittee maintains a presence on state highway right of way and that shall be capable of correcting any deficiencies in a timely manner.<br /> * Designating a trained person at the work level who shall have the primary responsibility, with sufficient authority, for implementing the temporary traffic control plan and other safety and mobility aspects of the permit work. <br /> * Training all permittee personnel in temporary traffic control to a level commensurate with their responsibilities. <br /> * Notifying the appropriate district staff, as required, at least two working days before commencement of any work and 14 calendar days prior to the imposition of height, width and weight restrictions.<br /> * Maintaining a copy of the temporary traffic control plan at the work site that prescribes the necessary traffic control measures for the work to be performed<br /> * Minimizing time of lane closures.<br /> * Determining work zones are neat, orderly and effective for the safety of permit workers and motorists.<br /> * Performing quality control of work zones to promote consistency and ensure compliance with temporary traffic control plan, policies and guidelines.<br /> * Monitoring and adjusting traffic control measures, as needed, to improve traffic flow, visibility and workers and motorist safety.<br /> <br /> ===616.20.3.8 Temporary Traffic Control Product Manufacturers, Vendors, Suppliers and Trade Associations===<br /> <br /> Responsibilities of temporary traffic control product manufacturers, suppliers, vendors and trade associations include:<br /> * Developing innovative technologies, methods and materials that advance work zone safety and mobility.<br /> * Providing input on specifications and standards.<br /> * Advocating work zone safety to government officials, media and industry.<br /> * Ensuring compliance of their products with specifications and standards.<br /> <br /> [[Image:616.14.3.9.jpg|right|325px]]<br /> ===616.20.3.9 Law Enforcement===<br /> <br /> Responsibilities of law enforcement entities include:<br /> * Providing active and passive enforcement of law, as requested and needed, to promote safety and mobility in the work zone.<br /> * Being knowledgeable of work zone components and operations and trained in traffic control to a level commensurate with their responsibilities.<br /> * Identifying unsafe conditions.<br /> * Taking appropriate measures to clear work zone incidents as quickly as possible.<br /> * Documenting work zone incidents for future assessment of work zone impacts and development of corrective measures.<br /> <br /> ===616.20.3.10 Municipalities, Townships, Counties and Other Non-MoDOT Agencies or Corporations With Projects Utilizing Federal Funds===<br /> <br /> It is the responsibility of each entity with projects utilizing federal funds to be compliant with all federal rules, and in regards to work zones, specifically with the requirements set forth by Federal Register/Volume 69, No. 170, Section 630.1000, Subpart J - Work Zone Safety and Mobility, by October 12, 2007. This subpart establishes requirements and provides guidance for systematically addressing the safety and mobility impacts of work zones and developing strategies to help manage these impacts on all federal-aid highway projects. Non-compliance with these requirements after October 12, 2007, may result in losing federal aid on existing projects and being non-eligible for federal aid on future highway projects after that date.<br /> <br /> ==616.20.4 Policy-Related Guidelines==<br /> <br /> MoDOT’s Business Plan establishes safety as the top strategic issue for the department. This applies to both the individual working within the highway right of way as well as the one operating a motor vehicle affected by such work. To provide for the well-being of both the worker and the motorist in these temporary traffic control situations, minimum expectations have been established in the following documents.<br /> <br /> [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616 Temporary Traffic Control]] outlines procedures for the preparation of traffic control plans and provides guidance on the procedures and methods that are acceptable for implementation of those plans. EPG 616 supplements the [http://mutcd.fhwa.dot.gov/index.htm ''Manual on Uniform Traffic Control Devices''], (''MUTCD''), and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616] by providing personnel with a convenient guide for the policies, procedures and methods presently acceptable in the development and inspection of traffic control plans for highway construction.<br /> <br /> [[616.27 Traffic Control for Field Operations|EPG 616.27 Traffic Control for Field Operations]] (TCFO) contains information on the proper deployment of temporary traffic control measures on the state highway system and is based upon Part 6 of the MUTCD, as well as MoDOT policies and best practices. TCFO is applicable to incident management, maintenance, permit and utility operations performed on MoDOT right of way. A maintenance operation is considered any field operation performed by a MoDOT employee. TCFO is divided into two major parts. The first part contains basic temporary traffic control guidelines used on the state highway system. These guidelines provide insight into the development of the typical applications and may be used by supervisors to develop a temporary traffic control plan for a particular situation not covered by one of the typical applications. The second part contains the most common temporary traffic control plans needed for work accomplished within the highway right of way. These typical applications feature information on and a schematic of how the temporary traffic control zone is to be set up.<br /> <br /> The Permit Guidelines includes guidance to permittees on their responsibilities in performing their work on state highway right of way. The guidelines require permit operations to report their lane closures to MoDOT, to have a copy of the executed permit on-site whenever work is occurring, to have a copy of the applicable temporary traffic control plans or manuals on-site when lane drops are present, to use traffic control devices that are MUTCD compliant, to have personnel trained in performing their specific temporary traffic control duties, and to have one representative on-site for ensuring that all temporary traffic control measures are properly installed and maintained according to the temporary traffic control plan. This representative shall also be able to read and understand temporary traffic control plans; shall be knowledgeable of the requirements set forth in Part 6 of the MUTCD; and shall be able to apply those concepts under dynamic field conditions.<br /> <br /> [[616.24 Quality Standards for Temporary Traffic Control Devices|Quality Standards for Temporary Traffic Control Devices]] contains quality standards that are applicable to all temporary traffic control devices (e.g., impact attenuators, truck mounted attenuators, signs, channelizers, barricades, warning lights, changeable message signs, flashing arrow panels, work zone traffic signals, lighting units, temporary pavement marking, temporary traffic barrier, etc.). The standards comply with MUTCD Section 1A-05. The quality standards set forth are to be used by those responsible for the installation, operation, maintenance and inspection of temporary traffic control devices as a guide to determine if those devices are acceptable for use on the state highway system.<br /> <br /> [[910.3 Dynamic Message Signs (DMS) |EPG 910.3 Dynamic Message Signs (DMS)]] and [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 EPG 616.6.60 Portable Changeable Message Signs ] provide specific guidelines for the use of all stationary dynamic message signs (DMS) and portable changeable message signs (CMS) used on the state highway system.<br /> <br /> ==616.20.5 Tracking Measures==<br /> [[Image:616.14.5.jpg|250px|right]]<br /> MoDOT will publicly report its ability to provide safe, effective and efficient work zones on state highways via three [https://www.modot.org/tracker-measures-departmental-performance Tracker] measurements on a quarterly basis. These measures (percent of work zones meeting expectations for traffic flow, percent of work zones meeting expectations for visibility and number of fatalities and injuries in work zones) relate to MoDOT’s tangible results of uninterrupted traffic flow, roadway visibility and safe transportation system, respectively.<br /> <br /> ==616.20.6 Training==<br /> <br /> All MoDOT personnel, contractors, law enforcement, and permittees will be trained in temporary traffic control design, deployment, operation, enforcement and maintenance commensurate with their level of responsibility. Individuals may gain this training through either department-provided courses or outside sources. MoDOT currently provides training on flagging, TMA operation, and basic and advanced technical principles pertaining to design, setup, maintenance, management and evaluation of work zones. Training will be updated to reflect changes in MoDOT philosophy and application. For training opportunities, individuals or companies may contact [http://sp/sites/ts/Pages/default.aspx Traffic] or [http://sp/sites/hr/Pages/default.aspx Human Resources Employee Development]. Available MoDOT training modules are:<br /> <br /> * [[616.26 Advanced Work Zone Training|Advanced Work Zone Training]] <br /> * [[616.5 Flagger Control (MUTCD Chapter 6E)|Flagger Training]]<br /> * [[:Category:612 Impact Attenuators#612.1.1 Truck- and Trailer-Mounted Attenuators|Truck- and Trailer-Mounted Attenuators]] <br /> * [[616.25 Work Zone Technician Training|Work Zone Technician Training]] <br /> * [[616.30 Work Zone User Training|Work Zone User Manual, Web Version]]<br /> <br /> ==616.20.7 Process Review==<br /> <br /> The [https://www.modot.org/work-zone-policies-and-tools quality assurance inspections] of work zones conducted on a daily basis by Central Office and district staffs cover 23 specific items pertaining to the visibility of work zones and 10 specific items pertaining to traffic flow through work zones. [http://sp/sites/ts/Pages/default.aspx Traffic] will review quarterly the ratings of these 33 items to determine where MoDOT is managing work zones well and where improvement is needed. Based on those results, Traffic will develop new or refine existing work zone guidelines/policies/standards or provide that information to the Work Zone Quality Circle for review.<br /> <br /> The Work Zone Quality Circle will review statewide work zone trends and evaluate new work zone safety devices, methods and guidelines. Based on those reviews and evaluations, the Work Zone Quality Circle will make recommendations for improving the safety and mobility of work zones on MoDOT’s right of way. <br /> <br /> The Work Zone Review Team will conduct audits of work zones in three different districts each year. These audits will consist of very detailed [https://epg.modot.org/index.php/616.24_Quality_Standards_for_Temporary_Traffic_Control_Devices inspections], covering the technical aspects of work zones in regards to managing visibility and mobility. The audits in each district will last approximately a week and cover all active work zones in that district. At the end of each audit, the Work Zone Review Team will share their findings with the district staff. Then upon completion of all of the audits for a given year, the results will be shared statewide to assist districts in assessing and managing their respective work zones. The findings will be provided to the Work Zone Quality Circle to take appropriate corrective action. <br /> <br /> A Work Zone Summit will be held annually to provide an overview of action taken in the past year and to discuss direction and initiatives for the upcoming year for work zones and related safety issues. The overview will, at minimum, cover the following items: new legislation laws and initiatives; MoDOT policy revisions and considerations, Tracker issues pertaining to work zones; new work zone innovations; specification changes; and new products. Representatives from each district and Central Office division are encouraged to attend.<br /> <br /> ==616.20.8 Significant Projects==<br /> A significant project is one that, alone or in combination with other concurrent projects nearby, is anticipated to cause sustained work zone impacts greater than what is considered tolerable based on this policy and/or engineering judgment. Work zone impacts refer to work zone-induced deviations from the normal range of transportation system safety and mobility. The extent of the work zone impacts may vary based on factors such as, road classification, area type (urban, suburban and rural), traffic and travel characteristics, type of work being performed, time of day/night, and complexity of the project. These impacts may extend beyond the physical location of the work zone itself and may occur on the roadway on which the work is being performed, as well as other highway corridors or other modes of transportation.<br /> <br /> During the initial planning and development stages for projects on the Statewide Transportation Improvement Program, projects will be considered significant by meeting one or more of the following criteria:<br /> <br /> 1. It is an interstate project occupying a location for more than 3 days with either intermittent or continuous lane closures.<br /> <br /> 2. The project is on a [[media:144 Major Highway System 2022.pdf|Major Route]] in an urban area.<br /> <br /> 3. The project will cause capacity values to exceed those in the Work Zone Guidelines. Refer to [[616.29 MoDOT Work Zone Guidelines#Roadway Capacities|Roadway Capacities]].<br /> <br /> :- Typically, mobile operations will not be significant projects.<br /> :- Typically, if state route traffic is not affected during construction the project will not be significant.<br /> <br /> During the delivery and development process, the [https://www.modot.org/work-zone-policies-and-tools transportation management strategy matrix] should be used to assist planners, designers and field operation and construction personnel in developing a [[616.20 Work Zone Safety and Mobility Policy#616.20.10 Work Zone Transportation Management Plan|Transportation Management Plan (TMP)]]. Another that should be used at the core team meetings is the [[media:616.14 WZ Questions 2018.docx|Work Zone Questions for the Core Team]].<br /> <br /> Exceptions to significant project status may be requested to FHWA. Exceptions may be granted by FHWA based on MoDOT’s ability to show the specific project does not have sustained work zone impacts.<br /> <br /> [[image:616.14.9.jpg|right|325px]]<br /> <br /> ==616.20.9 Assessment of Work Zone Impacts==<br /> <br /> A [https://www.modot.org/work-zone-policies-and-tools transportation management strategy matrix] has been developed by MoDOT to assist planners, designers, permit staff and field personnel (e.g., maintenance forces, resident engineers, contractors, permittees) in choosing strategies to help with the safe and efficient movement of traffic in work zones. The traffic management strategy matrix consists of key questions to ask and identifies corresponding strategies to manage the work zone impacts of a project. The traffic management strategy matrix is a tool that should be used throughout all phases of a project, from the preliminary development stage to final construction of a project.<br /> <br /> Some other tools that can be used alone or in combination to assess work zones impacts are located in [[616.30 Work Zone Capacity, Queue and Travel Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]]. Another that should be used at the core team meetings is the [[media:616.14 WZ Questions 2018.docx|Work Zone Questions for the Core Team]].<br /> <br /> Additional information is available via the [http://ops.fhwa.dot.gov/wz/traffic_analysis.htm Work Zone &amp; Traffic Analysis/Management] section of the FHWA Work Zone website. In addition, [http://ops.fhwa.dot.gov/wz/resources/final_rule/wzi_guide/wzi_guide.pdf ''Work Zone Impacts Assessment: An Approach to Assess and Manage Work Zone Safety and Mobility Impacts of Road Projects''] provides an overview of many of these work zone impacts analysis tools.<br /> <br /> ==616.20.10 Work Zone Transportation Management Plan==<br /> <br /> The Transportation Management Plan (TMP) consists of strategies to manage the work zone impacts of a project. For non-significant projects, the TMP may consist of only a Traffic Control Plan (TCP) and any necessary Job Special Provisions (JSP). For projects that have been determined to have a significant impact (see [[#616.20.8 Significant Projects|EPG 616.20.8 Significant Projects]]) on roadway users to include, the TMP must include a TCP, JSPs, and an Executive Summary document that includes, at a minimum, a Transportation Operations (TO) component and a Public Information (PI) component. For additional information, see [[:Category:909 Transportation Systems Management and Operations (TSMO)|EPG 909 Transportation Systems Management and Operations]] for the Work Zone Management Guidebook and associated presentation.<br /> <br /> A TCP shows the design and layout of the temporary traffic control measures to be used for facilitating road users through a work zone. The TCP should be consistent with MoDOT policies, guidelines and standards, and at minimum shall meet the provisions of Part 6 of the [http://mutcd.fhwa.dot.gov Manual on Uniform Traffic Control Devices (MUTCD)] and the work zone recommendations in Chapter 9 of the AASHTO ''Roadside Design Guide''. The TCP will maintain pre-existing roadside safety hardware at an equivalent or better level of condition than existed prior to project implementation.<br /> {|style=&quot;padding: 0.3em; margin-left:5px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5&quot; width=&quot;320px&quot; align=&quot;right&quot; <br /> |-<br /> |'''TMP Examples'''<br /> |-<br /> |[[media:616.14.10_Rte_50.pdf|Rte. 50 Lafayette Interchange]]<br /> |-<br /> |[[media:616.14.10_Rte_54.pdf|Rte. 54 Missouri River Bridge]]<br /> |-<br /> |[[media:616.14.10_TMP.pdf|Rte. 79 Bridge K-487 over Noix Creek]]<br /> |}<br /> In addition to the TCP, the necessary JSPs should be included to ensure the work zone operates as desired and so the contractor is aware of all contractual obligations in regards to work zone management. A variety of JSPs may be appropriate for the project including, but not limited to, Work Zone Traffic Management, Emergency Provisions and Incident Management, Zipper Merge, Work Zone Intelligent Transportation Systems (WZITS), and Law Enforcement.<br /> <br /> When a project is determined to be significant, the TO and PI components of the TMP should be addressed in the [[media:616.14.10 TMP.pdf|Executive Summary document]]. The TO component of the TMP shall include the identification of strategies that will be used to mitigate impacts of the work zone on the operation and management of the transportation system within the work zone impact area. The TO component should also include an incident management plan for the work zone impact area. The scope of the TO component should be determined by project characteristics and consist of the strategies derived through use of the [[media:616.14 WZ Questions 2017.docx|Work Zone Questions for the Core Team]] or the [https://www.modot.org/work-zone-policies-and-tools transportation management plan strategy matrix]. Strategies and responsibilities identified in the TO component to be performed by the contractor should be incorporated into the TCP or JSPs.<br /> <br /> The PI component of the TMP shall include communication strategies that seek to inform affected road users, the general public, area residences and businesses, and appropriate public and transportation entities about the project, the expected work zone impacts and the changing conditions on the project. This may include real-time traveler information strategies such as changeable message signs, websites, and social media updates. The scope of the PI component should be determined by the project characteristics and the public information and outreach strategies identified through the use of the Work Zone Questions for the Core Team or the transportation management plan strategy matrix. Public information should be provided through methods best suited for the project and may include, but not limited to, information on the project characteristics, expected impacts, closure details, and commuter alternatives. Strategies and responsibilities identified in the PI component to be performed by the contractor should be incorporated into the TCP or JSPs.<br /> <br /> The TMP should be developed and implemented in sustained consultation with all stakeholders (e.g., other transportation agencies, railroad agencies/operators, transit providers, freight movers, utility suppliers, police, fire, emergency medical services, schools, business communities, and regional transportation management centers).<br /> <br /> The plans, specifications and estimates for the project shall include the entire TMP (if a significant project), including the Executive Summary, the TCP, JSPs, and appropriate pay item provisions for implementing the TMP, by individual pay items, lump sum payment or a combination of the two. In addition, the Executive Summary should be submitted as part of the electronic deliverables for the project. <br /> <br /> The TMP, including the Executive Summary, should also be a point of discussion with the contractor at the project pre-construction meeting.<br /> <br /> {|style=&quot;padding: 0.3em; margin-left:5px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5&quot; width=&quot;160px&quot; align=&quot;right&quot; <br /> |-<br /> |[http://traveler.modot.org/map/ '''MoDOT's Traveler Information Map''']<br /> |}<br /> <br /> ==616.20.11 General Public Information==<br /> <br /> In addition to the work zone-specific Public Information activities, MoDOT provides general work zone information to the public through various outlets. These include, among other things, publication of a statewide work zone map and work zone driving safety tips, posting of current work zone locations and conditions to the internet, promotion of Work Zone Safety Awareness Week, and advertisement of work zone safety-related messages via radio, television and, billboards. Through these efforts, MoDOT positively influences work zone safety and mobility, as motorists gain access to information they need to plan their trips and become more work zone conscious.<br /> <br /> ==616.20.12 Travel Time Information==<br /> <br /> Travel time information is located in [[616.30 Work Zone Capacity, Queue and Travel Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]].<br /> <br /> ==616.20.13 Roadway Capacity Considerations==<br /> <br /> Roadway capacity considerations is located in [[616.30 Work Zone Capacity, Queue and Travel Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]]. <br /> <br /> <br /> [[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.20]]</div>

TaracksA https://epgtest.modot.org/index.php?title=903.20_Signing_for_Bicycle_Facilities&diff=60014 2025-11-21T18:17:34Z

<p>TaracksA: </p> <hr /> <div>==903.20.1 Application and Placement of Signs ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 9B.01)==<br /> <br /> '''Standard.''' Bicycle signs shall be standard in shape, legend and color.<br /> <br /> All signs shall be retroreflectorized for use on bikeways and bicycle lane facilities.<br /> Where signs serve both bicyclists and other road users, vertical mounting height and lateral placement shall be as provided in [[903.3 Post-Mounted Signing#903.3.3 Mounting Height (MUTCD Section 2A.18)|EPG 903.3.3]] and [[903.4 Overhead Guide Sign Mounting#903.4.4 Vertical Clearances (MUTCD Section 2A.18)|EPG 903.4.4]].<br /> <br /> ==903.20.2 Design of Bicycle Signs ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 9B.02)==<br /> <br /> <br /> '''Standard.''' If the sign or plaque applies to motorists and bicyclists, then the size shall be as shown for conventional roads in [[903.5 Regulatory Signs#Table 903.5.3 Regulatory Sign and Plaque Sizes|Tables 903.5.3]], [[903.6 Warning Signs#Table 903.6.4, Minimum Size of Supplemental Warning Plaques|903.6.4]], or [[903.7 Conventional Road Guide Signs#Table 903.7 Guide Sign Sizes|903.7.4]].<br /> <br /> '''Option.''' Larger size signs and plaques may be used on bicycle facilities when appropriate.<br /> <br /> '''Guidance.''' Except for size, the design of signs and plaques for bicycle facilities should be identical to that provided in the EPG for signs and plaques for streets and highways.<br /> <br /> '''Support.''' Uniformity in design of bicycle signs and plaques includes shape, color, symbols, arrows, wording, lettering and illumination or retroreflectorization.<br /> <br /> ===&lt;center&gt;''Table 903.20.2 Bicycle Facility Sign and Plaque Sizes''===<br /> &lt;center&gt;<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot; |Sign or Plaque!! style=&quot;background:#BEBEBE&quot; |Sign Designation !! style=&quot;background:#BEBEBE&quot; |EPG Article !! style=&quot;background:#BEBEBE&quot; |Roadway (in. x in.)<br /> |-<br /> !Bike Lane<br /> ||R3-17 || [[#903.20.3 Bike Lane Signs and Plaques (R3-17, R3-17aP, R3-17bP) (MUTCD Section 9B.04)|903.20.3]] || 30 X 24<br /> |-<br /> !Bike Lane Ahead (plaque)<br /> ||R3-17aP||[[#903.20.3 Bike Lane Signs and Plaques (R3-17, R3-17aP, R3-17bP) (MUTCD Section 9B.04)|903.20.3]]|| 30 X 12<br /> |-<br /> !Bike Lane Ends (plaque)<br /> ||R3-17bP||[[#903.20.3 Bike Lane Signs and Plaques (R3-17, R3-17aP, R3-17bP) (MUTCD Section 9B.04)|903.20.3]]|| 30 X 12<br /> |-<br /> !Begin Right Turn Lane Yield to Bikes<br /> ||R4-4|| [[#903.20.4 BEGIN RIGHT TURN LANE YIELD TO BIKES Sign (R4-4) (MUTCD Section 9B.05)|903.20.4]]|| 36 X 30<br /> |-<br /> !Bicycle Warning<br /> ||W11-1|| [[#903.20.10 Bicycle Warning Sign (W11-1 and W11-1P) (MUTCD Section 9B.18)|903.20.10]] || 36 X 36<br /> |-<br /> !Bicycle Crossing (plaque)<br /> ||W11-1P||[[#903.20.10 Bicycle Warning Sign (W11-1 and W11-1P) (MUTCD Section 9B.18)|903.20.10]]|| 24 X 18<br /> |-<br /> !Share the Road (plaque)<br /> ||W16-1P||[[#903.20.11 Other Bicycle Warning Signs (MUTCD Section 9B.19)|903.20.11]]|| 24 X 30<br /> |-<br /> !Bike Route<br /> ||D11-1||[[#903.20.12 Bicycle Guide Sign (D11-1) (MUTCD Section 9B.20)|903.20.12]]|| 24 X 18<br /> |-<br /> !US Bicycle Route<br /> ||M1-9||[[#903.20.13 U.S. Bicycle Route Signs (M1-9) (MUTCD Section 9B.21)|903.20.13]] || 18 X 24<br /> |-<br /> !Bicycle Route Arrow Signs<br /> ||M7-1||[[#903.20.14 Bicycle Route Arrow Sign (M7-1) (MUTCD Section 9B.22)|903.20.14]]|| 12 X 9<br /> |-<br /> |colspan=&quot;4&quot; align=left|'''Notes:'''<br /> |-<br /> |colspan=&quot;4&quot; align=left|1. Larger signs may be used when appropriate <br /> |-<br /> |colspan=&quot;4&quot; align=left|2. Dimensions are shown as width x height <br /> |}<br /> &lt;/center&gt;<br /> <br /> ==903.20.3 Bike Lane Signs and Plaques (R3-17, R3-17aP, R3-17bP) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 9B.04)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R3-17.jpg|left|thumb|&lt;center&gt;'''R3-17'''&lt;/center&gt;|105px]]||[[image:R3-17aP.jpg|left|thumb|&lt;center&gt;'''R3-17aP'''&lt;/center&gt;|95px]]||[[image:R3-17bP.jpg|left|thumb|&lt;center&gt;'''R3-17bP'''&lt;/center&gt;|95px]]<br /> |}<br /> <br /> '''Standard.''' The BIKE LANE (R3-17) sign and the R3-17aP and R3-17bP plaques shall be used only in conjunction with marked bicycle.<br /> <br /> '''Guidance.''' If used, Bike Lane signs and plaques should be used at the beginning and end of a designated bicycle lane.<br /> <br /> ==903.20.4 BEGIN RIGHT TURN LANE YIELD TO BIKES Sign (R4-4) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 9B.05)==<br /> <br /> [[image:R4-4.jpg|center|thumb|&lt;center&gt;'''R4-4'''&lt;/center&gt;|110px]]<br /> <br /> '''Option.''' Where motor vehicles entering an exclusive right-turn lane must weave across bicycle traffic in bicycle lanes, the BEGIN RIGHT TURN LANE YIELD TO BIKES (R4-4) sign may be used to inform both the motorist and the bicyclist of this weaving maneuver.<br /> <br /> '''Guidance.''' The R4-4 sign should not be used when bicyclists need to move left because of a right-turn lane drop situation.<br /> <br /> ==903.20.5 NO MOTOR VEHICLES Sign (R5-3) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 9B.08)==<br /> <br /> '''Support.''' Refer to [[903.5 Regulatory Signs#903.5.22 Selective Exclusion Signs (MUTCD Section 2B.39)|EPG 903.5.22]] for information on NO MOTOR VEHICLES (R5-3) signs.<br /> <br /> ==903.20.6 Selective Exclusion Signs ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 9B.09)==<br /> <br /> '''Option.''' Selective Exclusion signs may be installed at the entrance to a roadway to notify road users that designated types of traffic are excluded from using the roadway.<br /> <br /> '''Standard.''' If used, Selective Exclusion signs shall clearly indicate the type of traffic that is excluded.<br /> <br /> '''Support.''' Refer to [[903.5 Regulatory Signs#903.5.22 Selective Exclusion Signs (MUTCD Section 2B.39)|EPG 903.5.22]] for more information on Selective Exclusion Signs.<br /> <br /> ==903.20.7 No Parking Bike Lane Signs ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 9B.10)==<br /> <br /> '''Standard.''' If the installation of signs is necessary to restrict parking, standing, or stopping in a bicycle lane, appropriate signs as described in [[903.5 Regulatory Signs#903.5.26 Parking, Standing and Stopping Signs (R7 and R8 Series) (MUTCD Section 2B.46)|EPG 903.5.26]] shall be installed.<br /> <br /> ==903.20.8 Bicycle Regulatory Signs ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 9B.11)==<br /> <br /> '''Support.''' Refer to [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|EPG 903.5.30]] for information on traffic signal signs.<br /> <br /> ==903.20.9 Other Regulatory Signs ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 9B.14)==<br /> <br /> '''Option.''' Other regulatory signs described in [[903.5 Regulatory Signs|EPG 903.5]] may be installed on bicycle facilities as appropriate.<br /> <br /> ==903.20.10 Bicycle Warning Sign (W11-1 and W11-1P) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 9B.18)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W11-1.jpg|left|thumb|&lt;center&gt;'''W11-1'''&lt;/center&gt;|110px]]||[[image:W11-1P.jpg|left|thumb|&lt;center&gt;'''W11-1P'''&lt;/center&gt;|90px]]<br /> |}<br /> <br /> '''Support.''' The Bicycle Warning (W11-1) sign alerts the road user to unexpected entries into the roadway by bicyclists, and other crossing activities that might cause conflicts. These conflicts might be relatively confined, or might occur randomly over a segment of roadway.<br /> <br /> '''Option.''' A BIKE X-ING (W11-1P) supplemental plaque may be mounted below the W11-1 sign.<br /> <br /> A supplemental plaque with the legend AHEAD or XX FEET may be used with the Bicycle Warning sign.<br /> <br /> '''Guidance.''' If used in advance of a specific crossing point, the Bicycle Warning sign should be placed at a distance in advance of the crossing location that conforms with the guidance given in [[903.6 Warning Signs#Table 903.6.6 Guidelines for Advance Placement of Warning Sign|Table 903.6.6]].<br /> <br /> '''Standard.''' Bicycle Warning signs, when used at the location of the crossing, shall be supplemented with a diagonal downward pointing arrow (W16-7P) plaque to show the location of the crossing.<br /> <br /> ==903.20.11 Other Bicycle Warning Signs ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 9B.19)==<br /> <br /> [[image:W16-1P.jpg|center|thumb|&lt;center&gt;'''W16-1P'''&lt;/center&gt;|90px]]<br /> <br /> '''Option.''' In situations where there is a need to warn motorists to watch for bicyclists traveling along the highway, the SHARE THE ROAD (W16-1P) plaque may be used in conjunction with the W11-1 sign.<br /> <br /> '''Guidance.''' Where temporary traffic control zones are present on bikeways, appropriate signs from [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616]] should be used.<br /> <br /> '''Option.''' Other warning signs described in [[903.6 Warning Signs|EPG 903.6]] may be installed on bicycle facilities as appropriate.<br /> <br /> ==903.20.12 Bicycle Guide Sign (D11-1) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 9B.20)==<br /> <br /> [[image:D11-1.jpg|center|thumb|&lt;center&gt;'''D11-1'''&lt;/center&gt;|100px]]<br /> <br /> '''Option.''' Bike Route Guide (D11-1) signs may be provided along designated bicycle routes to inform bicyclists of a bicycle route and to confirm a bicycle route.<br /> <br /> If used, Bike Route Guide signs may be repeated at regular intervals so that bicyclists entering from side streets will have an opportunity to know that they are on a bicycle route.<br /> <br /> ==903.20.13 U.S. Bicycle Route Signs (M1-9) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 9B.21)==<br /> <br /> '''Guidance.''' U.S. Bicycle routes should establish a continuous routing.<br /> <br /> Where a designated U.S. Bicycle route extends through two or more States, a coordinated submittal by the affected States for an assignment of a U.S. Bicycle Route number designation should be sent to AASHTO.<br /> <br /> '''Standard.''' The U.S. Bicycle Route (M1-9) sign shall contain the route designation as assigned by AASHTO and shall have a black legend and border with a retroreflectorized white background.<br /> <br /> '''Guidance.''' If used, the U.S. Bicycle Route signs should be placed at intervals frequent enough to keep bicyclists informed of changes in route direction and to remind motorists of the presence of bicyclists.<br /> <br /> '''Option.''' The Bicycle Route Guide (D11-1) sign may be installed where no unique designation of routes is desired.<br /> <br /> ==903.20.14 Bicycle Route Arrow Sign (M7-1) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 9B.22)==<br /> <br /> [[image:M7-1.jpg|center|thumb|&lt;center&gt;'''M7-1'''&lt;/center&gt;|100px]]<br /> <br /> '''Option.''' Directional Arrow (M7-1) signs may be used in conjunction with Bike Route Guide signs or U.S. Bicycle Route signs as needed.<br /> <br /> '''Guidance.''' If used, Directional Arrow (M7-1) signs should be mounted below the appropriate Bike Route Guide sign or U.S. Bicycle Route sign.<br /> <br /> All Directional Arrow (M7-1) signs should match the color combination of the route sign that they supplement.<br /> <br /> <br /> <br /> [[Category:Backup Removed Pages|903.20]]</div>

TaracksA https://epgtest.modot.org/index.php?title=616.7_Type_of_Temporary_Traffic_Control_Zone_Activities_(MUTCD_6G)_Backup&diff=60013 2025-11-21T18:17:18Z

<p>TaracksA: </p> <hr /> <div>==616.7.1 Typical Applications (MUTCD 6G.01)==<br /> <br /> '''Support.''' Each TTC zone is different. Many variables, such as location of work, highway type, geometrics, vertical and horizontal alignment, intersections, interchanges, road user volumes, road vehicle mix (buses, trucks, and cars), and road user speeds affect the needs of each zone. The goal of TTC in work zones is safety with minimum disruption to road users. The key factor in promoting TTC zone safety is proper judgment.<br /> <br /> Typical applications (TAs) of TTC zones are organized according to duration, location, type of work, and highway type. Refer to [[616.8 Typical Applications (MUTCD 6H)#Listing of Typical Applications|Listing of Typical Applications Table]]. These typical applications include the use of various TTC methods, but do not include a layout for every conceivable work situation.<br /> <br /> Well-designed TTC plans for planned special events will likely be developed from a combination of treatments from several of the typical applications.<br /> <br /> '''Guidance.''' For any planned special event that will have an impact on the traffic on any street or highway, a TTC plan should be developed in conjunction with and be approved by the agency or agencies that have jurisdiction over the affected roadways.<br /> <br /> Typical applications should be altered, when necessary, to fit the conditions of a particular TTC zone.<br /> <br /> '''Option.''' Other devices may be added to supplement the devices shown in the typical applications, while others may be deleted. The sign spacings and taper lengths may be increased to provide additional time or space for driver response.<br /> <br /> '''Support.''' Decisions regarding the selection of the most appropriate typical application to use as a guide for a specific TTC zone require an understanding of each situation. Although there are many ways of categorizing TTC zone applications, the four factors mentioned earlier (work duration, work location, work type, and highway type) are used to characterize the typical applications illustrated in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8]].<br /> <br /> ==616.7.2 Work Duration (MUTCD 6G.02)==<br /> <br /> '''Support.''' Work duration is a major factor in determining the number and types of devices used in TTC zones. The duration of a TTC zone is defined relative to the length of time a work operation occupies a spot location.<br /> &lt;div id=&quot;Standard. The five categories&quot;&gt;&lt;/div&gt;<br /> '''Standard.''' The five categories of work duration and their time at a location shall be:<br /> <br /> :A. Long-term stationary is planned work that occupies a location more than 3 days.<br /> <br /> :B. Intermediate-term stationary is planned work that occupies a location more than one daylight period up to 3 days, or planned nighttime work lasting more than 60 minutes.<br /> <br /> :C. Short-term stationary is planned daytime work that occupies a location for more than 60 minutes but less than 12 hours.<br /> <br /> :D. Short duration is planned daytime or nighttime work that occupies a location up to 60 minutes.<br /> <br /> :E. Mobile is work that moves intermittently or continuously. <br /> <br /> :F. Emergency operations include unplanned work. Within MoDOT, these operations consist of the initial response to and repair/removal of safety concerns including Response Priority 1 items (refer to [[:Category:948 Incident Response Plan and Emergency Response Management|MoDOT's Incident Response Plan]]).<br /> <br /> ===616.7.2.1 Long-term Stationary===<br /> <br /> '''Support.''' At long-term stationary TTC zones, there is ample time to install and realize benefits from the full range of TTC procedures and devices that are available for use - an important consideration during nighttime hours and periods when workers are not present. Generally, post-mounted signs, larger channelizers and barricades, temporary traffic barriers, temporary pavement markings, work lighting, area lighting, warning lighting and temporary traffic signals are used in the temporary traffic control plans.<br /> <br /> '''Standard.''' Since long-term operations extend into nighttime, retroreflective devices shall be used in long-term stationary TTC zones.<br /> <br /> '''Guidance.''' Inappropriate markings in long-term stationary TTC zones should be removed and replaced with temporary markings.<br /> <br /> [[image:616.7.2.1.jpg|650px|center|thumb|&lt;center&gt;'''Examples of long-term stationary operations temporary traffic control devices: post-mounted signs, temporary pavement marking, concrete barrier, tubular markers, etc. '''&lt;/center&gt;]]<br /> <br /> ===616.7.2.2 Intermediate-term Stationary Operations ===<br /> <br /> '''Support.''' In intermediate-term stationary TTC zones, it might not be feasible or practical to use procedures or devices that would be desirable for long-term stationary TTC zones, such as altered pavement markings, temporary traffic barriers, and temporary roadways. The increased time to place and remove these devices in some cases could significantly lengthen the project, thus increasing exposure time.<br /> <br /> '''Standard.''' Since intermediate-term operations extend into nighttime, retroreflective and/or illuminated devices shall be used in intermediate-term stationary TTC zones.<br /> <br /> ===616.7.2.3 Short-term Stationary===<br /> <br /> '''Support.''' Most maintenance and utility operations are short-term stationary work.<br /> <br /> In these operations, procedures and devices are usually simplified when compared to intermediate and long-term stationary operations because workers are present to maintain and monitor the temporary traffic control zone, the zone is only set up during daylight hours and it is only in place for a relatively short period of time. Portable signs, flashing arrow panels, channelizers, fleet lighting, protective vehicles and truck-mounted attenuators are devices generally incorporated into the temporary traffic control plan for these operations.<br /> <br /> '''Support.''' Several operations where workers and equipment move along the road without stopping, usually at slow speeds, are set up with short-term stationary guidance with the ability to reduce or eliminate channelizers. With the constant movement, advance warning area must be maintained when the work area.<br /> <br /> [[image:616.7.2.3.jpg|650px|center|thumb|&lt;center&gt;'''Examples of intermediate-term and short-term stationary operations temporary traffic control devices: roll-up signs, channelizers, flaggers, pilot cars, fleet lighting, etc.'''&lt;/center&gt;]]<br /> <br /> <br /> ===616.7.2.4 Short-Duration===<br /> <br /> '''Support.''' As compared to stationary operations, short-duration operations are activities that might involve different treatments. Devices having greater mobility might be necessary such as signs mounted on trucks. Devices that are larger, more imposing, or more visible can be used effectively and economically. The mobility of the TTC zone is important. Short-duration operations involve individual short stops for activities such as litter cleanup, isolated pothole patching, isolated crack sealing, utility operations, signal repair, etc.<br /> <br /> '''Guidance.''' Safety in short-duration operations should not be compromised by using fewer devices simply because the operation will frequently change its location.<br /> <br /> '''Guidance.''' When mobile operations are being performed, protective vehicles/TMAs equipped with an arrow board and a sign should follow the work vehicle, especially when vehicular traffic speeds or volumes are high. Where feasible, warning signs should be placed along the roadway and moved periodically as work progresses.<br /> <br /> '''Guidance.''' Appropriately colored or marked vehicles with high-intensity rotating, flashing, oscillating, or strobe lights may be used in place of signs and channelizing devices for short-duration operations. These vehicles should be augmented with signs and arrow boards.<br /> <br /> '''Support.''' During short-duration work, it often takes longer to set up and remove the TTC zone than to perform the work. Workers face hazards in setting up and taking down the TTC zone. Also, since the work time is short, delays affecting road users are significantly increased when additional devices are installed and removed.<br /> <br /> '''Option.''' Considering these factors, simplified control procedures may be warranted for short-duration work. A reduction in the number of devices may be offset by the use of other more dominant devices such as high-intensity rotating, flashing, oscillating or strobe lights on work vehicles.<br /> <br /> Flaggers may be used for short-duration operations that often involve frequent short stops on two-lane two-way roads.<br /> <br /> As with any highway, knowledge of historical traffic conditions should be discussed when selecting the amount of temporary traffic control to be used on short-duration projects. Traffic conditions need to be monitored throughout the work operation to determine if adjustments are needed to address traffic impacts. A worst-case scenario of stopping work and reopening the roadway to traffic may be avoided by planning for the traffic conditions.<br /> <br /> [[image:616.7.2.4.jpg|650px|center|thumb|&lt;center&gt;'''Examples of short-duration operations temporary traffic control devices: protective vehicle, trailer/truck mounted attenuators, arrow boards, emergency alert lights, light bar, roll-up signs, etc.'''&lt;/center&gt;]]<br /> <br /> ===616.7.2.5 Mobile Operations===<br /> <br /> As compared to stationary and short-duration operations, mobile operations are activities which workers rarely exit their vehicles during the operation, such as retrieving large debris during sweeping, quick adjustment while striping, mowing, etc. Because of these operations, devices having greater mobility might be necessary such as signs mounted on trucks. Devices that are larger, more imposing, or more visible can be used effectively and economically. The mobility of the TTC zone is important. <br /> <br /> '''Guidance.''' Safety in mobile operations should not be compromised by using fewer devices simply because the operation will frequently change its location.<br /> <br /> '''Guidance.''' Appropriately colored or marked vehicles with high-intensity rotating, flashing, oscillating, or strobe lights may be used in place of signs and channelizing devices for mobile operations. These vehicles should be augmented with signs and arrow boards.<br /> <br /> '''Guidance.''' When mobile operations are being performed, protective vehicles/TMAs equipped with an arrow board and a sign should follow the work vehicle, especially when vehicular traffic speeds or volumes are high. <br /> <br /> Under high-volume conditions, consideration should be given to scheduling mobile operation work during off-peak hours. <br /> <br /> If there are mobile operations on a high-speed travel lane of a multi-lane divided highway, arrow boards should be used.<br /> <br /> '''Standard.''' Mobile operations shall have appropriate devices on the equipment (that is, high-intensity rotating, flashing, oscillating, or strobe lights, signs or special lighting), or shall use a separate vehicle with appropriate warning devices.<br /> <br /> '''Option.''' For mobile operations that move at speeds of less than 3 mph, mobile signs or stationary signing that is periodically retrieved and repositioned in the advance warning area may be used.<br /> <br /> [[image:616.7.2.5.jpg|650px|center|thumb|&lt;center&gt;'''Examples of mobile operations temporary traffic control devices: protective vehicle, trailer/truck mounted attenuators, arrow boards, emergency alert lights, light bar, roll-up signs, etc.'''&lt;/center&gt;]]<br /> <br /> ===616.7.2.6 Emergency Operations===<br /> <br /> '''Support.''' Emergency operations include unplanned work. Within MoDOT, these operations consist of the initial response to and repair/removal of safety concerns including Response Priority 1 items (refer to [[:Category:948 Incident Response Plan and Emergency Response Management|MoDOT's Incident Response Plan]]). <br /> <br /> [[#616.7.2.4 Short-Duration|Short-duration]] operation guidelines and appropriate typical applications should be followed when performing Emergency Operations.<br /> <br /> ==616.7.3 Location of Work (MUTCD 6G.03)==<br /> <br /> '''Support.''' [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)|EPG 616.6.74]] and [[#616.7.5 Work Affecting Pedestrian and Bicycle Facilities (MUTCD 6G.05)|EPG 616.7.5]] contain additional information regarding the steps to follow when pedestrian or bicycle facilities are affected by the worksite.<br /> <br /> The choice of TTC needed for a TTC zone depends upon where the work is located. As a general rule, the closer the work is to road users (including bicyclists and pedestrians), the greater the number of TTC devices that are needed. Procedures are described later in this article for establishing TTC zones in the following locations:<br /> <br /> :A. Outside the shoulder,<br /> <br /> :B. On the shoulder with no encroachment,<br /> <br /> :C. On the shoulder with minor encroachment,<br /> <br /> :D. Within the median, and<br /> <br /> :E. Within the traveled way.<br /> <br /> '''Standard.''' When the work space is within the traveled way, except for short-duration and mobile operations, advance warning shall provide a general message that work is taking place and shall supply information about highway conditions. TTC devices shall indicate how vehicular traffic can move through the TTC zone.<br /> <br /> ==616.7.4 Modifications To Fulfill Special Needs (MUTCD 6G.04)==<br /> <br /> '''Support.''' The typical applications in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8]] illustrate commonly encountered situations in which TTC devices are employed.<br /> <br /> '''Option.''' Other devices may be added to supplement the devices provided in the typical applications, and device spacing may be adjusted to provide additional reaction time. When conditions are less complex than those depicted in the typical applications, fewer devices may be needed.<br /> <br /> '''Guidance.''' When conditions are more complex, typical applications should be modified by giving particular attention to the provisions set forth in 616.2 and by incorporating appropriate devices and practices from the following list:<br /> <br /> :A. Additional devices:<br /> ::1. Signs<br /> ::2. Arrow boards<br /> ::3. More channelizing devices at closer spacing (see Section 6F.74 for information regarding detectable edging for pedestrians)<br /> ::4. Temporary raised pavement markers<br /> ::5. High-level warning devices<br /> ::6. Portable changeable message signs<br /> ::7. Temporary traffic control signals (including pedestrian signals and accessible pedestrian signals)<br /> ::8. Temporary traffic barriers<br /> ::9. Crash cushions<br /> ::10. Screens<br /> ::11. Rumble strips<br /> ::12. More delineation<br /> :B. Upgrading of devices:<br /> ::1. A full complement of standard pavement markings<br /> ::2. Brighter and/or wider pavement markings<br /> ::3. Larger and/or brighter signs<br /> ::4. Channelizing devices with greater conspicuity<br /> ::5. Temporary traffic barriers in place of channelizing devices<br /> :C. Improved geometrics at detours or crossovers<br /> :D. Increased distances:<br /> ::1. Longer advance warning area<br /> ::2. Longer tapers<br /> :E. Lighting:<br /> ::1. Temporary roadway lighting<br /> ::2. Steady-burn lights used with channelizing devices<br /> ::3. Flashing lights for isolated hazards<br /> ::4. Illuminated signs<br /> ::5. Floodlights<br /> :F. Pedestrian routes and temporary facilities<br /> :G. Bicycle diversions and temporary facilities<br /> <br /> ==616.7.5 Work Affecting Pedestrian and Bicycle Facilities (MUTCD 6G.05)==<br /> <br /> '''Support.''' It is not uncommon, particularly in urban areas, that road work and the associated TTC will affect existing pedestrian or bicycle facilities. It is essential that the needs of all road users, including pedestrians with disabilities, are considered in TTC zones.<br /> <br /> In addition to specific provisions identified in [[#616.7.6 Work Outside of the Shoulder (MUTCD 6G.06)|EPG 616.7.06 through EPG 616.7.14]], there are a number of provisions that might be applicable for all of the types of activities identified in this article.<br /> <br /> '''Guidance.''' Where pedestrian or bicycle usage is high, the typical applications should be modified by giving particular attention to the provisions set forth in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)|EPG 616.6.74]] and EPG 616.7, and in other articles of [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616]] related to accessibility and detectability provisions in TTC zones.<br /> <br /> Pedestrians should be separated from the worksite by appropriate devices that maintain the accessibility and detectability for pedestrians with disabilities.<br /> <br /> Bicyclists and pedestrians should not be exposed to unprotected excavations, open utility access, overhanging equipment or other such conditions.<br /> <br /> Except for short duration and mobile operations, when a highway shoulder is occupied, a SHOULDER WORK (WO21-5) sign should be placed in advance of the activity area. When work is performed on a paved shoulder 8 ft. or wider, channelizing devices should be placed on a taper having a length that conforms to the requirements of a shoulder taper. Signs should be placed so that they do not narrow any existing pedestrian passages to less than 48 inches.<br /> <br /> Pedestrian detours should be avoided since pedestrians rarely observe them and the cost of providing accessibility and detectability might outweigh the cost of maintaining a continuous route. Whenever possible, work should be done in a manner that does not create a need to detour pedestrians from existing routes or crossings.<br /> <br /> '''Standard.''' Where pedestrian routes are closed, alternate pedestrian routes shall be provided.<br /> <br /> When existing pedestrian facilities are disrupted, closed, or relocated in a TTC zone, the temporary facilities shall be detectable and shall include accessibility features consistent with the features present in the existing pedestrian facility.<br /> <br /> ==616.7.6 Work Outside of the Shoulder (MUTCD 6G.06)==<br /> <br /> '''Support.''' When work is being performed off the roadway (beyond the shoulders, but within the right of way), little or no TTC might be needed. TTC generally is not needed where work is confined to an area 15 ft. or more from the edge of the traveled way. However, TTC is appropriate where distracting situations exist, such as vehicles parked on the shoulder, vehicles accessing the worksite via the highway, and equipment traveling on or crossing the roadway to perform the work operations (for example, mowing). For work beyond the shoulder, see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.1 - MT]].<br /> <br /> '''Guidance.''' Where the situations described in the above paragraph exist, a single warning sign, such as ROAD WORK AHEAD (WO20-1), should be used. If the equipment travels on the roadway, the equipment should be equipped with appropriate flags, high-intensity rotating, flashing, oscillating, or strobe lights and/or a SLOW MOVING VEHICLE (WO21-4) sign.<br /> <br /> '''Option.''' If work vehicles are on the shoulder, a SHOULDER WORK (WO21-5) sign may be used. For mowing operations, the sign MOWING AHEAD (WO21-8) may be used.<br /> <br /> Where the activity is spread out over a distance of more than 2 miles, the SHOULDER WORK (WO21-5) sign may be repeated every 1 mile.<br /> <br /> A supplementary plaque with the message NEXT XX MILES (WO7-3aP) may be used.<br /> <br /> '''Guidance.''' A general warning sign like ROAD MACHINERY AHEAD (WO21-3) should be used if workers and equipment must occasionally move onto the shoulder.<br /> <br /> ==616.7.7 Work on the Shoulder with No Encroachment (MUTCD 6G.07)==<br /> <br /> '''Support.''' The provisions of EPG 616.7.7 apply to short-term through long-term stationary operations.<br /> <br /> '''Standard.''' When paved shoulders 8 ft. or wider are closed, at least one advance warning sign shall be used. In addition, channelizing devices shall be used to close the shoulder in advance to delineate the beginning of the work space and direct motor vehicle traffic to remain within the traveled way.<br /> <br /> '''Guidance.''' When paved shoulders 8 ft. or wider are closed on freeways and expressways, road users should be warned about potential disabled vehicles that cannot get off the traveled way. An initial general warning sign, such as ROAD WORK AHEAD (WO20-1), should be used, followed by a RIGHT or LEFT SHOULDER CLOSED (WO21-5a) sign. Where the downstream end of the shoulder closure extends beyond the distance that can be perceived by road users, a supplementary plaque bearing the message NEXT XX FEET (WO16-4P) or MILES (WO7-3aP) should be placed below the SHOULDER CLOSED (WO21-5a) sign. On multi-lane, divided highways, signs advising of shoulder work or the condition of the shoulder should be placed only on the side of the affected shoulder.<br /> <br /> When an improved shoulder is closed on a high-speed roadway, it should be treated as a closure of a portion of the road system because road users expect to be able to use it in emergencies. Road users should be given ample advance warning that shoulders are closed for use as refuge areas throughout a specified length of the approaching TTC zone. The sign(s) should read SHOULDER CLOSED (WO21-5a) with distances indicated. The work space on the shoulder should be closed off by a taper or channelizing devices with a length of T1 using the formulas in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#Table 616.3.5 Recommended Taper Length and Spacing|Table 616.3.5 Recommended Taper Length and Spacing]].<br /> <br /> When the shoulder is not occupied but work has adversely affected its condition, the LOW SHOULDER (WO8-9) or SOFT SHOULDER (WO8-4) sign should be used, as appropriate.<br /> <br /> Where the condition extends over a distance in excess of 1 mile, the sign should be repeated at 1-mile intervals.<br /> <br /> '''Option.''' In addition, a supplementary plaque bearing the message NEXT XX MILES (WO7-3aP) may be used. Temporary traffic barriers may be needed to inhibit encroachment of errant vehicles into the work space and to protect workers.<br /> <br /> '''Standard.''' When used for shoulder work, arrow boards shall operate only in the caution mode.<br /> <br /> '''Support.''' A typical application for stationary work operations on shoulders is shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.3 - MT]]. Short duration or mobile work on shoulders is shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.4 - MT]]. Work on freeway shoulders is shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.5 - MT]].<br /> <br /> ==616.7.8 Work on the Shoulder with Minor Encroachment (MUTCD 6G.8)==<br /> <br /> '''Support.''' [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)|EPG 616.6.74]] and [[#616.7.5 Work Affecting Pedestrian and Bicycle Facilities (MUTCD 6G.05)|EPG 616.7.5]] contain additional information regarding the steps to follow when pedestrian or bicycle facilities are affected by the worksite.<br /> <br /> '''Guidance.''' When work takes up part of a lane, vehicular traffic volumes, vehicle mix (buses, trucks, cars, and bicycles), speed, and capacity should be analyzed to determine whether the affected lane should be closed. Unless the lane encroachment permits a remaining lane width of 10 ft., the lane should be closed.<br /> <br /> Truck off-tracking should be considered when determining whether the minimum lane width of 10 ft. is adequate.<br /> <br /> '''Support.''' [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.6 - MT]] illustrates a method for handling vehicular traffic where the stationary or short <br /> duration work space encroaches slightly into the traveled way.<br /> <br /> ==616.7.9 Work Within the Median (MUTCD 6G.9)==<br /> <br /> '''Support.''' [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)|EPG 616.6.74]] and [[#616.7.5 Work Affecting Pedestrian and Bicycle Facilities (MUTCD 6G.05)|EPG 616.7.5]] contain additional information regarding the steps to follow when pedestrian or bicycle facilities are affected by the worksite.<br /> <br /> '''Guidance.''' If work in the median of a divided highway is within 15 ft. from the edge of the traveled way for either direction of travel, TTC should be used through the use of advance warning signs and channelizing devices.<br /> <br /> ==616.7.10 Work Within the Traveled Way of a Two-Lane Highway (MUTCD 6G.10)==<br /> <br /> '''Support.''' [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)|EPG 616.6.74]] and [[#616.7.5 Work Affecting Pedestrian and Bicycle Facilities (MUTCD 6G.05)|EPG 616.7.5]] contain additional information regarding the steps to follow when pedestrian or bicycle facilities are affected by the worksite.<br /> <br /> Detour signs are used to direct road users onto another roadway. At diversions, road users are directed onto a temporary roadway or alignment placed within or adjacent to the right-of-way. Typical applications for detouring or diverting road users on two-lane highways are shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.7 - MT]], [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]. EPG 616.8.7 - MT illustrates the controls around an area where a section of roadway has been closed and a diversion has been constructed. Channelizing devices and pavement markings are used to indicate the transition to the temporary roadway.<br /> <br /> '''Guidance.''' When a detour is long, Detour (MO4-8, MO4-9) signs should be installed to remind and reassure road users periodically that they are still successfully following the detour.<br /> <br /> When an entire roadway is closed, as illustrated in EPG 616.8.8, a detour should be provided and road users should be warned in advance of the closure, which in this example is a closure 10 miles from the intersection. If local road users are allowed to use the roadway up to the closure, the ROAD CLOSED AHEAD, LOCAL TRAFFIC ONLY (R11-3a) or ROAD CLOSED TO THRU TRAFFIC (R11-4)signs should be used. The portion of the road open to local road users should have adequate signing, marking, and delineation.<br /> <br /> Detours should be signed so that road users will be able to traverse the entire detour route and back to the original roadway as shown in EPG 616.8.9.<br /> <br /> '''Support.''' Techniques for controlling vehicular traffic under one-lane, two-way conditions are described in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.10 One-Lane, Two-Way Traffic Control (MUTCD 6C.10)|EPG 616.3.10]].<br /> <br /> '''Option.''' Flaggers may be used as shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.10 - MT]].<br /> <br /> STOP/YIELD sign control may be used on roads with low traffic volumes as shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.11 - MT]].<br /> <br /> A temporary traffic control signal may be used as shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.12 - MT]].<br /> <br /> ==616.7.11 Work Within the Traveled Way of an Urban Street (MUTCD 6G.11)==<br /> <br /> '''Support.''' [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)|EPG 616.6.74]] and [[#616.7.5 Work Affecting Pedestrian and Bicycle Facilities (MUTCD 6G.05)|EPG 616.7.5]] contain additional information regarding the steps to follow when pedestrian or bicycle facilities are affected by the worksite.<br /> <br /> In urban TTC zones, decisions are needed on how to control vehicular traffic, such as how many lanes are required, whether any turns need to be prohibited at intersections, and how to maintain access to business, industrial and residential areas.<br /> <br /> Pedestrian traffic needs separate attention. 616.4 contains information regarding pedestrian movements near TTC zones.<br /> <br /> '''Standard.''' If the TTC zone affects the movement of bicyclists, adequate access to the roadway or shared-use paths shall be provided [[:Category:641 Bicycle Facilities|EPG 641 Bicycle Facilities.]]<br /> <br /> Where transit stops are affected or relocated because of work activity, both pedestrian and vehicular access to the affected or relocated transit stops shall be provided.<br /> <br /> '''Guidance.''' If a designated bicycle route is closed because of the work being done, a signed alternate route should be provided. Bicyclists should not be directed onto the path used by pedestrians.<br /> <br /> Worksites within the intersection should be protected against inadvertent pedestrian incursion by providing detectable channelizing devices.<br /> <br /> '''Support.''' Utility work takes place both within and outside the roadway to construct and maintain services such as power, gas, light, water or telecommunications. Operations often involve intersections, since that is where many of the network junctions occur. The work force is usually small, only a few vehicles are involved, and the number and types of TTC devices placed in the TTC zone is usually minimal.<br /> <br /> '''Standard.''' All TTC devices shall be retroreflective or illuminated if utility work is performed during nighttime hours.<br /> <br /> '''Guidance.''' As discussed under short-duration projects, however, the reduced number of devices in utility work zones should be offset by the use of high-visibility devices, such as high-intensity rotating, flashing, oscillating or strobe lights on work vehicles or high-level warning devices.<br /> <br /> '''Support.''' [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.6 - MT]], [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.10 - MT]], [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.15 - MT]], [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.18 - MT]], [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.21 - MT]], [[616.8 Typical Applications (MUTCD 6H)#Listing of Typical Applications|Fig. 616.8.22 - MT]], [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.23 - MT]], [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.26 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.33 - MT]] are examples of typical applications for utility operations. Other typical applications might apply as well.<br /> <br /> ==616.7.12 Work Within the Traveled Way of a Multi-Lane, Non-Access Controlled Highway (MUTCD 6G.12)==<br /> <br /> '''Support.''' [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)|EPG 616.6.74]] and [[#616.7.5 Work Affecting Pedestrian and Bicycle Facilities (MUTCD 6G.05)|EPG 616.7.5]] contain additional information regarding the steps to follow when pedestrian or bicycle facilities are affected by the worksite.<br /> <br /> Work on multi-lane (two or more lanes of moving motor vehicle traffic in one direction) highways is divided into right-lane closures, left-lane closures, interior-lane closures, multiple-lane closures and closures on five-lane roadways.<br /> <br /> '''Standard.''' When a lane is closed on a multi-lane road for other than a mobile operation, a transition area containing a merging taper shall be used.<br /> <br /> '''Guidance.''' When justified by an engineering study, temporary traffic barriers (see [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)|EPG 616.6.70]]) should be used to prevent incursions of errant vehicles into hazardous areas or work space.<br /> <br /> '''Support.''' [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.34 - MT]] illustrates a lane closure in which temporary traffic barriers are used.<br /> <br /> '''Option.''' When the right lane is closed, TTC similar to that shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.33 - MT]] may be used for undivided or divided four-lane roads.<br /> <br /> '''Guidance.''' If morning and evening peak hour vehicular traffic volumes in the two directions are uneven and the greater volume is on the side where the work is being done in the right-hand lane, consideration should be given to closing the inside lane for opposing vehicular traffic and making the lane available to the side with heavier vehicular traffic, as shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.31 - MT]].<br /> <br /> If the larger vehicular traffic volume changes to the opposite direction at a different time of the day, the TTC should be changed to allow two lanes for opposing vehicular traffic by moving the devices from the opposing lane to the center line. When it is necessary to create a temporary center line that is not consistent with the pavement markings, channelizing devices should be used and closely spaced.<br /> <br /> '''Option.''' When closing a left lane on a multi-lane undivided road, as vehicular traffic flow permits, the two interior lanes may be closed, as shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.30 - MT]], to provide drivers and workers additional lateral clearance and to provide access to the work space.<br /> <br /> '''Standard.''' When only the left lane is closed on undivided roads, channelizing devices shall be placed along the center line as well as along the adjacent lane.<br /> <br /> '''Guidance.''' When an interior lane is closed, an adjacent lane should also be considered for closure to provide additional space for vehicles and materials and to facilitate the movement of equipment within the work space.<br /> When multiple lanes in one direction are closed, a capacity analysis should be made to determine the number of lanes needed to accommodate motor vehicle traffic needs. Vehicular traffic should be moved over one lane at a time. As shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]], the tapers should be separated by a distance of 2(T2), with T2 being determined by the [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#Table 616.3.5 Recommended Taper Length and Spacing|Table 616.3.5 Recommended Taper Length and Spacing]].<br /> <br /> '''Option.''' If operating speeds are 40 mph or less and the space approaching the work area does not permit moving traffic over one lane at a time, a single continuous taper may be used.<br /> <br /> '''Standard.''' When a directional roadway is closed, inapplicable WRONG WAY signs and markings, and other existing traffic control devices at intersections within the temporary two-lane, two-way operations section shall be covered, removed or obliterated.<br /> <br /> '''Option.''' When half the road is closed on an undivided highway, both directions of vehicular traffic may be accommodated as shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.32 - MT]]. When both interior lanes are closed, temporary traffic controls may be used as provided in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.30 - MT]]. When a roadway must be closed on a divided highway, a median crossover may be used (see [[#616.7.16 Crossovers (MUTCD 6G.16)|EPG 616.7.16]]).<br /> <br /> '''Support.''' TTC for lane closures on five-lane roads is similar to other multi-lane undivided roads. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.32 - MT]] can be adapted for use on five-lane roads. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.35 - MT]] can be used on a five-lane road for short duration and mobile operations.<br /> <br /> ==616.7.13 Work Within the Traveled Way at an Intersection (MUTCD 6G.13)==<br /> <br /> '''Support.''' [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)|EPG 616.6.74]] and [[#616.7.5 Work Affecting Pedestrian and Bicycle Facilities (MUTCD 6G.05)|EPG 616.7.5]] contain additional information regarding the steps to follow when pedestrian or bicycle facilities are affected by the worksite.<br /> <br /> The typical applications for intersections are classified according to the location of the work space with respect to the intersection area (as defined by the extension of the curb or edge lines). The three classifications are near side, far side, and in-the-intersection. Work spaces often extend into more than one portion of the intersection. For example, work in one quadrant often creates a near-side work space on one street and a far-side work space on the cross street. In such instances, an appropriate TTC plan is obtained by combining features shown in two or more of the intersection and pedestrian typical applications.<br /> <br /> TTC zones in the vicinity of intersections might block movements and interfere with normal road user flows. Such conflicts frequently occur at more complex signalized intersections having such features as traffic signal heads over particular lanes, lanes allocated to specific movements, multiple signal phases, signal detectors for actuated control, and accessible pedestrian signals and detectors.<br /> <br /> '''Guidance.''' The effect of the work upon signal operation should be considered, and temporary corrective actions should be taken, if necessary, such as revising signal phasing and/or timing to provide adequate capacity, maintaining or adjusting signal detectors, and relocating signal heads to provide adequate visibility as described in [[:Category:902 Signals|EPG 902 Signals]].<br /> <br /> '''Standard.''' When work will occur near an intersection where operational, capacity, or pedestrian accessibility problems are anticipated, the highway agency having jurisdiction shall be contacted.<br /> <br /> '''Guidance.''' For work at an intersection, advance warning signs, devices, and markings should be used on all cross streets, as appropriate. The typical applications depict urban intersections on arterial streets. <br /> <br /> Pedestrian crossings near TTC sites should be separated from the worksite by appropriate barriers that maintain the accessibility and detectability for pedestrians with disabilities.<br /> <br /> '''Support.''' Near-side work spaces, as depicted in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.21 - MT]], are simply handled as a midblock lane closure. A problem that might occur with near-side lane closure is a reduction in capacity, which during certain hours of operation could result in congestion and backups.<br /> <br /> '''Option.''' When near-side work spaces are used, an exclusive turn lane may be used for through vehicular traffic.<br /> Where space is restricted in advance of near-side work spaces, as with short block spacings, two warning signs may be used in the advance warning area, and a third action-type warning or a regulatory sign (such as Keep Left) may be placed within the transition area.<br /> <br /> '''Support.''' Far-side work spaces, as depicted in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Figs. 616.8.22 - MT through 616.8.25 - MT]], involve additional treatment because road users typically enter the activity area by straight-through and left- or right-turning movements.<br /> <br /> '''Guidance.''' When a lane through an intersection must be closed on the far side, it should also be closed on the near-side approach to preclude merging movements within the intersection.<br /> <br /> '''Option.''' If there are a significant number of vehicles turning from a near-side lane that is closed on the far side, the near-side lane may be converted to an exclusive turn lane.<br /> <br /> '''Support.''' [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Figs. 616.8.26 - MT and 616.8.27 - MT]] provide guidance on applicable procedures for work performed within the intersection.<br /> <br /> '''Option.''' If the work is within the intersection, any of the following strategies may be used:<br /> <br /> :A. A small work space so that road users can move around it, as shown in Fig. 616.8.26 - MT;<br /> :B. Flaggers or uniformed law enforcement officers to direct road users, as shown in Fig. 616.8.27 - MT;<br /> :C. Work in stages so the work space is kept to a minimum; and<br /> :D. Road closures or upstream diversions to reduce road user volumes.<br /> <br /> '''Guidance.''' Depending on road user conditions, a flagger(s) and/or a uniformed law enforcement officer(s) should be used to control road users.<br /> <br /> ==616.7.14 Work Within the Traveled Way of a Freeway or Expressway (MUTCD 6G.14)==<br /> <br /> '''Support.''' Problems of TTC might occur under the special conditions encountered where vehicular traffic must be moved through or around TTC zones on high-speed, high-volume roadways. Although the general principles outlined in [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616]] are applicable to all types of highways, high-speed, access-controlled highways need special attention in order to accommodate vehicular traffic while also protecting road users and workers. The road user volumes, road vehicle mix (buses, trucks, cars and bicycles, if permitted), and speed of vehicles on these facilities require that careful TTC procedures be implemented, for example, to induce critical merging maneuvers well in advance of work spaces and in a manner that creates minimum turbulence and delay in the vehicular traffic stream. These situations often require more conspicuous devices than specified for normal rural highway or urban street use. However, the same important basic considerations of uniformity and standardization of general principles apply for all roadways.<br /> <br /> Work under high-speed, high-volume vehicular traffic on a controlled access highway is complicated by the roadway design and operational features. The presence of a median that establishes separate roadways for directional vehicular traffic flow might prohibit the closing of one of the roadways or the diverting of vehicular traffic to the other roadway. Lack of access to and from adjacent roadways prohibits rerouting of vehicular traffic away from the work space in many cases. Other conditions exist where work must be limited to night hours, thereby necessitating increased illumination of work spaces, and use of advance warning systems.<br /> <br /> TTC for a typical lane closure on a divided highway is shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.33 - MT]]. Temporary traffic controls for short duration and mobile operations on freeways are shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.35 -MT]]. A typical application for shifting vehicular traffic lanes around a work space is shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.36 - MT]]. TTC for multiple and interior lane closures on a freeway is shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Figs. 616.8.37 - MT and 616.8.38 - MT]].<br /> <br /> '''Guidance.''' The method for closing an interior lane when the open lanes have the capacity to carry vehicular traffic should be as shown in Fig. 616.8.37 - MT. When the capacity of the other lanes is needed, the method shown in Fig. 616.8.38 - MT should be used.<br /> <br /> ==616.7.15 Two-Lane, Two-Way Traffic on One Roadway of a Normally Divided Highway (MUTCD 6G.15)==<br /> <br /> '''Support.''' Two-lane, two-way operation on one roadway of a normally divided highway is a typical procedure that requires special consideration in the planning, design, and work phases, because unique operational problems (for example, increasing the risk of head-on crashes) can arise with the two-lane, two-way operation.<br /> <br /> '''Standard.''' When two-lane, two-way traffic control must be maintained on one roadway of a normally divided highway, opposing vehicular traffic shall be separated with either temporary traffic barriers (concrete safety-shape or approved alternate), or channelizing devices throughout the length of the two-way operation. The use of markings and complementary signing, by themselves, shall not be used. <br /> <br /> '''Support.''' [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.39 - MT]] shows the procedure for two-lane, two-way operation. Treatments for entrance and exit ramps within the two-way roadway segment of this type of work are shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Figs. 616.8.40 - MT and 616.8.41 - MT]].<br /> <br /> ==616.7.16 Crossovers (MUTCD 6G.16)==<br /> <br /> '''Guidance.''' The following are considered good guiding principles for the design of crossovers:<br /> <br /> :A. Tapers for lane drops should be separated from the crossovers, as shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.39 - MT]].<br /> :B. Crossovers should be designed for speeds according to [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]] guidelines.<br /> :C. A good array of channelizing devices, delineators, and full-length, properly placed pavement markings should be used to provide drivers with a clearly defined travel path.<br /> :D. The design of the crossover should accommodate all vehicular traffic, including trucks and buses.<br /> <br /> '''Support.''' Temporary traffic barriers and the excessive use of TTC devices cannot compensate for poor geometric and roadway cross-section design of crossovers.<br /> <br /> ==616.7.17 Interchanges (MUTCD 6G.17)==<br /> <br /> '''Guidance.''' Access to interchange ramps on limited-access highways should be maintained even if the work space is in the lane adjacent to the ramps. Access to exit ramps should be clearly marked and delineated with channelizing devices. For long-term projects, conflicting pavement markings should be removed and new ones placed. Early coordination with officials having jurisdiction over the affected cross streets and providing emergency services should occur before ramp closings.<br /> <br /> '''Option.''' If access is not possible, ramps may be closed by using signs and Type 3 Barricades. As the work space changes, the access area may be changed, as shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.42 - MT]]. A TTC zone in the exit ramp may be handled as shown in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.43 - MT]].<br /> <br /> When a work space interferes with an entrance ramp, a lane may need to be closed on the freeway (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.44 - MT]]). A TTC zone in the entrance ramp may require shifting ramp vehicular traffic (see Fig. 616.8.44 - MT).<br /> <br /> ==616.7.18 Work in the Vicinity of a Grade Crossing (MUTCD 6G.18)==<br /> <br /> '''Standard.''' When grade crossings exist either within or in the vicinity of a TTC zone, lane restrictions, flagging, or other operations shall not create conditions where vehicles can be queued across the tracks. If the queuing of vehicles across the tracks cannot be avoided, a uniformed law enforcement officer or flagger shall be provided at the crossing to prevent vehicles from stopping on the tracks, even if automatic warning devices are in place.<br /> <br /> '''Support.''' [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.46 - MT]] shows work in the vicinity of a grade crossing.<br /> <br /> [[643.4 Railroads|EPG 643.4 Railroads]] contains additional information regarding temporary traffic control zones in the vicinity of grade crossings.<br /> <br /> '''Guidance.''' Early coordination with the railroad company or light rail transit agency should occur before work starts.<br /> <br /> ==616.7.19 Temporary Traffic Control During Nighttime Hours (MUTCD 6G.19)==<br /> <br /> '''Support.''' [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)|EPG 616.6.74]] and [[#616.7.5 Work Affecting Pedestrian and Bicycle Facilities (MUTCD 6G.05)|EPG 616.7.5]] contain additional information regarding the steps to follow when pedestrian or bicycle facilities are affected by the worksite.<br /> <br /> Conducting highway construction and maintenance activities during night hours could provide an advantage when traditional daytime traffic control strategies cannot achieve an acceptable balance between worker and public safety, traffic and community impact, and constructability. The two basic advantages of working at night are reduced traffic congestion and less involvement with business activities. However, the two basic conditions that must normally be met for night work to offer any advantage are reduced traffic volumes and easy set up and removal of the traffic control patterns on a nightly basis.<br /> <br /> Shifting work activities to night hours, when traffic volumes are lower and normal business is less active, might offer an advantage in some cases, as long as the necessary work can be completed and the worksite restored to essentially normal operating conditions to carry the higher traffic volume during non-construction hours.<br /> <br /> Although working at night might offer advantages, it also includes safety issues. Reduced visibility inherent in night work impacts the performance of both drivers and workers. Because traffic volumes are lower and congestion is minimized, speeds are often higher at night necessitating greater visibility at a time when visibility is reduced. Finally, the incidence of impaired (alcohol or drugs), fatigued, or drowsy drivers might be higher at night.<br /> <br /> Working at night also involves other factors, including construction productivity and quality, social impacts, economics, and environmental issues. A decision to perform construction or maintenance activities at night normally involves some consideration of the advantages to be gained compared to the safety and other issues that might be impacted.<br /> <br /> '''Guidance.''' Considering the safety issues inherent to night work, consideration should be given to enhancing traffic controls (see [[#616.7.4 Modifications To Fulfill Special Needs (MUTCD 6G.04)|EPG 616.7.4]]) to provide added visibility and driver guidance, and increased protection for workers.<br /> <br /> In addition to the enhancements listed in EPG 616.7.4, consideration should be given to providing additional lights and retroreflective markings to workers, work vehicles and equipment.<br /> <br /> '''Option.''' Where reduced traffic volumes at night make it feasible, the entire roadway may be closed by detouring traffic to alternate facilities, thus removing the traffic risk from the activity area.<br /> <br /> '''Guidance.''' Consideration should be given to stationing uniformed law enforcement officers and lighted patrol cars at night work locations where there is a concern that high speeds or impaired drivers might result in undue risks for workers or other drivers.<br /> <br /> '''Standard.''' Except in emergencies, temporary lighting shall be provided at all flagger stations.<br /> <br /> '''Support.''' Desired illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. An average horizontal luminance of 10 foot-candles can be adequate for activities around equipment. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.<br /> <br /> [[Category:Backup Removed Pages|616.907]]</div>

TaracksA https://epgtest.modot.org/index.php?title=616.9_Control_of_Traffic_Through_Traffic_Incident_Management_Areas_(MUTCD_6I)_Backup&diff=60012 2025-11-21T18:17:01Z

<p>TaracksA: </p> <hr /> <div>==616.9.1 General (MUTCD 6I)==<br /> <br /> '''Support.''' The National Incident Management System (NIMS) requires the use of the Incident Command System (ICS) at traffic incident management scenes.<br /> <br /> A traffic incident is an emergency road user occurrence, a natural disaster, or other unplanned event that affects or impedes the normal flow of traffic.<br /> <br /> A traffic incident management area is an area of a highway where temporary traffic controls are installed, as authorized by a public authority or the official having jurisdiction of the roadway, in response to a road user incident, natural disaster, hazardous material spill, or other unplanned incident. It is a type of TTC zone and extends from the first warning device (such as a sign, light or cone) to the last TTC device or to a point where vehicles return to the original lane alignment and are clear of the incident.<br /> <br /> Traffic incidents can be divided into three general classes of duration, each of which has unique traffic control characteristics and needs. These classes are:<br /> <br /> :A. Major—expected duration of more than 2 hours,<br /> :B. Intermediate—expected duration of 30 minutes to 2 hours, and<br /> :C. Minor—expected duration under 30 minutes.<br /> <br /> The primary functions of TTC at a traffic incident management area are to inform road users of the incident and to provide guidance information on the path to follow through the incident area. Alerting road users and establishing a well defined path to guide road users through the incident area will serve to protect the incident responders and those involved in working at the incident scene and will aid in moving road users expeditiously past or around the traffic incident, will reduce the likelihood of secondary traffic crashes, and will preclude unnecessary use of the surrounding local road system. Examples include a stalled vehicle blocking a lane, a traffic crash blocking the traveled way, a hazardous material spill along a highway, and natural disasters such as floods and severe storm damage.<br /> <br /> For additional information see [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2.6 Emergency Operations|EPG 616.7.2.6 Emergency Operations]].<br /> <br /> '''Guidance.''' In order to reduce response time for traffic incidents, highway agencies, appropriate public safety agencies (law enforcement, fire and rescue, emergency communications, emergency medical and other emergency management), and private sector responders (towing and recovery and hazardous materials contractors) should mutually plan for occurrences of traffic incidents along the major and heavily traveled highway and street system.<br /> <br /> On-scene responder organizations should train their personnel in TTC practices for accomplishing their tasks in and near traffic and in the requirements for traffic incident management contained in this article. On-scene responders should take measures to move the incident off the traveled roadway or to provide for appropriate warning. All on-scene responders and news media personnel should constantly be aware of their visibility to oncoming traffic and wear high-visibility apparel.<br /> <br /> Emergency vehicles should be safe-positioned (see definition in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13]) so that traffic flow through the incident scene is optimized. All emergency vehicles that subsequently arrive should be positioned in a manner that does not interfere with the established temporary traffic flow.<br /> <br /> Responders arriving at a traffic incident should estimate the magnitude of the traffic incident, the expected time duration of the traffic incident, and the expected vehicle queue length, and then should set up the appropriate temporary traffic controls for these estimates.<br /> <br /> '''Option.''' Warning and guide signs used for TTC traffic incident management situations may have a black legend and border on a fluorescent pink background (see [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)|EPG 616.6 Temporary Traffic Control Zone Devices]] for proper wording and symbols).<br /> <br /> For MoDOT forces, incident management signing examples are located in MGS-04-01 Roll-up Signs and may be purchase through a statewide bid.<br /> <br /> '''Support.''' While some traffic incidents might be anticipated and planned for, emergencies and disasters might pose more severe and unpredictable problems. The ability to quickly install proper temporary traffic controls might greatly reduce the effects of an incident, such as secondary crashes or excessive traffic delays. An essential part of fire, rescue, spill clean-up, highway agency, and enforcement activities is the proper control of road users through the traffic incident management area in order to protect responders, victims, and other personnel at the site. These operations might need corroborating legislative authority for the implementation and enforcement of appropriate road user regulations, parking controls, and speed zoning. It is desirable for these statutes to provide sufficient flexibility in the authority for, and implementation of, TTC to respond to the needs of changing conditions found in traffic incident management areas.<br /> <br /> '''Option.''' For traffic incidents, particularly those of an emergency nature, TTC devices on hand may be used for the initial response as long as they do not themselves create unnecessary additional hazards.<br /> <br /> ==616.9.2 Major Traffic Incidents (MUTCD 6I.02)==<br /> <br /> '''Support.''' Major traffic incidents are typically traffic incidents involving hazardous materials, fatal traffic crashes involving numerous vehicles, and other natural or man-made disasters. These traffic incidents typically involve closing all or part of a roadway facility for a period exceeding 2 hours.<br /> <br /> '''Guidance.''' If the traffic incident is anticipated to last more than 24 hours, applicable procedures and devices set forth in other [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616]] articles should be used.<br /> <br /> '''Support.''' A road closure can be caused by a traffic incident such as a road user crash that blocks the traveled way. Road users are usually diverted through lane shifts or detoured around the traffic incident and back to the original roadway. A combination of traffic engineering and enforcement preparations is needed to determine the detour route, and to install, maintain or operate, and then to remove the necessary traffic control devices when the detour is terminated. Large trucks are a significant concern in such a detour, especially when detouring them from a controlled-access roadway onto local or arterial streets.<br /> <br /> During traffic incidents, large trucks might need to follow a route separate from that of automobiles because of bridge, weight, clearance, or geometric restrictions. Also, vehicles carrying hazardous material might need to follow a different route from other vehicles.<br /> <br /> Some traffic incidents such as hazardous material spills might require closure of an entire highway. Through road users must have adequate guidance around the traffic incident. Maintaining good public relations is desirable. The cooperation of the news media in publicizing the existence of, and reasons for, traffic incident management areas and their TTC can be of great assistance in keeping road users and the general public well informed.<br /> <br /> The establishment, maintenance, and prompt removal of lane diversions can be effectively managed by interagency planning that includes representatives of highway and public safety agencies.<br /> <br /> '''Guidance.''' All traffic control devices needed to set up the TTC at a traffic incident should be available so that they can be readily deployed for all major traffic incidents. The TTC should include the proper traffic diversions, tapered lane closures, and upstream warning devices to alert traffic approaching the queue and to encourage early diversion to an appropriate alternative route.<br /> <br /> Attention should be paid to the upstream end of the traffic queue so that warning is given to road users approaching the back of the queue.<br /> <br /> If manual traffic control is needed, it should be provided by qualified flaggers or uniformed law enforcement officers.<br /> <br /> '''Option.''' If flaggers are used to provide traffic control for an incident management situation, the flaggers may use appropriate traffic control devices that are readily available or that can be brought to the traffic incident scene on short notice.<br /> <br /> '''Guidance.''' When light sticks or flares are used to establish the initial traffic control at incident scenes, channelizing devices (see [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.63 Channelizing Devices (MUTCD 6F.63)|EPG 616.6.63]]) should be installed as soon thereafter as practical.<br /> <br /> '''Option.''' The light sticks or flares may remain in place if they are being used to supplement the channelizing devices.<br /> <br /> '''Guidance.''' The light sticks, flares, and channelizing devices should be removed after the incident is terminated.<br /> <br /> ==616.9.3 Intermediate Traffic Incidents (MUTCD 6I.03)==<br /> <br /> '''Support.''' Intermediate traffic incidents typically affect travel lanes for a time period of 30 minutes to 2 hours, and usually require traffic control on the scene to divert road users past the blockage. Full roadway closures might be needed for short periods during traffic incident clearance to allow traffic incident responders to accomplish their tasks.<br /> <br /> The establishment, maintenance, and prompt removal of lane diversions can be effectively managed by interagency planning that includes representatives of highway and public safety agencies.<br /> <br /> '''Guidance.''' All traffic control devices needed to set up the TTC at a traffic incident should be available so that they can be readily deployed for intermediate traffic incidents. The TTC should include the proper traffic diversions, tapered lane closures, and upstream warning devices to alert traffic approaching the queue and to encourage early diversion to an appropriate alternative route.<br /> <br /> Attention should be paid to the upstream end of the traffic queue so that warning is given to road users approaching the back of the queue.<br /> <br /> If manual traffic control is needed, it should be provided by qualified flaggers or uniformed law enforcement officers.<br /> <br /> '''Option.''' If flaggers are used to provide traffic control for an incident management situation, the flaggers may use appropriate traffic control devices that are readily available or that can be brought to the traffic incident scene on short notice.<br /> <br /> '''Guidance.''' When light sticks or flares are used to establish the initial traffic control at incident scenes, channelizing devices ([[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.63 Channelizing Devices (MUTCD 6F.63)|EPG 616.6.63]]) should be installed as soon thereafter as practical.<br /> <br /> '''Option.''' The light sticks or flares may remain in place if they are being used to supplement the channelizing devices.<br /> <br /> '''Guidance.''' The light sticks, flares, and channelizing devices should be removed after the incident is terminated.<br /> <br /> ==616.9.4 Minor Traffic Incidents (MUTCD 6I.04)==<br /> <br /> '''Support.''' Minor traffic incidents are typically disabled vehicles and minor crashes that result in lane closures of less than 30 minutes. On-scene responders are typically law enforcement and towing companies, and occasionally highway agency service patrol vehicles.<br /> <br /> Diversion of traffic into other lanes is often not needed or is needed only briefly. It is not generally possible or practical to set up a lane closure with traffic control devices for a minor traffic incident. Traffic control is the responsibility of on-scene responders.<br /> <br /> '''Guidance.''' When a minor traffic incident blocks a travel lane, it should be removed from that lane to the shoulder as quickly as possible.<br /> <br /> ==616.9.5 Use of Emergency-Vehicle Lighting (MUTCD 6I.05)==<br /> <br /> '''Support.''' The use of emergency-vehicle lighting (such as high-intensity rotating, flashing, oscillating, or strobe lights) is essential, especially in the initial stages of a traffic incident, for the safety of emergency responders and persons involved in the traffic incident, as well as road users approaching the traffic incident. Emergency-vehicle lighting, however, provides warning only and provides no effective traffic control. The use of too many lights at an incident scene can be distracting and can create confusion for approaching road users, especially at night. Road users approaching the traffic incident from the opposite direction on a divided facility are often distracted by emergency-vehicle lighting and slow their vehicles to look at the traffic incident posing a hazard to themselves and others traveling in their direction.<br /> <br /> The use of emergency-vehicle lighting can be reduced if good traffic control has been established at a traffic incident scene. This is especially true for major traffic incidents that might involve a number of emergency vehicles. If good traffic control is established through placement of advanced warning signs and traffic control devices to divert or detour traffic, then public safety agencies can perform their tasks on scene with minimal emergency-vehicle lighting.<br /> <br /> '''Guidance.''' Public safety agencies should examine their policies on the use of emergency-vehicle lighting, especially after a traffic incident scene is secured, with the intent of reducing the use of this lighting as much as possible while not endangering those at the scene. Special consideration should be given to reducing or extinguishing forward facing emergency-vehicle lighting, especially on divided roadways, to reduce distractions to oncoming road users.<br /> <br /> Because the glare from floodlights or vehicle headlights can impair the nighttime vision of approaching road users, any floodlights or vehicle headlights that are not needed for illumination, or to provide notice to other road users of an incident response vehicle being in an unexpected location, should be turned off at night.<br /> <br /> <br /> <br /> [[Category:Backup Removed Pages|616.909]]</div>

TaracksA https://epgtest.modot.org/index.php?title=912.2_Provisions_for_Traffic_Control_Devices_(MUTCD_Chapter_5B)&diff=60011 2025-11-21T18:16:47Z

<p>TaracksA: </p> <hr /> <div>&lt;!--[[Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)|&amp;nbsp;]]--&gt;<br /> =={{SpanID|912.2.1}}912.2.1 Signs (MUTCD Section 5B.01)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed specific policies for signing to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:903 Highway Signing (MUTCD Part 2)| EPG 903]] Highway Signing for information related to signs.<br /> <br /> Driving automation systems use sensors, algorithms, and processing to locate, read, and comprehend traffic signs and assist the human driver or AV in appropriately making vehicle operational decisions. Location, condition, uniformity, design characteristics, and consistent application all affect the ability of driving automation systems to perform these functions. <br /> <br /> '''Standard. '''When scanning graphics (see Section 2A.04 [[903.1 General #903.1.4| [EPG 903.1.4]]]) of any type are used on a sign for support of driving automation systems, the scanning graphics shall not be visible to the human eye and the sign shall have no apparent loss of resolution or recognition for the road user.<br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation systems to support AVs, while also potentially benefitting human drivers, should consider:<br /> ::A. Clearly associating the sign location and application with the displayed message to the specific lane or road to which it applies, such as in the case of parallel roads or lanes with different speed limits or restrictions.<br /> ::B. The practice of sign and information spreading (see Section 2A.20 [[903.1 General #903.1.20| [EPG 903.1.20]]]) to limit the amount of information displayed in one location or on one sign to minimize sign clutter. <br /> ::C. Signs with designs that are otherwise not provided for in this Manual or the MUTCD “Standard Highway Signs” publication (see [[911.1 General #911.1.5|Section 1A.05]]) are designed based on the standardized sign design practices and features as provided for in this Manual for the type of sign, the location, and the characteristics of the roadway on which it is used. <br /> ::D. The refresh rate of LEDs in the illuminated portion of electronic-display signs to provide for greater consistency in driving automation system detection.<br /> <br /> =={{SpanID|912.2.2}}912.2.2 Markings (MUTCD Section 5B.02)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed policies for markings to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:620 Pavement Marking | EPG 620]] Pavement Marking for specific information related to markings.<br /> <br /> Driving automation systems use sensors, algorithms, and processing to locate, read, and comprehend pavement markings. Location, condition, uniformity, design characteristics, and consistent application all have some effect on the ability of driving automation systems to perform this function. Certain pavement marking applications and practices have been shown through research to better support driving automation system technology, while also benefitting, or at least not detracting from, the performance of the human operator. <br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation system to support AVs, while also potentially benefitting human drivers, should consider: <br /> ::A. Normal width longitudinal lines of at least 6 inches in width (see Section 3A.04 [[--| [EPG 620.1.XX]]]).<br /> ::B. Edge lines of at least 6 inches in width (see Sections 3A.04 and 3B.09 [[--| [EPG 620.1.XX and 620.2.XX]]]).<br /> ::C. Dotted edge line extensions along all entrance and exit ramps, all auxiliary lanes, and all tapers where a deceleration or auxiliary lane is added (see Section 3B.11 [[--| [EPG 620.2.XX]]]). <br /> ::D. Chevron markings in the neutral areas of exit gores to distinguish them from travel lanes (see Section 3B.25 [[--| [EPG 620.2.XX]]]).<br /> ::E. Raised pavement markers only as a supplement to, rather than as a substitute for, pavement markings (see Sections 3B.16 and 3B.17 [[--| [EPG 620.2.XX and 620.2.XX]]]).<br /> ::F. Uniform contrast markings on light-colored pavements to create greater contrast.<br /> ::G. Broken lines with uniform marking and gap length (see Section 3A.04 [[--| [EPG 620.1.XX]]]).<br /> <br /> =={{SpanID|912.2.3}}912.2.3 Highway Traffic Signals (MUTCD Section 5B.03)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed policies for traffic signals to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:902 Signals | EPG 902]] for specific information related to traffic signals.<br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation systems to support AVs, while also potentially benefitting human drivers, should consider: <br /> ::A. Consistent signal face placement along corridors with respect to overhead mounting versus post mounting on the side of the roadway.<br /> ::B. Consistent number of signal faces for approach lanes and the selection of signal indications and signal clusters along a corridor to promote uniform displays for identical or similar situations. <br /> ::C. The refresh rate of LED traffic signals to provide for greater consistency in driving automation system detection. <br /> ::D. Providing signal faces with backplates (see Section 4D.06 [[--| [EPG 902.4.XX]]]) having retroreflective borders to enhance signal face conspicuity and detection by driving automation system sensors.<br /> ::E. Using FLASHING YELLOW ARROW signal indications for permissive turns.<br /> <br /> '''Support. '''Signal faces that display a CIRCULAR GREEN indication and that are located over or directly in line with a mandatory turn lane can be less effective for driving automation systems to recognize as a traffic signal face controlling permissive turning movements.<br /> <br /> Achieving uniformity along a corridor is desirable for driving automation systems, but can be challenging. Multiple options are available for traffic signal displays to allow design variations based on specific intersection variables such as available overhead clearance, utility conflicts, signal support design constraints, and other factors. V2I capabilities can complement driving automation system recognition of traffic signals to provide redundancy, and to improve reliability and accuracy.<br /> <br /> =={{SpanID|912.2.4}}912.2.4 Temporary Traffic Control (MUTCD Section 5B.04)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed policies for temporary traffic control to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:616 Temporary Traffic Control (MUTCD Part 6) | EPG 616]] for specific information related to temporary traffic control.<br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation systems to support AVs, while also potentially benefitting human drivers, in and through temporary traffic control (TTC) zones should consider:<br /> ::A. Consistent type, spacing, and mounting height of signs (see Sections 6B.04 and 6F.02 [[--| [EPG 616.2.XX and 616.X.XX]]]). <br /> ::B. Use of the END ROAD WORK (G20-2) sign to establish the end of the TTC zone (see Section 6H.36 [[--| [EPG 616.X.XX]]]).<br /> ::C. Wider retroreflective material on, or reduced spacing of, channelizing devices to better accommodate driving automation system sensors in nighttime and adverse weather conditions (see Chapter 6K [[--| [EPG 616.X]]]). <br /> ::D. Continuous markings at the beginning of TTC zones and in lane transitions.<br /> ::E. Temporary raised pavement markers only as a supplement to, rather than as a substitute for, pavement markings. <br /> ::F. Removal or obliteration of pavement markings that are no longer applicable as soon as practicable, for long-term stationary operations in the temporary traveled way (see Section 6J.01 [[--| [EPG 616.X.XX]]]).<br /> <br /> '''Support. '''Pavement markings that are not fully removed and pavement scarring are of particular concern as there can be misinterpretation by driving automation systems that can result in erroneous vehicle positioning in TTC zones.<br /> <br /> V2I communications can complement driving automation systems recognition in TTC zones by communicating the presence of a TTC zone to vehicles.<br /> <br /> Section 6J.01 [[--| [EPG 616.X.XX]]] describes the use of pavement markings in TTC zones and the removal or obliteration of existing pavement markings.<br /> <br /> Section 6J.02 [[--| [EPG 616.X.XX]]] describes the use of temporary pavement markings in TTC zones.<br /> <br /> =={{SpanID|912.2.5}}912.2.5 Traffic Control for Highway-Rail and Highway-Light Rail Transit Grade Crossings (MUTCD Section 5B.05)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed policies for highway-rail grade crossings to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:913 Highway-Rail and Highway-Light Rail Transit Grade Crossings | EPG 913]] for specific information related to highway-rail grade crossings.<br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation systems to support AVs, while also potentially benefitting human drivers, at grade crossings should consider:<br /> ::A. Consistent placement of signs and markings for passive and active grade crossings along a corridor to promote uniformity and to improve the ability of driving automation system technology to recognize grade crossings.<br /> ::B. Removal of signs and pavement markings associated with grade crossings that are out of service (see Section 8A.09 [[--| [EPG 913.X.XX]]]). <br /> <br /> '''Support. '''V2I communications can complement driving automation system recognition of grade crossings to improve reliability and accuracy, and to relay information on the arrival or presence of a train or LRT vehicle at a grade crossing.<br /> <br /> =={{SpanID|912.2.6}}912.2.6 Traffic Control for Bicycle Facilities (MUTCD Section 5B.06)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed policies for bicycle facilities to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:914 Bicycle Facilities | EPG 914]] for specific information related to bicycle facilities.<br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation systems to support AVs, while also potentially benefitting human road users, should consider: <br /> ::A. Use of an END (R3-9dP) plaque with a BIKE LANE (R3-17) sign to indicate the end of a bicycle lane that is merging with other traffic (see Sections 2B.33 and 9B.04 [[--| [EPG 903.2.XX and 914.X.XX]]]).<br /> ::B. Use of Bicycle Lane Ends (W9-5) and Bicycle Merging (W9-5a) warning signs in advance of the end of a bicycle lane and where a merging maneuver might occur (see Section 9C.07 [[--| [EPG 914.X.XX]]]).<br /> <br /> '''Support. '''Bicycle facilities that are physically separated from motor vehicle traffic using vertical objects or vertical separation can facilitate detection from driving automation system sensors (see Section 9E.07 [[--| [EPG 914.X.XX]]]).</div>

TaracksA https://epgtest.modot.org/index.php?title=913.1_General_(MUTCD_Chapter_8A)&diff=60010 2025-11-21T18:16:30Z

<p>TaracksA: </p> <hr /> <div>[[Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913.1]]<br /> =={{SpanID|913.1.1}}913.1.1 Introduction (MUTCD Section 8A.01)==<br /> <br /> '''Support. '''Where the acronym “LRT” is used in EPG 913, it refers to “light rail transit.” <br /> <br /> To promote an understanding of common terminology between highway and railroad and LRT signaling issues, definitions and acronyms pertaining to EPG 913 are provided in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|EPG 911 (MUTCD Section 1C.02)]].<br /> <br /> [[913.1 General (MUTCD Chapter 8A) #913.1| EPG 913.1]], [[913.2 Signs (MUTCD Chapter 8B) #913.2| EPG 913.2]], [[913.3 Purpose and Application (MUTCD Chapter 8C) #913.3| EPG 913.3]], and [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4| EPG 913.4]] describe the traffic control devices that are used at highway-rail and highway-LRT grade crossings. Unless otherwise provided in the text or on a figure or table, the provisions of EPG 913 are applicable to both highway-rail and highway-LRT grade crossings. Where the phrase “grade crossing” is used by itself without the prefix “highway-rail” or “highway-LRT,” it refers to both highway-rail and highway-LRT grade crossings. <br /> <br /> [[913.5 Pathway Grade Crossings (MUTCD Chapter 8E) #913.5| EPG 913.5]] describes the traffic control devices that are used at pathway and sidewalk grade crossings.<br /> <br /> Traffic control for grade crossings includes all signs, signals, markings, other warning devices, and their supports along highways approaching and at grade crossings. The function of this traffic control is to promote safety and provide effective operation of rail and/or LRT and highway traffic at grade crossings.<br /> <br /> For purposes of design, installation, operation, and maintenance of traffic control devices at grade crossings, it is recognized that the crossing of the highway and rail tracks is situated on a right-of-way available for the joint use of both highway traffic and railroad or LRT traffic.<br /> <br /> Grade crossings and the traffic control devices that are associated with them are unique in that in many cases, the highway agency or authority with jurisdiction (e.g., MoDOT, City, County, or Special Road District), the MoDOT Multimodal Division (Rail Section), the railroad company, and/or transit agency are jointly involved in the development of engineering judgment or the performance of an engineering study. This joint process is accomplished through the efforts of a Diagnostic Team made up of the highway agency with jurisdiction, the MoDOT Multimodal Division (Rail Section), and the railroad company and/or transit agency (if applicable).<br /> <br /> In EPG 913, the combination of traffic control devices selected or installed at a specific grade crossing is referred to as a “traffic control system.”<br /> <br /> The combination of railroad or LRT active traffic control devices used to inform road users at a grade crossing of the approach or presence of rail traffic and the necessary control equipment for the devices are referred to as a “grade crossing warning system.” The “2023 AREMA Communications and Signals Manual” published by the American Railway Engineering and Maintenance-of-Way Association (AREMA) contains further information about grade crossing warning systems. <br /> <br /> '''Standard. '''Except at grade crossings of privately-owned roadways, pathways, and sidewalks, the traffic control devices, systems, and practices described in The EPG shall be used at all grade crossings open to public travel, consistent with Federal, State, and local laws and regulations. <br /> <br /> '''Support. '''23 CFR 655.603 contains information on the applicability of the EPG at private grade crossings.<br /> <br /> =={{SpanID|913.1.2}}913.1.2 Highway-LRT Grade Crossings (MUTCD Section 8A.02)==<br /> <br /> '''Support. '''EPG 913 also describes the traffic control devices that are used in locations where light rail transit (LRT) vehicles are operating along streets and highways in mixed traffic with road users.<br /> <br /> LRT is a mode of public transportation that employs LRT vehicles (commonly known as light rail vehicles, streetcars, or trolleys) that operate on rails in streets in mixed traffic, and LRT traffic that operates in semi-exclusive rights-of-way, or in exclusive rights-of-way. Where the phrase “LRT” is used in EPG 913, it refers to light rail vehicles, streetcars, and trolleys. Grade crossings with LRT can occur at intersections or at midblock locations, including public and private driveways.<br /> <br /> An initial educational campaign along with an ongoing program to continue to educate new drivers is beneficial when introducing LRT operations to an area and, hence, new traffic control devices.<br /> <br /> LRT alignments can be grouped into one of the following three types (see definitions in [[:Category:911_General_(MUTCD_Part_1) #911.3.2|EPG 911 (MUTCD Section 1C.02)]]):<br /> ::A. Exclusive: An LRT right-of-way that is grade-separated or protected by a fence or traffic barrier. Motor vehicles, pedestrians, and bicycles are prohibited within the right-of-way. This type of alignment does not have grade crossings and is not further addressed in EPG 913.<br /> ::B. Semi-exclusive: An LRT alignment that is in a separate right-of-way or along a street or railroad right-of-way where motor vehicles, pedestrians, and bicyclists have limited access and cross at designated locations only, such as at grade crossings where road users must yield the right-of-way to the light rail transit traffic.<br /> ::C. Mixed-use: An alignment where LRT operates in mixed traffic with all types of road users. In a mixed-use alignment, the light rail transit traffic does not have the right-of-way over other road users at grade crossings and intersections. If the LRT traffic is controlled by traffic control signals or LRT signal faces at an intersection with a roadway, the alignment is considered to be mixed-use even if some of the approaches to the intersection are used exclusively by LRT traffic.<br /> <br /> '''Guidance. '''If a highway-LRT 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 ]] and [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.9| EPG 913.4.9]] unless otherwise determined by the Diagnostic Team.<br /> <br /> '''Option. '''Where LRT vehicles are operating in a mixed-use alignment, traffic signal priority or preemption may be used as determined by a Diagnostic Team.<br /> <br /> '''Standard. '''Where LRT and railroads use the same tracks or adjacent tracks, the traffic control devices, systems, and practices for highway-rail grade crossings shall be used.<br /> <br /> =={{SpanID|913.1.3}}913.1.3 Traffic Control Systems and Practices at Grade Crossings (MUTCD Section 8A.03) ==<br /> <br /> '''Support. '''Because of the large number of significant variables to be considered, no single standard system of traffic control devices is universally applicable for all grade crossings.<br /> <br /> '''Standard. '''Before any new grade crossing traffic control system is installed or before modifications are made to an existing system, approval shall be obtained from the highway agency with jurisdiction, the MoDOT Multimodal Division (Rail Section) and the railroad company and/or transit agency.<br /> <br /> The Diagnostic Team members shall make a recommendation, documented in an engineering study (see [[#913.1.5|EPG 913.1.5]]), on new grade crossing traffic control systems and on proposed changes to an existing grade crossing traffic control system. The Diagnostic Team recommendation shall be made based on the Diagnostic Team’s site visits, meetings, conference calls, or a combination of some or all of these methods. <br /> <br /> Except as provided in the second Option paragraph below, operational changes made to a grade crossing traffic control system shall be evaluated by a Diagnostic Team. <br /> <br /> Among the types of changes at a grade crossing for which a Diagnostic Team shall conduct an engineering study are: additions, removals, or modifications of the lanes approaching or traversing the grade crossing; addition or removal of tracks; significant changes in the number or speed of trains; significant changes in the number or speed of vehicles; addition of vehicle access near the grade crossing; additions or modifications to sidewalks; additions or modifications to bicycle lanes, especially if a counter-flow bicycle lane is added on a one-way street; changes to roadway use, including conversion to or from one-way operation or reversible lanes; and the installation of or significant operational changes to traffic control signals that might affect the grade crossing. <br /> <br /> '''Option. '''A Diagnostic Team may conduct an engineering study and make recommendations as part of the Quiet Zone establishment process (see [[#913.1.11|EPG 913.1.11]]).<br /> <br /> Where determined by the responsible public agency, the railroad company, and/or the transit agency, general maintenance activities or minor operational changes to the grade crossing traffic control system that do not have a negative impact on the overall operation of the traffic control system may be made without a review and determination by a Diagnostic Team. <br /> <br /> '''Support. '''Many other details of grade crossing traffic control systems that are not set forth in EPG 913 are contained in publications such as the “2023 AREMA Communications and Signals Manual” published by the American Railway Engineering and Maintenance-of-Way Association (AREMA), the Third Edition of “Highway-Rail Crossing Handbook” published by the FHWA and the FRA, and the 2nd Edition of “Preemption of Traffic Signals Near Railroad Crossings” published by the Institute of Transportation Engineers (ITE).<br /> <br /> =={{SpanID|913.1.4}}913.1.4 Traffic Control Systems at Highway-LRT Grade Crossings (MUTCD Section 8A.04) ==<br /> <br /> '''Support. '''The combination of devices selected or installed at a specific highway-LRT grade crossing is referred to as a “Light Rail Transit Traffic Control System.”<br /> <br /> The normal rules of the road and traffic control priority identified in the “Uniform Vehicle Code” (see [[:Category:911_General_(MUTCD_Part_1) #911.1.6|EPG 911 (MUTCD Section 1A.06)]]) govern the order assigned to the movement of vehicles at an intersection unless the local agency determines that it is appropriate to assign a higher priority to LRT vehicles. Examples of different types of LRT priority control include separate traffic control signal phases for LRT movements, restriction of movement of roadway vehicles in favor of LRT operations, and preemption of highway traffic signal control to accommodate LRT movements.<br /> <br /> '''Standard. '''Highway-LRT grade crossings in semi-exclusive alignments outside of a roadway shall be equipped with flashing-light signals, with or without automatic gates, unless a Diagnostic Team determines that the use of Crossbuck Assemblies, STOP signs, or YIELD signs alone would be adequate.<br /> <br /> =={{SpanID|913.1.5}}913.1.5 Engineering Studies at Grade Crossings (MUTCD Section 8A.05)==<br /> <br /> '''Standard. '''The appropriate traffic control system to be used at a grade crossing shall be determined based on an engineering study conducted by a Diagnostic Team involving the highway agency with jurisdiction, the MoDOT Multimodal Division (Rail Section), and the railroad company and/or transit agency (as applicable).<br /> <br /> '''Option. '''The MoDOT Multimodal Division (Rail Section) may approve the grade crossing traffic control system.<br /> <br /> '''Guidance. '''Among the factors that should be considered in the determination by a Diagnostic Team of which traffic control devices would be appropriate to install at a grade crossing are road geometrics, stopping sight distance, clearing sight distance, the proximity of nearby roadway intersections (including the traffic control devices at the intersections), adjacent driveways, traffic volume across the grade crossing, extent of queuing upstream or downstream from the grade crossing, train volume, pedestrian and bicycle volumes, operation of passenger trains, presence of nearby passenger station stops, maximum allowable train speeds, variable train speeds, accelerating and decelerating trains, multiple tracks, high-speed train operation, number of school buses or hazardous material haul vehicles, and the crash history at or near the location.<br /> <br /> '''Option. '''The engineering study may include the Highway-Rail Intersection (HRI) components of the National Intelligent Transportation Systems (ITS) architecture, which is a USDOT accepted method for linking the highway, vehicles, and traffic management systems with rail operations and wayside equipment.<br /> <br /> '''Support. '''More detail on Highway-Rail Intersection components is available from the USDOT’s Federal Railroad Administration, 1200 New Jersey Avenue, SE, Washington, DC 20590, or https://www.fra.dot.gov.<br /> <br /> =={{SpanID|913.1.6}}913.1.6 Uniform Provisions (MUTCD Section 8A.06)==<br /> <br /> '''Standard. '''All signs used in grade crossing traffic control systems shall be retroreflective or illuminated as described in [[903.1 General (MUTCD Chapter 2A) #903.1.21|EPG 903.1.21]] to show the same shape and similar color to an approaching road user during both day and night.<br /> <br /> No sign or signal shall be located in the center of an undivided highway, unless it is crashworthy (breakaway, yielding, or shielded with a longitudinal barrier or crash cushion) or unless it is placed on a raised island.<br /> <br /> '''Guidance. '''Any signs or signals placed on a raised island in the center of an undivided highway should be installed with a clearance of at least 2 feet from the outer edge of the raised island to the nearest edge of the sign or signal, except as permitted in [[903.1 General (MUTCD Chapter 2A) #903.1.16|EPG 903.1.16]].<br /> <br /> Where a raised median island is installed supplemental to an automatic gate to discourage road users from driving around a lowered gate, the Diagnostic Team should consider the length of the vehicle queues that typically form on the approach to the grade crossing when determining how far in advance of the grade crossing to extend the island.<br /> <br /> If the roadway at a grade crossing includes a two-way left-turn lane (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.6|EPG 620.2.6]]), the two-way left-turn lane should be discontinued in the immediate vicinity of the grade crossing by installing median islands, by designating the lane for left turns in one direction only, or by installing yellow diagonal markings in the lane (see [[#fig620.2.3.3|Figure 620.2.3.3]]). If yellow diagonal markings are used, the use of channelizing devices (see [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I) #620.8.1|EPG 620.8.1]]), such as supplemental tubular markers, should also be considered.<br /> <br /> '''Option. '''If yellow diagonal markings are used, extending the automatic gate across the lane may be considered.<br /> <br /> =={{SpanID|913.1.7}}913.1.7 Minimum Track Clearance Distance and Clear Storage Distance (MUTCD Section 8A.07)==<br /> <br /> '''Support. '''The upstream point of the minimum track clearance distance is determined in the following manner:<br /> ::A. If an automatic gate is present on the approach, the upstream point is the portion of the automatic gate arm that is farthest from the nearest rail.<br /> ::B. If an automatic gate is not present on the approach, the upstream point is the portion of the stop line that is farthest from the nearest rail.<br /> ::C. If the roadway is not paved, the upstream point is the point that is farthest from the nearest rail that is 10 feet measured perpendicular from the nearest rail.<br /> <br /> The downstream point of the minimum track clearance distance is 6 feet beyond the track(s) or the edge of the downstream highway-highway intersection, whichever is closer, and is measured perpendicular to the farthest rail, along the center line or edge line of the highway, as appropriate, to obtain the longer distance. Where an Exit Gate system (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.5|EPG 913.4.5]]) is present, the downstream point is the point where the rear of the vehicle would be clear of the exit gate arm. In cases where the exit gate arm is not perpendicular to the highway, the distance is measured either along the center line or edge line of the highway, as appropriate, to obtain the longer distance.<br /> <br /> Where two adjacent grade crossings (see [[#913.1.8|EPG 913.1.8]]) are located within 200 feet of each other as measured along the highway, the minimum track clearance distance is measured from a point that is upstream of the first grade crossing to a point that is downstream from the second grade crossing.<br /> <br /> Where a highway-highway intersection is located beyond a grade crossing, the clear storage distance defines on a lane-by-lane basis the area of the roadway between the downstream point of the minimum track clearance distance and the intersection stop line, yield line, or normal stopping point on the highway.<br /> <br /> The Highway-Rail Crossing Handbook contains an illustration of the minimum track clearance distance and the clear storage distance.<br /> <br /> The minimum track clearance distance and the clear storage distance are used by the Diagnostic Team to determine the appropriate traffic control devices and/or roadway treatments to be used at the grade crossing, and to determine the queue start-up and queue clearance time necessary where a traffic signal or hybrid beacon is interconnected with a grade crossing active warning system.<br /> <br /> =={{SpanID|913.1.8}}913.1.8 Adjacent Grade Crossings (MUTCD Section 8A.08) ==<br /> <br /> '''Support. '''Adjacent grade crossings sometimes exist within 200 feet of each other as measured along the highway between the inside rails. These closely-spaced grade crossings sometimes result from separate railroads or from a railroad and an LRT alignment operating in parallel corridors.<br /> <br /> '''Guidance. '''Where adjacent grade crossings are located within 200 feet of each other along the highway as measured along the highway between the inside rails, the Diagnostic Team should consider the possibility that rail traffic might arrive at a grade crossing when rail traffic is already occupying the adjacent grade crossing.<br /> <br /> Where the shortest distance between the tracks at adjacent grade crossings, measured along the highway between the inside rails, is 100 feet or less, the grade crossings should be treated as one individual grade crossing.<br /> <br /> Where the shortest distance between the tracks at adjacent grade crossings, measured along the highway between the inside rails, is more than 100 feet and less than 200 feet, additional signs or other appropriate traffic control devices should be used to inform approaching road users of the long distance to cross the tracks.<br /> <br /> Where active traffic control devices are installed between adjacent grade crossings that are more than 100 feet apart and less than 200 feet apart as measured along the highway between the inside rails, the operation of the devices should provide additional time for vehicles to clear the extended minimum track clearance distance (see [[#913.1.7|EPG 913.1.7]]) that results from the closely-spaced grade crossings.<br /> <br /> Where the shortest distance between the tracks at adjacent grade crossings, measured along the highway between the inside rails, is more than 200 feet, the grade crossings should be treated as individual grade crossings and traffic control devices should be installed between the grade crossings.<br /> <br /> '''Support. '''The “2023 AREMA Communications and Signals Manual” published by the American Railway Engineering and Maintenance-of-Way Association (AREMA) contains further information and recommendations about the location and operation of active traffic control devices at adjacent grade crossings that are located within 200 feet of each other.<br /> <br /> =={{SpanID|913.1.9}}913.1.9 Grade Crossing Elimination (MUTCD Section 8A.09) ==<br /> <br /> '''Option. '''If a particular grade crossing appears to be redundant or unnecessary for motor vehicle, pedestrian, and bicycle traffic, an engineering study may be conducted to determine the costs and benefits of eliminating the crossing. <br /> <br /> '''Guidance. '''If an engineering study is conducted, any necessary improvements to adjacent grade crossings and the surrounding roadway network to accommodate diverted traffic should also be included in the analysis.<br /> <br /> If the conclusion of the engineering study is that the grade crossing should be eliminated, a Diagnostic Team should use the engineering study to determine the appropriate steps that need to be taken to accomplish the grade crossing elimination. <br /> <br /> '''Standard. '''Where a grade crossing is eliminated, the traffic control devices for the crossing shall be removed, and shall be covered or turned from view in the interim period prior to removal.<br /> <br /> '''Guidance. '''If the existing traffic control devices at a multiple-track grade crossing become improperly placed or are no longer applicable because of the removal of some of the tracks, the existing devices should be relocated and/or modified.<br /> <br /> Where a roadway is removed from a grade crossing, the roadway approaches in the railroad or LRT right-of-way should also be removed and appropriate signs and object markers should be placed at the roadway end in accordance with [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.73|EPG 903.3.73]]'''.'''<br /> <br /> Where a railroad or LRT is eliminated at a grade crossing, the tracks should be removed or paved over.<br /> <br /> =={{SpanID|913.1.10}}913.1.10 Illumination at Grade Crossings (MUTCD Section 8A.10) ==<br /> <br /> '''Support. '''Illumination is sometimes installed at or adjacent to a grade crossing in order to provide better nighttime visibility of trains or LRT equipment and the grade crossing (for example, where a substantial amount of railroad or LRT operations are conducted at night, where grade crossings are blocked for extended periods of time, or where crash history indicates that road users experience difficulty in seeing trains or LRT equipment or traffic control devices during hours of darkness).<br /> <br /> Recommended types and locations of luminaires for illuminating grade crossings are contained in the American National Standards Institute’s “ANSI/IES RP-8-22, Recommended Practice: Lighting Roadway and Parking Facilities,&quot; which is available from the Illuminating Engineering Society.<br /> <br /> =={{SpanID|913.1.11}}913.1.11 Quiet Zone Treatments at Highway-Rail Grade Crossings (MUTCD Section 8A.11)==<br /> <br /> '''Support. '''49 CFR Part 222 (Use of Locomotive Horns at Highway-Rail Grade Crossings; Final Rule) prescribes Quiet Zone requirements and treatments.<br /> <br /> '''Standard. '''Any traffic control device and its application, where used as part of a Quiet Zone, shall comply with all applicable provisions of the MUTCD.<br /> <br /> =={{SpanID|913.1.12}}913.1.12 Grade Crossings Within or In Close Proximity to Circular Intersections (MUTCD Section 8A.12)==<br /> <br /> '''Support. '''At circular intersections, such as roundabouts and traffic circles, that include or are within close proximity to a grade crossing, a queue of vehicular traffic could cause motor vehicles to stop on the grade crossing. <br /> <br /> '''Standard. '''Where circular intersections include or are within 200 feet of a grade crossing, an engineering study shall be made to determine if queuing could impact the grade crossing. <br /> <br /> '''Guidance. '''The Diagnostic Team should review the findings of the engineering study and determine the appropriate measures to clear highway traffic from the grade crossing prior to the arrival of rail traffic.<br /> <br /> '''Support. '''Among the actions that can be taken to keep the grade crossing clear of traffic or to clear traffic from the grade crossing prior to the arrival of rail traffic are the following:<br /> ::A. Grade crossing regulatory and warning devices;<br /> ::B. Highway traffic signals;<br /> ::C. Traffic metering devices;<br /> ::D. Activated signs; <br /> ::E. Geometric design revisions, including reconstruction or elimination of the circular intersection; or<br /> ::F. A combination of these or other actions. <br /> <br /> =={{SpanID|913.1.13}}913.1.13 Temporary Traffic Control Zones (MUTCD Section 8A.13)==<br /> <br /> '''Support. '''Temporary traffic control planning provides for continuity of operations (such as movement of motor vehicle traffic, pedestrians, and bicyclists, transit operations, and access to property/utilities) when the normal function of a roadway at a grade crossing is suspended because of temporary traffic control operations. Temporary traffic control planning is also needed when traffic is detoured over an existing grade crossing.<br /> <br /> '''Standard. '''Traffic controls for temporary traffic control zones that include grade crossings shall be as provided in [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616]].<br /> <br /> '''Guidance. '''Where a temporary traffic control zone extends over an active grade crossing (see [[616.14 Types of Temporary Traffic Control Zone Activities (MUTCD Chapter 6N) #616.14.7|EPG 616.14.7]]), and where the direction of traffic in any lane is reversed over the grade crossing, the railroad company or transit agency should be part of the temporary traffic control planning process. Where a grade crossing warning system is not modified to support the temporary traffic control operation, at least one uniformed law enforcement officer should be in place at all times that rail traffic might approach or occupy the grade crossing.<br /> <br /> Where traffic is detoured over an existing passive grade crossing, a temporary traffic control plan (see [[616.2 Temporary Traffic Control Elements (MUTCD Chapter 6B) #616.2.1|EPG 616.2.1]]) should be prepared. <br /> <br /> Public and private agencies, emergency services, businesses, and railroad companies or transit agencies should meet to plan appropriate traffic detours and the necessary signing, marking, signalization, and flagging requirements for operations during temporary traffic control zone activities or during the period when traffic is being detoured over an existing passive grade crossing. Consideration should be given to the length of time that the grade crossing is to be closed, the length of time that a detour is to be in place, the type of rail or LRT and highway traffic affected, the time of day, and the materials and techniques of repair.<br /> <br /> The agencies responsible for the operation of the LRT and highway should be contacted when the initial planning begins for any temporary traffic control zone that might directly or indirectly influence the flow of traffic on facilities where LRT vehicles operate on a mixed-use alignment. <br /> <br /> Temporary traffic control operations should minimize the inconvenience, delay, and crash potential to affected traffic. Prior notice should be given to affected public or private agencies, emergency services, businesses, railroad companies or transit agencies, and road users before the free movement of road users or rail traffic is infringed upon or blocked.<br /> <br /> '''Support. '''[[616.14 Types of Temporary Traffic Control Zone Activities (MUTCD Chapter 6N) #616.14.17|EPG 616.14.17]] contains additional information regarding temporary traffic control zones in the vicinity of grade crossings, and [[--|Figure 6P-46]] of the MUTCD shows an example of a typical situation that might be encountered.</div>

TaracksA https://epgtest.modot.org/index.php?title=620.8_Channelizing_Devices_used_for_Emphasis_of_Pavement_Marking_Patterns_(MUTCD_Chapter_3I)&diff=60009 2025-11-21T18:16:13Z

<p>TaracksA: </p> <hr /> <div>[[Category:620 Pavement Marking (MUTCD Part 3)|620.08]]<br /> =={{SpanID|620.8.1}}620.8.1 Channelizing Devices (MUTCD Section 3I.01)==<br /> <br /> '''Option. '''Channelizing devices (see [[616.11 TTC Zone Channelizing Devices (MUTCD Chapter 6K)#616.11.1|EPG 616.11.1]] through [[616.11 TTC Zone Channelizing Devices (MUTCD Chapter 6K)#616.11.7|616.11.7]]) such as tubular markers, vertical panels, lane separators, drums, and barricades may be used for general traffic control purposes such as channelizing lines, islands, pedestrian facilities, or bicycle facilities. Channelizing devices may also be used along a center line to preclude turns or along lane lines to preclude lane changing, as determined by engineering judgment.<br /> <br /> '''Support. '''Although they are not considered to be traffic control devices, raised islands (see [[620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)|EPG 620.9]]) are also sometimes used to channelize traffic.<br /> <br /> '''Standard. '''Except for color, the design of channelizing devices, including, but not limited to, retroreflectivity, minimum dimensions, and mounting height, shall comply with the provisions of [[616.11 TTC Zone Channelizing Devices (MUTCD Chapter 6K)#616.11|EPG 616.11]].<br /> <br /> Except as provided in the following Option paragraph, the color of channelizing devices used outside of temporary traffic control zones shall be the same color as the pavement marking that they supplement, or for which they are substituted, in accordance with [[620.1 General (MUTCD Chapter 3A)#620.1.3|EPG 620.1.3]].<br /> <br /> '''Option. '''The color of channelizing devices used to emphasize pavement marking patterns outside of temporary traffic control zones may be orange provided that the application of the orange-colored channelizing device is not permanent.<br /> <br /> '''Support. '''Emergency incidents and planned special events are the most common temporary traffic control zones that would justify orange channelizing devices to emphasize standard pavement marking colors. These events do not necessitate police officers or other authorized personnel to obtain and deploy channelizing devices that match the color of the existing pavement marking.<br /> <br /> '''Standard. '''For nighttime use, channelizing devices shall be retroreflective (as described in [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|Part 6]]). On channelizing devices used outside of temporary traffic control zones, retroreflective sheeting or bands shall be white if the devices separate traffic flows in the same direction and shall be yellow if the devices separate traffic flows in the opposite direction or are placed along the left-hand edge line of a one-way roadway or ramp.<br /> <br /> =={{SpanID|620.8.2}}620.8.2 Tubular Markers (MUTCD Section 3I.02)==<br /> <br /> '''Standard. '''Tubular markers for permanent installations shall be a minimum of 36 inches in height and shall be a minimum of 2 inches wide facing road users.<br /> <br /> '''Guidance. '''Tubular markers should be affixed to the pavement or other surface either directly or by means of an attachment system that is affixed to the pavement or other surface. Tubular markers should normally be spaced no greater than the length of one line segment plus one gap of the broken (intermittent) lines used on the highway.<br /> <br /> '''Option.''' Other spacing may be used based on engineering judgment.<br /> <br /> '''Guidance. '''When tubular markers are used to supplement a R1-6 series sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.19|EPG 903.2.19]]), they should not be used on the same pavement marking line where the R1-6 series sign is installed, because the tubular markers could obscure sign visibility.<br /> <br /> '''Support. '''[[616.11 TTC Zone Channelizing Devices (MUTCD Chapter 6K)#616.11.4|EPG 616.11.4]] contains information for temporary installations of tubular markers.</div>

TaracksA https://epgtest.modot.org/index.php?title=616.1_General_(MUTCD_Chapter_6A)&diff=60008 2025-11-21T18:15:50Z

<p>TaracksA: </p> <hr /> <div>[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.01]]<br /> =={{SpanID|616.1.1}}616.1.1 General (MUTCD Section 6A.01)==<br /> <br /> '''Support. '''Whenever the acronym “TTC” is used in [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616]], it refers to “temporary traffic control.”<br /> <br /> '''Standard. '''The needs and control of all road users (motorists, bicyclists, and pedestrians within the highway, or on a site roadway open to public travel (see definition in [[:Category:911 General (MUTCD Part 1)|EPG 911 (MUTCD Section 1C.02)]]), including persons with disabilities) through a TTC zone shall be an essential part of highway construction, utility work, maintenance operations, and the management of traffic incidents. <br /> <br /> '''Support. '''When the normal function of the roadway, or a site roadway open to public travel, is suspended, TTC planning provides for continuity of the movement of motor vehicle, bicycle, and pedestrian traffic (including accessible passage) (see [[616.28 Traffic Control for Non-Motorized Traffic|EPG 616.28]]); transit operations (see [[616.21 Transit Considerations|EPG 616.21]]); and access (and accessibility) to property and utilities. <br /> <br /> The primary function of TTC is to facilitate movement of road users through or around TTC zones while protecting road users, workers, responders to traffic incidents, and equipment. <br /> <br /> Of equal importance to the public traveling through the TTC zone is the safety of workers performing the many varied tasks within the work space. TTC zones present constantly changing conditions that are unexpected by the road user. This creates an even higher degree of vulnerability for the workers and incident management responders on or near the roadway (see [[616.3 Pedestrian and Worker Safety (MUTCD Chapter 6C)#616.3.4|EPG 616.3.4]]). At the same time, the TTC zone provides for the efficient completion of whatever activity interrupted the normal use of the roadway. <br /> <br /> Consideration for road user safety, worker and responder safety, and the efficiency of road user flow is an integral element of every TTC zone, from planning through completion. A concurrent objective of the TTC is the efficient construction and maintenance of the highway and the efficient resolution of traffic incidents.<br /> <br /> No one set of TTC devices can satisfy all conditions for a given project or incident. At the same time, defining details that would be adequate to cover all applications is impractical. Instead, [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616]] displays typical applications that depict common applications of TTC devices. The TTC selected for each situation depends on the type of highway, road user conditions, the duration of operation, physical constraints, and the nearness of the work space or incident management activity to road users.<br /> <br /> The TTC needs on 400 AADT or lower volume roads will sometimes be minimal, especially for shorter-term durations and for lower-speed roads. The use of maintenance vehicle warning flashers, a limited number of signs, or a single flagger could be adequate for these situations.<br /> <br /> Improved road user performance might be realized through a well-prepared public relations effort that covers the nature of the work, the time and duration of its execution, the anticipated effects upon road users, and possible alternate routes and modes of travel. Such programs have been found to result in a significant reduction in the number of road users traveling through the TTC zone, which reduces the possible number of conflicts.<br /> <br /> Operational improvements might be realized by using intelligent transportation systems (ITS) in work zones. The use in work zones of ITS technology, such as portable camera systems, highway advisory radio, variable speed limits, ramp metering, traveler information, merge guidance, warning systems for vehicles exiting the work space, and queue detection information, is aimed at increasing safety for both workers and road users and helping to ensure a more efficient traffic flow. The use in work zones of ITS technologies has been found to be effective in providing traffic monitoring and management, data collection, and traveler information. See [[:Category:910 Intelligent Transportation Systems|EPG 910]] for additional information regarding ITS.<br /> <br /> '''Standard. '''TTC plans and devices shall be the responsibility of the public body or official or the owners of site roadways open to public travel having jurisdiction for guiding road users.<br /> <br /> '''Guidance. '''There should be adequate statutory authority for the implementation and enforcement of needed road user regulations, parking controls, speed zoning, and the management of traffic incidents. Such statutes should provide sufficient flexibility in the application of TTC to meet the needs of changing conditions in the TTC zone.<br /> <br /> '''Support. '''The provisions of [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616]] apply to both rural and urban areas. A rural highway is normally characterized by lower volumes, higher speeds, fewer turning conflicts, and less conflict with pedestrians or other vulnerable road users. An urban street is typically characterized by relatively low speeds, wide ranges of road user volumes, narrower roadway lanes, frequent intersections and driveways, significant vulnerable road user activity, and more businesses and houses.<br /> <br /> Special plans preparation and coordination with transit (see [[616.21 Transit Considerations|EPG 616.21]]), other highway agencies, law enforcement and other emergency units (see [[616.22 Law Enforcement Services|EPG 616.22]]), utilities, schools, trucking associations, and railroad companies might be needed to reduce unexpected and unusual road user operation situations.<br /> <br /> =={{SpanID|616.1.2}}616.1.2 Fundamental Principles of Temporary Traffic Control (MUTCD Section 6A.02)==<br /> <br /> '''Guidance. '''Road user and worker safety and accessibility in TTC zones should be an integral and high-priority element of every project from planning through design and construction. Similarly, maintenance and utility work should be planned and conducted with the safety and accessibility of all motorists, bicyclists, pedestrians (including those with disabilities), and workers being considered at all times. If the TTC zone includes a grade crossing, early coordination with the railroad company or light rail transit agency should take place.<br /> <br /> The following are the seven fundamental principles of TTC:<br /> :A. General plans or guidelines should be developed to provide safety for motorists, bicyclists, pedestrians, workers, enforcement/emergency officials, and equipment, with the following factors being considered:<br /> :# The basic safety principles governing the design of permanent roadways and roadsides should also govern the design of TTC zones. The goal should be to route road users through such zones using roadway geometrics, roadside features, and TTC devices as nearly as possible comparable to those for normal highway situations.<br /> :# A TTC plan, in detail appropriate to the complexity of the work project or incident, should be prepared and understood by all responsible parties before the site is occupied. Any changes in the TTC plan should be approved by an official who is knowledgeable, trained, and certified in proper TTC practices.<br /> :B. Road user movement should be inhibited as little as practical, based on the following considerations:<br /> :# TTC at work and incident sites should be designed on the assumption that drivers will only reduce their speeds if they clearly perceive a need to do so (see [[616.2 Temporary Traffic Control Elements (MUTCD Chapter 6B)#616.2.1|EPG 616.2.1]]).<br /> :# Frequent and abrupt changes in geometrics such as lane narrowing, dropped lanes, or main roadway transitions that require rapid maneuvers, should be avoided.<br /> :# Work should be scheduled in a manner that minimizes the need for lane closures or alternate routes, while still getting the work completed safely and quickly and the lanes or roadway open to traffic as soon as possible.<br /> :# Attempts should be made to reduce the volume of traffic using the roadway or freeway to match the restricted capacity conditions. Road users should be encouraged to use alternative routes. When the roadway capacity is reduced because of lane closures, the demand could exceed the available capacity, which might result in either a lengthy stopped or slow moving queue of vehicles that might extend past the normal location of the signs shown in the typical advance warning area. An assessment of the expected queue length, which should be a part of the TTC plan design process, might result in adjustments to the sign spacing and number of signs as well as the use of more conspicuous devices to increase the distance and conspicuity of the advance warning area. For high-volume roadways and freeways, the closure of selected entrance ramps or other access points and the use of signed diversion routes should be evaluated.<br /> :# Bicyclists and pedestrians, including those with disabilities, should be provided with access and passage through the TTC zone. <br /> :# If work operations permit, lane closures on high-volume streets and highways should be scheduled during off-peak hours. Night work should be considered if the work can be accomplished safely with a series of short-term operations.<br /> :# Early coordination with officials having jurisdiction over the affected cross streets and providing emergency services should occur if significant impacts to roadway operations are anticipated.<br /> :C. Motorists, bicyclists, and pedestrians should be guided in a clear and positive manner while approaching and traversing TTC zones and incident sites. The following principles should be applied:<br /> :# Adequate warning, delineation, and channelization should be provided to assist in guiding road users in advance of and through the TTC zone or incident site by using proper pavement marking, signing, or other devices that are effective under varying conditions. Information should be provided in usable formats for pedestrians with vision disabilities.<br /> :# TTC devices inconsistent with intended travel paths through TTC zones should be removed or covered. However, in intermediate-term stationary, short-term, and mobile operations, where visible permanent devices are inconsistent with intended travel paths, devices that highlight or emphasize the appropriate path should be used. Traffic control devices should provide information in usable formats for pedestrians with vision disabilities.<br /> :# Flagging procedures, when used, should provide positive guidance to road users traversing the TTC zone.<br /> :D. To provide acceptable levels of operations, routine day and night inspections of TTC elements should be performed as follows:<br /> :# Individuals who are knowledgeable, trained, and certified in the principles of proper TTC should be assigned responsibility for safety in TTC zones. The most important duty of these individuals is to ensure that TTC devices on the project are consistent with the TTC plan and are effective for motorists, bicyclists, pedestrians, and workers.<br /> :# As the work progresses, temporary traffic controls and/or working conditions should be modified, as needed, to facilitate road user movement and provide worker safety. The individual responsible for TTC should have the authority to halt work until applicable or remedial safety measures are taken.<br /> :# TTC zones should be carefully monitored under varying conditions of road user volumes, light, and weather to check that applicable TTC devices are effective, clearly visible, clean, and in compliance with the TTC plan.<br /> :# When warranted, an engineering study should be made (in cooperation with law enforcement officials) of reported crashes occurring within the TTC zone. Crash records in TTC zones should be monitored to identify the need for changes in the TTC zone.<br /> :E. Attention should be given to the maintenance of roadside safety during the life of the TTC zone by applying the following principles:<br /> :# To accommodate run-off-the-road incidents, disabled vehicles, or emergency situations, unencumbered roadside recovery areas or clear zones should be provided where practical.<br /> :# Channelization of road users should be accomplished by the use of pavement markings, signing, and crashworthy, detectable channelizing devices.<br /> :# Work equipment, workers’ private vehicles, materials, and debris should be stored in such a manner to reduce the probability of being impacted by run-off-the-road vehicles.<br /> :F. Each person whose actions affect TTC zone safety, from the upper-level management through the field workers, should receive training appropriate to the job decisions each individual is required to make. Only those individuals who are trained and certified in proper TTC practices and have a basic understanding of the principles (established by applicable standards and guidelines, including those of the EPG) should supervise the selection, placement, and maintenance of TTC devices used for TTC zones and for incident management.<br /> :G. Good public relations should be maintained by applying the following principles:<br /> :# The needs of all road users should be assessed such that appropriate advance notice is given and clearly defined alternative paths are provided.<br /> :# The cooperation of the various news media should be sought in publicizing the existence of and reasons for TTC zones because news releases can assist in keeping the road users well informed.<br /> :# The needs of abutting property owners, residents, and businesses should be assessed and appropriate accommodations made.<br /> :# The needs of emergency service providers (law enforcement, fire, and medical) should be assessed and appropriate coordination and accommodations made.<br /> :# The needs of railroads and transit should be assessed and appropriate coordination and accommodations made.<br /> :# The needs of operators of commercial vehicles such as buses and large trucks should be assessed and appropriate accommodations made.<br /> :# Early coordination should occur with school officials to discuss potential impacts on picking up and dropping off schoolchildren, on school bus routing, and on safe routes to school patterns.<br /> <br /> =={{SpanID|616.1.3}}616.1.3 TTC Devices (MUTCD Section 6A.03)==<br /> <br /> '''Guidance. '''The design and application of TTC devices used in TTC zones should consider the needs of all road users (motorists, bicyclists, and pedestrians), including those with disabilities.<br /> <br /> '''Standard. '''Traffic control devices shall be defined as all signs, signals, markings, channelizing devices, or other devices that use colors, shapes, symbols, words, sounds, or tactile information for the primary purpose of communicating a regulatory, warning, or guidance message to road users on a street, highway, pedestrian facility, bikeway, pathway, or site roadway open to public travel.<br /> <br /> All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, pedestrian facility, bikeway, pathway, or site roadway open to public travel shall comply with the applicable provisions of the EPG.<br /> <br /> All TTC devices shall be removed as soon as practical when they are no longer needed. When work is suspended for short periods of time, TTC devices that are no longer appropriate shall be removed or covered.<br /> <br /> =={{SpanID|616.1.4}}616.1.4 Crashworthiness of TTC Devices (MUTCD Section 6A.04)==<br /> <br /> '''Support. '''Various articles of the EPG require certain traffic control devices, their supports, and/or related appurtenances to be crashworthy (see definition in [[:Category:911 General (MUTCD Part 1)|EPG 911 (MUTCD Section 1C.02)]]). Such MUTCD crashworthiness provisions apply to all streets, highways, and site roadways open to public travel. <br /> <br /> '''Standard. '''FHWA Category 2 and 3 TTC devices shall be compliant with MASH 2016 Test Level 3 (TL-3) unless a waiver is in place. For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. <br /> <br /> '''Guidance. '''For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents.<br /> <br /> =={{SpanID|616.1.5}}616.1.5 Night Work (MUTCD Section 6A.05)==<br /> <br /> '''Support. '''Conducting highway construction and maintenance activities during night hours could provide an advantage when traditional daytime traffic control strategies cannot achieve an acceptable balance between worker and public safety, traffic and community impact, and constructability. The two basic advantages of working at night are reduced traffic congestion and less involvement with business activities. However, the two basic conditions that must normally be met for night work to offer any advantage are reduced traffic volumes and easy set up and removal of the traffic control patterns on a nightly basis.<br /> <br /> Shifting work activities to night hours, when traffic volumes are lower and normal business is less active, might offer an advantage in some cases, as long as the necessary work can be completed and the worksite restored to essentially normal operating conditions to carry the higher traffic volume during non-construction hours.<br /> <br /> Although working at night might offer advantages, it also includes safety issues. Reduced visibility inherent in night work impacts the performance of both drivers and workers. Because traffic volumes are lower and congestion is minimized, speeds are often higher at night, necessitating greater visibility at a time when visibility is reduced. Finally, the incidence of impaired (alcohol or drugs), fatigued, or drowsy drivers might be higher at night.<br /> <br /> Working at night also involves other factors, including construction productivity and quality, social impacts, economics, and environmental issues. A decision to perform construction or maintenance activities at night normally involves some consideration of the advantages to be gained compared to the safety and other issues that might be impacted.<br /> <br /> [[616.14 Types of Temporary Traffic Control Zone Activities (MUTCD Chapter 6N)#616.14.18|EPG 616.14.18]] contains specific provisions on TTC for work during nighttime hours.</div>

TaracksA https://epgtest.modot.org/index.php?title=616.2_Temporary_Traffic_Control_Elements_(MUTCD_Chapter_6B)&diff=60007 2025-11-21T18:15:31Z

<p>TaracksA: </p> <hr /> <div>[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.02]]<br /> =={{SpanID|616.2.1}}616.2.1 Temporary Traffic Control Plans (MUTCD Section 6B.01)==<br /> <br /> '''Support. '''Each TTC zone is different. Many variables, such as location of work, highway type, geometrics, vertical and horizontal alignment, intersections, interchanges, road user volumes, road user mix (motorists, bicyclists, and pedestrians), road vehicle mix (buses, trucks, and cars), and road user speeds affect the needs of each zone. The goal of TTC in work zones is safety with minimum disruption to road users. The key factor in promoting TTC zone safety is proper judgment. <br /> <br /> A TTC plan describes TTC measures to be used for facilitating road users through a work zone or an incident area. TTC plans play a vital role in facilitating road user flow when a work zone, incident, or other event temporarily disrupts normal road user flow. Important auxiliary provisions that cannot conveniently be specified on project plans can easily be incorporated into Special Provisions within the TTC plan.<br /> <br /> TTC plans range in scope from being very detailed to simply referencing typical drawings contained in the EPG, [https://www.modot.org/missouri-standard-plans-highway-construction Missouri Standard Plans for Highway Construction], or specific drawings contained in the contract documents. The degree of detail in the TTC plan depends entirely on the nature and complexity of the situation.<br /> <br /> The TTC plan is an integral part of the planning and design of a project. The scope of the TTC plan is determined by the complexity of the project and is developed by the designer in the district in cooperation with district construction, maintenance, and traffic staff.<br /> <br /> '''Standard. '''A TTC plan shall be developed for every project. Typical traffic control set-ups shall be shown for each work activity within the work zone. The location of all traffic control devices shall be provided in the TTC plan.<br /> <br /> '''Guidance. '''When staged construction is used, the stages should be clearly defined in the TTC plan. Each stage should have a description of the type of work being done during that phase. Stationing is to be shown, if applicable.<br /> <br /> A preliminary field check with district construction and traffic should be conducted to ensure the TTC plan will be compatible with field conditions.<br /> <br /> '''Option. '''Traffic count data may be obtained from Transportation Planning to aid in the development of the TTC plan. This is especially the case where traffic capacity is a significant factor in the design of the TTC plan. Intersection traffic count data may also be requested from district traffic personnel. Hourly volumes can assist in determining the type of traffic control used, working hour restrictions and other aspects of the TTC plan. The use of Highway Capacity Software, VISSIM, CORSIM or other computer programs may aid in estimating queue lengths, delays, etc. resulting from the work zone. <br /> <br /> '''Support. '''For additional information related to traffic flow through work zones, see [[616.19 Work Zone Capacity, Queue and Travel Delay|EPG 616.19]].<br /> <br /> For additional plan sheet guidance see [[:Category:237 Contract Plans|EPG 237]].<br /> <br /> During TTC activities, commercial vehicles might need to follow a different route from passenger vehicles because of bridge, weight, clearance, or geometric restrictions. Also, vehicles carrying hazardous materials might need to follow a different route from other vehicles. <br /> <br /> '''Guidance. '''A TTC plan should be developed for planned activities that will affect road users. A TTC plan should be developed for unplanned and emergency situations where practicable. Consideration should also be given to snow plowing operations in TTC zones. <br /> <br /> The TTC plan should start in the planning phase and continue through the design, construction, and restoration phases. The TTC plans and devices should follow the principles set forth in [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616]]. The management of traffic incidents should follow the principles set forth in [[616.15 Control of Traffic Through Traffic Incident Management Areas (MUTCD Chapter 6O)|EPG 616.15]].<br /> <br /> TTC plans should be prepared by persons knowledgeable (for example, trained and/or certified) about the fundamental principles of TTC and work activities to be performed. The design, selection, and placement of TTC devices for a TTC plan should be based on engineering judgment. Designers should be familiar with the traffic control sheets of the [https://www.modot.org/missouri-standard-plans-highway-construction Missouri Standard Plans for Highway Construction] and the [https://www.modot.org/missouri-standard-specifications-highway-construction Missouri Standard Specifications for Highway Construction].<br /> <br /> Coordination should be made between adjacent or overlapping projects to check that duplicate signing is not used and to check compatibility of traffic control between adjacent or overlapping projects.<br /> <br /> Traffic control planning should be completed for all highway construction, utility work, maintenance operations, and incident management including minor maintenance and utility projects prior to occupying the TTC zone. Planning for all road users should be included in the process.<br /> <br /> For any planned special event that will have an impact on the traffic on any street or highway, a TTC plan should be developed in conjunction with and be approved by MoDOT district staff and/or agencies that have jurisdiction over the affected roadways.<br /> <br /> Provisions for effective continuity of accessible circulation paths for pedestrians should be incorporated into the TTC plan.<br /> <br /> '''Option. '''Provisions may be incorporated into the project bid documents that enable contractors to develop an alternate TTC plan.<br /> <br /> Modifications of TTC plans may be necessary because of changed conditions or a determination of better methods of safely and efficiently handling road users.<br /> <br /> '''Guidance'''. This alternate or modified plan should have the approval of the responsible highway agency or owner of site roadways open to public travel prior to implementation.<br /> <br /> Provisions for effective continuity of transit service should be incorporated into the TTC planning process because often public transit buses cannot efficiently be detoured in the same manner as other vehicles (particularly for short-term maintenance projects). Where applicable, the TTC plan should provide for features such as accessible temporary bus stops, pull-outs, and satisfactory waiting areas for transit patrons, including persons with disabilities (see [[913.1 General (MUTCD Chapter 8A)#913.1.13|EPG 913.1.13]] for additional light rail transit issues to consider for TTC).<br /> <br /> Provisions for effective continuity of railroad service and acceptable access to abutting property owners and businesses should also be incorporated into the TTC planning process.<br /> <br /> Reduced speed zoning (lowering the regulatory speed limit) should be avoided as much as practical because drivers will reduce their speeds only if they clearly perceive a need to do so. <br /> <br /> If reduced speed limits are used, they should be used only in the specific portion of the TTC zone where conditions or restrictive features are present. However, frequent changes in the speed limit should be avoided. <br /> <br /> '''Support.''' See [[616.18 Work Zone Speed Limits|EPG 616.18]] for additional provisions regarding work zone speed limits.<br /> <br /> [[616.16 Typical Applications (MUTCD Chapter 6P)|EPG 616.16]] contains typical applications (TAs) of TTC zones that are organized according to duration, location, type of work, and highway type. Table 6P-1 of the MUTCD is an index of these typical applications for contract projects (see [[616.16 Typical Applications (MUTCD Chapter 6P)#616.16.2|EPG 616.16.2]]). [[616.16 Typical Applications (MUTCD Chapter 6P)#616.16.3|EPG 616.16.3]] includes typical applications for internal use by MoDOT employees. These typical applications include the use of various TTC methods, but do not include a layout for every conceivable work situation. <br /> <br /> Decisions regarding the selection of the most appropriate typical application to use as a guide for a specific TTC zone require an understanding of each situation. Although there are many ways of categorizing TTC zone applications, the typical applications are characterized by work duration, work location, work type, and highway type. <br /> <br /> '''Guidance.''' Typical applications should be altered, when necessary, to fit the conditions of a particular TTC zone.<br /> <br /> '''Option.''' Other devices may be added to supplement the devices shown in the typical applications. The sign spacings and taper lengths may be increased to provide additional time or space for driver response.<br /> <br /> Devices labeled as optional in the typical applications may be deleted.<br /> <br /> '''Support. '''Formulating specific plans for TTC at traffic incidents is difficult because of the variety of situations that can arise. <br /> <br /> Well-designed TTC plans for planned special events will likely be developed from a combination of treatments from several of the typical applications.<br /> <br /> =={{SpanID|616.2.2}}616.2.2 Temporary Traffic Control Zones (MUTCD Section 6B.02)==<br /> <br /> '''Support'''. A TTC zone is an area of a highway where road user conditions are changed because of a work zone, an incident zone, or a planned special event through the use of TTC devices, uniformed law enforcement officers, or other authorized personnel.<br /> <br /> A work zone is an area of a highway with construction, maintenance, or utility work activities. A work zone is typically marked by signs, channelizing devices, barriers, pavement markings, and/or work vehicles. It extends from the first warning sign or high-intensity rotating, flashing, oscillating, or strobe lights on a vehicle to the END ROAD WORK sign or the last TTC device.<br /> <br /> An incident zone is an area of a highway where temporary traffic controls are imposed by authorized officials in response to a traffic incident (see [[616.15 Control of Traffic Through Traffic Incident Management Areas (MUTCD Chapter 6O)|EPG 616.15]]). It extends from the first warning device (such as a sign, light, or cone) to the last TTC device or to a point where road users return to the original lane alignment and are clear of the incident.<br /> <br /> A planned special event often creates the need to establish altered traffic patterns to handle the increased traffic volumes generated by the event. The size of the TTC zone associated with a planned special event can be small, such as closing a street for a festival, or can extend throughout a municipality for larger events. The duration of the TTC zone is determined by the duration of the planned special event.<br /> <br /> =={{SpanID|616.2.3}}616.2.3 Components of Temporary Traffic Control Zones (MUTCD Section 6B.03) ==<br /> <br /> '''Support. '''A TTC zone is often divided into four areas as needed, based on engineering judgment: the advance warning area, the transition area, the activity area (which includes workspace and buffer spaces), and the termination area. [[#fig616.2.3|Figure 616.2.3]] illustrates the four areas typically included in a TTC zone. These four areas are described in [[#616.2.4|EPG 616.2.4]] through [[#616.2.7|EPG 616.2.7]].<br /> <br /> {{SpanID|fig616.2.3}}<br /> [[File:F06B-01_Component Parts of a Temporary Traffic Control Zone.png|thumb|center|800px|alt=|'''Figure 616.2.3''' Component Parts of a Temporary Traffic Control Zone]]<br /> <br /> =={{SpanID|616.2.4}}616.2.4 Advance Warning Area (MUTCD Section 6B.04)==<br /> <br /> '''Support'''. The advance warning area is the section of highway where road users are informed about the upcoming transition and activity areas or incident area.<br /> <br /> '''Option'''. The advance warning area may vary from a single sign or high-intensity rotating, flashing, oscillating, or strobe lights on a vehicle to a series of signs in advance of the TTC zone activity area.<br /> <br /> '''Guidance. '''The signs or other warning devices should be positioned to give the driver sufficient time to react to the conditions. Warning devices should not be placed too far in advance, as the warning message will lose effectiveness.<br /> <br /> Typical distances for placement of advance warning signs on freeways and expressways should be longer because drivers are conditioned to uninterrupted flow. Therefore, the advance warning sign placement should extend on these facilities as far as ½ mile or more.<br /> <br /> On urban streets, the effective placement of the nearest warning sign to the TTC zone, in feet, should range from 4 to 8 times the speed limit in mph, with the high end of the range being used when speeds are relatively high. When two or more advance warning signs are used on higher-speed streets, such as major arterials, the advance warning area should extend a greater distance (see [[#tab616.2.4|Table 616.2.4]]).<br /> <br /> '''Option. '''When a single advance warning sign is used (in cases such as low-speed residential streets), the advance warning area may be as short as 100 feet.<br /> <br /> '''Guidance. '''Since rural highways are normally characterized by higher speeds, the effective placement of the first warning sign in feet should be substantially longer—from 8 to 12 times the speed limit in mph. Since two or more advance warning signs are normally used for these conditions, the advance warning area should extend 1,500 feet or more for open highway conditions (see [[#tab616.2.4|Table 616.2.4]]).<br /> <br /> {{SpanID|tab616.2.4}}<br /> {| class=&quot;wikitable&quot; <br /> |-<br /> |+ '''Table 616.2.4''' Recommended Advance Warning Sign Minimum Spacing<br /> |-<br /> ! rowspan=&quot;2&quot; | Road Type<br /> ! colspan=&quot;3&quot; | Distance between Signs**<br /> |-<br /> ! A<br /> ! B<br /> ! C<br /> |-<br /> | Urban (low speed)*<br /> | 100 feet<br /> | 100 feet<br /> | 100 feet<br /> |-<br /> | Urban (high speed)*<br /> | 350 feet<br /> | 350 feet<br /> | 350 feet<br /> |-<br /> | Rural<br /> | 500 feet<br /> | 500 feet<br /> | 500 feet<br /> |-<br /> | Expressway/Freeway<br /> | 1,000 feet<br /> | 1,500 feet<br /> | 2,640 feet<br /> |-<br /> | style=&quot;background-color:#ffffff;&quot; colspan=&quot;4&quot;| &lt;div style=&quot;text-indent: -1.2em; padding-left: 1em;&quot;&gt;&lt;p&gt;&lt;span style=&quot;font-family: monospace&quot;&gt;&amp;nbsp;*&lt;/span&gt;&amp;nbsp;Speed category to be determined by the highway agency or owner of site roadways open to public travel.&lt;/p&gt;&lt;p&gt;&lt;span style=&quot;font-family: monospace&quot;&gt;**&lt;/span&gt;&amp;nbsp;The column headings A, B, C are the dimensions shown in MUTCD Figures 6P-1 through 6P-54. The A dimension is the distance from the transition or point of restriction to the first sign. The B dimension is the distance between the first and second signs. The C dimension is the distance between the second and third signs. (The &quot;first sign&quot; is the sign in a three-sign series that is closest to the TC zone. The &quot;third sign&quot; is the sign that is furthest upstream from the TTC zone.)&lt;/p&gt;&lt;/div&gt;<br /> Note: See [[616.16 Typical Applications (MUTCD Chapter 6P)#tab616.16.3.3|Table 616.16.3.3]] for MoDOT internal use<br /> |}<br /> <br /> The distances contained in [[#tab616.2.4|Table 616.2.4]] are approximate, are intended for guidance purposes only, and should be applied with engineering judgment. These distances should be adjusted for field conditions, if necessary, by increasing or decreasing the recommended distances.<br /> <br /> '''Support. '''The need to provide additional reaction time for a condition is one example of justification for increasing the sign spacing. Conversely, decreasing the sign spacing might be justified in order to place a sign immediately downstream of an intersection or major driveway such that traffic turning onto the roadway in the direction of the TTC zone will be warned of the upcoming condition.<br /> <br /> '''Option. '''Advance warning may be eliminated when the activity area is sufficiently removed from the road users’ path so that it does not interfere with the normal flow.<br /> <br /> In some cases on high volume routes, traffic backups due to the work activity may extend past the normal advance warning area. In this case, additional signing may be required to warn drivers before they reach the backup. For longer-term activities, alternate route signing and interactive devices or changeable message signs may be considered. Computer programs are available to aid in estimating back ups and delays due to work zones.<br /> <br /> In some cases, particularly in urban areas, the advance warning area may extend through an intersection or interchange. Special considerations such as additional advance signs or adjustments to sign spacing may be needed to assure all approaching drivers are informed of the conditions.<br /> <br /> =={{SpanID|616.2.5}}616.2.5 Transition Area (MUTCD Section 6B.05) ==<br /> <br /> '''Support. '''The transition area is that section of highway where road users are redirected out of their normal path. Transition areas usually involve strategic use of tapers, which because of their importance are discussed separately in detail.<br /> <br /> '''Standard. '''Except for mobile operations, when redirection of the road users’ normal path is required, road users shall be directed from the normal path to a new path with appropriate channelizing devices, traffic control devices, and/or TTC methods. <br /> <br /> '''Option. '''Because it is impracticable in mobile operations to redirect the road users’ normal path with stationary channelization, more dominant vehicle-mounted traffic control devices, such as arrow boards, portable changeable message signs, and high-intensity rotating, flashing, oscillating, or strobe lights, may be used instead of channelizing devices to establish a transition area.<br /> <br /> =={{SpanID|616.2.6}}616.2.6 Activity Area (MUTCD Section 6B.06) ==<br /> <br /> '''Support. '''The activity area is the section of the highway where the work activity takes place. It is comprised of the work space, the traffic space, and the buffer space.<br /> <br /> The work space is that portion of the highway closed to road users and set aside for workers, equipment, material, and a shadow vehicle, if one is used upstream. Work spaces are usually delineated for road users by channelizing devices or, to exclude vehicles and pedestrians, by temporary barriers.<br /> <br /> '''Option. '''The work space may be stationary or may move as work progresses.<br /> <br /> '''Guidance. '''Since there might be several work spaces (some even separated by several miles) within the project limits, each work space should be adequately signed to inform road users and reduce confusion.<br /> <br /> '''Option'''. The workspace may be supplemented by channelizers and/or barricades placed perpendicular to the flow of traffic to deter non-construction related use of closed lanes. <br /> <br /> '''Support'''. The traffic space is the portion of the highway in which road users are routed through the activity area.<br /> <br /> The buffer space is a lateral and/or longitudinal area that separates road user flow from the work space or an unsafe area, and might provide some recovery space for an errant vehicle.<br /> <br /> '''Guidance'''. Neither work activity nor storage of equipment, vehicles, or material should occur within a buffer space.<br /> <br /> '''Option'''. Buffer spaces may be positioned either longitudinally or laterally with respect to the direction of road user flow. The activity area may contain one or more lateral or longitudinal buffer spaces.<br /> <br /> A longitudinal buffer space may be placed in advance of a work space.<br /> <br /> The longitudinal buffer space may also be used to separate opposing road user flows that use portions of the same traffic lane, as shown in [[#fig616.2.6|Figure 616.2.6]].<br /> <br /> If a longitudinal buffer space is used, the values shown in [[#tab616.2.6|Table 616.2.6]] may be used to determine the length of the longitudinal buffer space.<br /> <br /> {{SpanID|tab616.2.6}}<br /> &lt;center&gt;<br /> {| class=&quot;wikitable&quot; <br /> |-<br /> |+ '''Table 616.2.6''' Stopping Sign Distance as a Function of Speed<br /> |-<br /> ! Speed<br /> ! Distance<br /> |-<br /> | 20 mph<br /> | 115 feet<br /> |-<br /> | 25 mph<br /> | 155 feet<br /> |-<br /> | 30 mph<br /> | 200 feet<br /> |-<br /> | 35 mph<br /> | 250 feet<br /> |-<br /> | 40 mph<br /> | 305 feet<br /> |-<br /> | 45 mph<br /> | 360 feet<br /> |-<br /> | 50 mph<br /> | 425 feet<br /> |-<br /> | 55 mph<br /> | 495 feet<br /> |-<br /> | 60 mph<br /> | 570 feet<br /> |-<br /> | 65 mph<br /> | 645 feet<br /> |-<br /> | 70 mph<br /> | 730 feet<br /> |-<br /> | style=&quot;background-color: #ffffff;&quot; colspan=&quot;2&quot;| * Posted speed, off-peak 85th-percentile speed prior to work starting, or the anticipated operating speed<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''Typically, the buffer space is formed as a traffic island and defined by channelizing devices.<br /> <br /> When a shadow vehicle, arrow board, or changeable message sign is placed in a closed lane in advance of a work space, only the area upstream of the vehicle, arrow board, or changeable message sign constitutes the buffer space.<br /> <br /> '''Option'''. The lateral buffer space may be used to separate the traffic space from the work space, as shown in [[#fig616.2.3|Figures 616.2.3]] and [[#fig616.2.6|616.2.6]], or such areas as excavations or pavement-edge drop-offs. A lateral buffer space also may be used between two travel lanes, especially those carrying opposing flows.<br /> <br /> '''Guidance. '''The width of a lateral buffer space should be determined by engineering judgment.<br /> <br /> '''Option'''. When work occurs on a high-volume, highly-congested facility, a vehicle storage or staging space may be provided for incident response and emergency vehicles (for example, tow trucks and fire apparatus) so that these vehicles can respond quickly to road user incidents. This may involve providing storage space at the beginning or end of the activity area or both.<br /> <br /> '''Guidance. '''Vehicle storage or staging space should not extend into any portion of the buffer space.<br /> <br /> {{SpanID|fig616.2.6}}<br /> [[File:F06B-02_Types of Tapers and Buffer Spaces-01_v2.png|thumb|center|800px|alt=|'''Figure 616.2.6''' Types of Tapers and Buffer Spaces]]<br /> <br /> <br /> =={{SpanID|616.2.7}}616.2.7 Termination Area (MUTCD Section 6B.07) ==<br /> <br /> '''Support. '''The termination area is the section of the highway where road users are returned to their normal driving path. The termination area extends from the downstream end of the work area to the last TTC device such as END ROAD WORK signs, if posted.<br /> <br /> '''Option. '''An END ROAD WORK sign, a Speed Limit sign, or other signs may be used to inform road users that they can resume normal operations.<br /> <br /> A longitudinal buffer space may be used between the work space and the beginning of the downstream taper.<br /> <br /> =={{SpanID|616.2.8}}616.2.8 Tapers (MUTCD Section 6B.08) ==<br /> <br /> '''Option. '''Tapers may be used in both the transition and termination areas. Whenever tapers are to be used in close proximity to an interchange ramp, crossroads, curves, or other influencing factors, the length of the tapers may be adjusted.<br /> <br /> '''Support. '''Tapers are created by using a series of channelizing devices and/or pavement markings to move traffic out of or into the normal path. Types of tapers are shown in [[#fig616.2.6|Figure 616.2.6]].<br /> <br /> Longer tapers are not necessarily better than shorter tapers (particularly in urban areas with characteristics such as short block lengths or driveways) because extended tapers tend to encourage sluggish operation and to encourage drivers to delay lane changes unnecessarily. The test concerning adequate lengths of tapers involves observation of driver performance after TTC plans are put into effect.<br /> <br /> '''Guidance. '''The appropriate taper length (L) should be determined using the criteria shown in [[#tab616.2.8.1|Tables 616.2.8.1]] and [[#tab616.2.8.2|616.2.8.2]].<br /> <br /> {{SpanID|tab616.2.8.1}}<br /> &lt;center&gt;<br /> {| class=&quot;wikitable&quot;<br /> |+ '''Table 616.2.8.1''' Taper Length Criteria for Temporary Traffic Control Zones<br /> |-<br /> ! Type of Taper !! Taper Length<br /> |-<br /> | Merging Taper || at least L<br /> |-<br /> | Shifting Taper || at least 0.5 L<br /> |-<br /> | Shoulder Taper || at least 0.33 L<br /> |-<br /> | One-Lane, Two-Way Traffic Taper || 100 feet<br /> |-<br /> | Downstream Taper || 100 feet<br /> |-<br /> | style=&quot;background-color: #ffffff;&quot; colspan=&quot;2&quot;| Note: <br /> # Use [[#tab616.2.8.2|Table 616.2.8.2]] to calculate L<br /> # See [[616.16 Typical Applications (MUTCD Chapter 6P)#tab616.16.3.4|Table 616.16.3.4]] for MoDOT internal use<br /> |}<br /> &lt;/center&gt;<br /> {{SpanID|tab616.2.8.2}}<br /> &lt;center&gt;<br /> {| class=&quot;wikitable&quot;<br /> |+ '''Table 616.2.8.2''' Formulas for Determining Taper Length<br /> |-<br /> ! Speed (S) !! Taper Length (L) in feet<br /> |-<br /> | 40 mph or less || &lt;math&gt;L = \frac{WS^2}{60}&lt;/math&gt;<br /> |-<br /> | 45 mph or more || &lt;math&gt;L = WS&lt;/math&gt;<br /> |-<br /> | style=&quot;background-color: #ffffff;&quot; colspan=&quot;2&quot;| Where:&lt;ul style=&quot;list-style-type: none;&quot;&gt;&lt;li&gt;L = taper length in feet&lt;/li&gt;&lt;li&gt;W = width of offset in feet&lt;/li&gt;&lt;li&gt;S = posted speed limit, or off-peak 85th-percentile speed prior &lt;br /&gt;to work starting, or the anticipated operating speed in mph&lt;/li&gt;&lt;/ul&gt;<br /> Note: See [[616.16 Typical Applications (MUTCD Chapter 6P)#tab616.16.3.4|Table 616.16.3.4]] for MoDOT internal use<br /> |}<br /> &lt;/center&gt;<br /> <br /> ===616.2.8.1 Merging Tapers===<br /> <br /> '''Support. '''A merging taper requires the longest distance because drivers are required to merge into common road space.<br /> <br /> '''Guidance. '''A merging taper should be long enough to enable merging drivers to have adequate advance warning and sufficient length to adjust their speeds and merge into an adjacent lane before the downstream end of the transition.<br /> <br /> Except as provided in the last Guidance paragraph of this article, merging tapers should be used to close a lane or combine traffic lanes on multilane facilities. Full-length tapers L (see [[#tab616.2.8.1|Tables 616.2.8.1]] and [[#tab616.2.8.2|616.2.8.2]]) should be used where practical. For long-term operations, lane line markings should be removed through the merging taper and temporary edge lines should be provided to guide drivers through the taper and work area.<br /> <br /> ===616.2.8.2 Shifting Tapers===<br /> '''Support. '''A shifting taper is used when a lateral shift is needed. When more space is available, a longer than minimum taper distance can be beneficial. Changes in alignment can also be accomplished by using horizontal curves designed for normal highway speeds.<br /> <br /> '''Guidance'''. A shifting taper should have a length of approximately ½ L (see [[#tab616.2.8.1|Tables 616.2.8.1]] and [[#tab616.2.8.2|616.2.8.2]]). Where shifting tapers are used, REVERSE CURVE or REVERSE TURN signs, along with any required advisory speed plaques, are to be posted prior to the shift. For long-term operations, conflicting pavement markings are removed and temporary markings provided to guide drivers through the tapers and work area. For short-term operations where it is not practical to modify pavement markings, devices should be placed at a spacing of approximately 10 feet.<br /> <br /> ===616.2.8.3 Shoulder Tapers===<br /> <br /> '''Support'''. A shoulder taper might be beneficial on a high-speed roadway where shoulders are part of the activity area and are closed, or when improved shoulders might be mistaken as a driving lane. In these instances, the same type, but abbreviated, closure procedures used on a normal portion of the roadway can be used.<br /> <br /> '''Guidance. '''If used, shoulder tapers should have a length of approximately ⅓ L (see [[#tab616.2.8.1|Tables 616.2.8.1]] and [[#tab616.2.8.2|616.2.8.2]]). If a shoulder is used as a travel lane, either through practice or during a TTC activity, a normal merging or shifting taper should be used.<br /> <br /> ===616.2.8.4 Downstream or Closing Tapers===<br /> <br /> '''Support. '''A downstream (closing) taper might be useful in termination areas to provide a visual cue to the driver that access is available back into the original lane or path that was closed.<br /> <br /> '''Guidance. '''If used, a downstream (closing) taper should have an approximate length of 100 feet with devices placed at a spacing of approximately 20 feet.<br /> <br /> ===616.2.8.5 One-Lane Two-Way Tapers===<br /> <br /> '''Support. '''The one-lane, two-way taper is used in advance of an activity area that occupies part of a two-way roadway in such a manner that a portion of the road is used alternately by traffic in each direction.<br /> <br /> '''Guidance'''. A taper having an approximate length of 100 feet with channelizing devices at approximately 20-foot spacing should be used to guide traffic into the one-lane section, and a downstream taper should be used to guide traffic back into their original lane. <br /> <br /> '''Support'''. An example of a one-lane, two-way traffic taper is shown in [[#fig616.2.8|Figure 616.2.8]].<br /> <br /> {{SpanID|fig616.2.8}}<br /> [[File:F06B-03_ExampleofaOne-Lane,Two-WayTrafficTaper.png|thumb|center|800px|alt=|'''Figure 616.2.8''' Example of a One-Lane, Two-Way Traffic Taper]]<br /> <br /> '''Guidance. '''Except as provided in the paragraph below, the minimum taper length for the closure of a two-way center turn lane should be ½ L. (See [[#tab616.2.8.1|Tables 616.2.8.1]] and [[#tab616.2.8.2|616.2.8.2]]).<br /> <br /> '''Option. '''A shorter taper length may be used when space is limited.<br /> <br /> =={{SpanID|616.2.9}}616.2.9 Detours and Diversions (MUTCD Section 6B.09)==<br /> <br /> '''Support. '''A detour is a temporary rerouting of road users onto an existing highway in order to avoid a TTC zone.<br /> <br /> Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic.<br /> <br /> '''Guidance'''. Detours should be clearly signed over their entire length so that road users can easily use existing highways to return to the original highway.<br /> <br /> Any proposed detour route should be evaluated to determine the condition of the pavement, capacity of the roadway and geometrics. The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types should be considered when determining detour routes. State routes should be used for detours.<br /> <br /> '''Option. '''Based on engineering judgment, projects located on routes with less than 400 AADT may not require signed detour routes. <br /> <br /> Outer roadways may be constructed early in the project phasing or enhanced to serve as detours. <br /> <br /> Local facilities may be considered for detours based on engineering judgement. City streets or county roads may be improved for use as detour routes<br /> <br /> '''Standard. '''If other agencies’ facilities are used as detour routes, an agreement with the agency having jurisdiction over the roadway shall be required. <br /> <br /> '''Support. '''A diversion is a temporary rerouting of road users onto a temporary highway or alignment placed around the work area.<br /> <br /> '''Option. '''Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. <br /> <br /> '''Support. '''For information regarding notification of detour routes, see [[616.20 Work Zone Safety and Mobility Policy#616.20.3.2.2_Community_Relations'_Managers_and/or_Customer_Service_Representatives|EPG 616.20.3.2.2]], [[616.20 Work Zone Safety and Mobility Policy#616.20.9_Assessment_of_Work_Zone_Impacts|EPG 616.20.9]], and [[616.20 Work Zone Safety and Mobility Policy#616.20.10_Work_Zone_Transportation_Management_Plan|EPG 616.20.10]].</div>

TaracksA https://epgtest.modot.org/index.php?title=616.3_Pedestrian_and_Worker_Safety_(MUTCD_Chapter_6C)&diff=60006 2025-11-21T18:15:13Z

<p>TaracksA: </p> <hr /> <div>[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.03]]<br /> =={{SpanID|616.3.1}}616.3.1 Pedestrian and Worker Safety – General (MUTCD Section 6C.01) ==<br /> <br /> '''Standard'''. The various TTC provisions for pedestrian and worker safety set forth in [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616]] shall be applied by knowledgeable (for example, trained and/or certified) persons after appropriate evaluation and engineering judgment. <br /> <br /> =={{SpanID|616.3.2}}616.3.2 Pedestrian Considerations (MUTCD Section 6C.02)==<br /> <br /> '''Support. '''A wide range of pedestrians might be affected by TTC zones, including the young, elderly, and people with disabilities such as hearing, vision, or mobility. Pedestrians need a clearly delineated and usable travel path. Considerations for pedestrians with disabilities are addressed in [[#616.3.3|EPG 616.3.3]].<br /> <br /> '''Guidance'''. Prior to closing a sidewalk or other pedestrian facility, the maintaining agency should advise users of the future closure. <br /> <br /> '''Standard. '''If the TTC zone affects the movement of pedestrians, adequate pedestrian access and walkways shall be provided. <br /> <br /> '''Option'''. If establishing or maintaining an alternate pedestrian route is not feasible during the project, an alternate means of providing for pedestrians may be used, such as adding free bus service around the project or assigning someone the responsibility to assist pedestrians with disabilities through the project limits. <br /> <br /> If an existing pedestrian route is impacted by a short duration or a short-term stationary work zone that is attended with project personnel, establishing an alternate pedestrian route may not be necessary if the work can be stopped and pedestrians can navigate the work zone. Pedestrians may be delayed for a short period of time for project personnel to move equipment and material to facilitate passage. Work zone personnel may also provide assistance to pedestrians as necessary.<br /> <br /> '''Support'''. Pedestrians are reluctant to retrace their steps to a prior intersection for a crossing or to add distance or out-of-the-way travel to a destination.<br /> <br /> '''Guidance'''. The following three items should be considered when planning for pedestrians in TTC zones:<br /> :A. Pedestrians should not be led into conflicts with vehicles, equipment, and operations.<br /> :B. Pedestrians should not be led into conflicts with vehicles moving through or around the worksite.<br /> :C. Pedestrians should be provided with a convenient and accessible path that replicates as nearly as practical the most desirable characteristics of the existing sidewalk(s) or footpath(s).<br /> <br /> A pedestrian route should not be severed and/or moved for non-construction activities such as parking for vehicles and equipment.<br /> <br /> TTC zones should be designed to minimize conflicts between vehicular and pedestrian movements. Consideration should be made to separate pedestrian movements from both worksite activity and vehicular traffic. Unless an acceptable route that does not involve crossing the roadway can be provided, pedestrians should be appropriately directed with advance signing that encourages them to cross to the opposite side of the roadway. In urban and suburban areas with high vehicular traffic volumes, these signs should be placed at intersections (rather than midblock locations) so that pedestrians are not confronted with midblock worksites that will induce them to attempt skirting the worksite or making a midblock crossing.<br /> <br /> '''Support'''. [[616.16 Typical Applications (MUTCD Chapter 6P)|TA-28 and TA-29]] show typical TTC device usage and techniques for pedestrian movement through work zones.<br /> <br /> See EPG [[616.28 Traffic Control for Non-Motorized Traffic|616.28]] for additional information regarding pedestrian movement through work zones.<br /> <br /> '''Guidance'''. To accommodate the needs of pedestrians, including those with disabilities, the following considerations should be addressed when temporary pedestrian pathways in TTC zones are designed or modified:<br /> :A. Provisions for continuity of accessible paths for pedestrians should be incorporated into the TTC plan.<br /> :B. Access to transit stops should be maintained.<br /> :C. A smooth, continuous hard surface should be provided throughout the entire length of the temporary pedestrian facility. There should be no curbs or abrupt changes in grade or terrain that could cause tripping or be a barrier to pedestrians with disabilities. The geometry and alignment of the facility should meet the applicable requirements of 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.”<br /> :D. The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 inches throughout the entire length of the pedestrian pathway, a 60 x 60-inch passing space should be provided at least every 200 feet to allow individuals in wheelchairs to pass.<br /> :E. Blocked routes, alternate crossings, and sign and signal information should be communicated to pedestrians with vision disabilities by providing devices such as audible information devices or barriers and channelizing devices that are detectable to the pedestrians traveling with the aid of a long cane or who have vision disabilities. <br /> :F. When channelization is used to delineate a pedestrian pathway, a continuous detectable edging should be provided throughout the length of the facility such that pedestrians using a long cane can follow it. These detectable edgings should comply with the provisions of [[616.13 Other TTC Zone Design Features and Safety Devices (MUTCD Chapter 6M)#616.13.4|EPG 616.13.04]].<br /> :G. Signs and other devices mounted lower than 7 feet above the temporary pedestrian pathway should not project more than 4 inches into accessible pedestrian facilities.<br /> <br /> '''Support. '''Where pedestrians in TTC zones are routed on temporary pedestrian pathways, providing information in non-visual formats (such as accessible pedestrian signals with audible tones and/or speech messages, and vibrotactile surfaces) aids pedestrians with vision disabilities so they can navigate the temporary pathway. [[616.13 Other TTC Zone Design Features and Safety Devices (MUTCD Chapter 6M)|EPG 616.3.3]] contains additional information on accessibility considerations in TTC zones. [[902.11 Accessible Pedestrian Signals and Detectors (MUTCD Chapter 4K)#902.11.1|EPG 902.11.1]] contains information on accessible pedestrian signals.<br /> <br /> '''Option'''. Whenever it is feasible, the worksite may be closed off from pedestrian intrusion if doing so is determined to be preferable to channelizing pedestrians along the site with TTC devices.<br /> <br /> '''Guidance'''. Fencing should not create sight distance restrictions for road users. Fences should not be constructed of materials that would be hazardous if impacted by vehicles. Wooden railing, fencing, and similar systems placed immediately adjacent to motor vehicle traffic should not be used as substitutes for crashworthy temporary traffic barriers.<br /> <br /> Ballast for TTC devices should be kept to the minimum amount needed and should be mounted low to prevent penetration of the vehicle windshield.<br /> <br /> Movement by work vehicles and equipment across designated pedestrian paths should be minimized and, when necessary, should be controlled by flaggers or other TTC. Staging or stopping of work vehicles or equipment along the side of pedestrian paths should be avoided, since it encourages movement of workers, equipment, and materials across the pedestrian path.<br /> <br /> Access to the work space by workers and equipment across pedestrian walkways should be minimized because the access often creates unacceptable changes in grade, and rough or muddy terrain, and pedestrians will tend to avoid these areas by attempting non-intersection crossings where no curb ramps are available.<br /> <br /> '''Option'''. A canopied walkway may be used to protect pedestrians from falling debris, and to provide a covered passage for pedestrians.<br /> <br /> '''Guidance. '''Covered walkways should be sturdily constructed and adequately lighted for nighttime use.<br /> <br /> When pedestrian and vehicle paths are rerouted to a closer proximity to each other, consideration should be given to separating them by a temporary traffic barrier.<br /> <br /> If a temporary traffic barrier is used to shield pedestrians, it should be designed to accommodate site conditions.<br /> <br /> '''Support'''. Depending on the possible vehicular speed and angle of impact, temporary traffic barriers might deflect upon impact by an errant vehicle. Guidance for locating and designing temporary traffic barriers can be found in Chapter 9 of the “Roadside Design Guide,” 4th Edition, 2011, AASHTO.<br /> <br /> '''Standard. '''Normal vertical curbing shall not be used as a substitute for temporary traffic barriers when temporary traffic barriers are needed.<br /> <br /> '''Option'''. Temporary traffic barriers or longitudinal channelizing devices may be used to discourage pedestrians from unauthorized movements into the work space. They may also be used to inhibit conflicts with vehicular traffic by minimizing the possibility of midblock crossings. <br /> <br /> '''Support'''. A major concern for pedestrians is building construction encroaching onto the contiguous sidewalks, which forces pedestrians off the curb into direct conflict with moving vehicles. <br /> <br /> '''Guidance'''. If a significant potential exists for vehicle incursions into the pedestrian path, pedestrians should be rerouted or temporary traffic barriers should be installed.<br /> <br /> '''Support'''. TTC devices, temporary traffic barriers, and wood or chain link fencing with a continuous detectable edging can satisfactorily delineate a pedestrian path. <br /> <br /> '''Guidance. '''Tape, rope, or plastic chain strung between devices should not be used as a control for pedestrian movements because they are not detectable and are therefore not accessible to and usable by individuals with disabilities.<br /> <br /> In general, pedestrian routes should be preserved in urban and commercial suburban areas. Alternative routing should be discouraged.<br /> <br /> The highway agency in charge of the TTC zone should regularly inspect the activity area so that effective pedestrian TTC is maintained.<br /> <br /> =={{SpanID|616.3.3}}616.3.3 Accessibility Considerations (MUTCD Section 6C.03) ==<br /> <br /> '''Support'''. Additional information on the design and construction of accessible temporary facilities is found in the “Guidelines for Accessible Pedestrian Signals (NCHRP Web-Only Document 117B),” 2008 Edition (TRB) and 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.<br /> <br /> Where pedestrians are detoured to a temporary traffic control signal, an accessible pedestrian signal (see [[902.11 Accessible Pedestrian Signals and Detectors (MUTCD Chapter 4K)|EPG 902.11]]) provides information in non-visual formats (such as audible tones and/or speech messages, and vibrating surfaces) so that a pedestrian with vision disabilities can know when to cross the street along the alternate route.<br /> <br /> '''Guidance'''. Adequate provisions should be made for pedestrians with disabilities. The extent of needs for such provisions should be determined through engineering judgment or by the individual responsible for each TTC zone situation.<br /> <br /> '''Standard. '''When existing pedestrian facilities are disrupted, closed, or relocated in a TTC zone, the temporary facilities shall be detectable and include accessibility features consistent with the features present in the existing pedestrian facility. A barrier that is detectable by a person with a vision disability traveling with the aid of a long cane shall be placed across the full width of the closed pedestrian facility. <br /> <br /> '''Support'''. Maintaining a detectable, channelized pedestrian route is much more useful to pedestrians with vision disabilities than closing a walkway and providing audible directions to an alternate route involving additional crossings and a return to the original route. Braille is not useful in conveying such information because it is difficult to find. Audible instructions might be provided, but the extra distance and additional street crossings might add complexity to a trip.<br /> <br /> '''Guidance'''. Because printed signs and surface delineation are not usable by pedestrians with vision disabilities, blocked routes, alternate crossings, and sign and signal information should be communicated to pedestrians with vision disabilities by providing audible information devices, tactile and/or vibrating surface devices, and barriers and channelizing devices that are detectable to pedestrians traveling with the aid of a long cane or who have vision disabilities.<br /> <br /> '''Support'''. The most desirable way to provide information to pedestrians with vision disabilities that is equivalent to visual signing for notification of sidewalk closures is a speech message provided by an audible information device. Devices that provide speech messages in response to passive pedestrian actuation are the most desirable. Other devices that continuously emit a message, or that emit a message in response to use of a pushbutton, are also acceptable. Audible information devices might not be needed if detectable channelizing devices make an alternate route of travel evident to pedestrians with vision disabilities.<br /> <br /> '''Guidance'''. If a pushbutton is used to provide equivalent TTC information to pedestrians with vision disabilities, the pushbutton should be equipped with a locator tone to notify pedestrians with vision disabilities that a special accommodation is available, and to help them locate the pushbutton.<br /> <br /> =={{SpanID|616.3.4}}616.3.4 Worker Safety Considerations (MUTCD Section 6C.04) ==<br /> <br /> '''Support'''. Equally as important as the safety of road users traveling through the TTC zone is the safety of workers. TTC zones present temporary and constantly changing conditions that are unexpected by road users. This creates an even higher degree of vulnerability for workers on or near the roadway.<br /> <br /> Maintaining TTC zones with road user flow inhibited as little as possible, and using TTC devices that get the road users’ attention and provide positive direction are of particular importance. Likewise, equipment and vehicles moving within the activity area create a risk to workers on foot. When possible, the separation of moving equipment and construction vehicles from workers on foot provides the operators of these vehicles with a greater separation clearance and improved sight lines to minimize exposure to the hazards of moving vehicles and equipment.<br /> <br /> '''Guidance'''. The following are the key elements of worker safety and TTC management that should be considered to improve worker safety:<br /> :A. Training—all workers should be trained on how to work next to motor vehicle traffic in ways that minimize their vulnerability. Workers having specific TTC responsibilities should be trained in TTC techniques, device usage, and placement.<br /> :B. Temporary Traffic Barriers—temporary traffic barriers should be placed along the work space depending on factors such as lateral clearance of workers from adjacent traffic, speed of traffic, duration and type of operations, time of day, and volume of traffic.<br /> :C. Speed Management—reducing the speed of vehicular traffic, mainly through regulatory speed zoning, funneling, lane reduction, and/or the use of speed safety cameras, uniformed law enforcement officers or flaggers should be considered. See [[616.22 Law Enforcement Services|EPG 616.22]] for additional information about Law Enforcement Services for work zones.<br /> :D. Activity Area—operations entering and departing the work space, and within the work space, should be planned to minimize backing maneuvers by construction vehicles and equipment to minimize the risk of run-over and back-over crashes. <br /> :E. Worker Safety Planning—a trained person designated by the employer should conduct a basic hazard assessment for the worksite and job classifications required in the activity area. This safety professional should determine whether engineering, administrative, or personal protection measures should be implemented. This plan should be in accordance with the Occupational Safety and Health Act of 1970, as amended, “General Duty Clause” Section 5(a)(1) - Public Law 91-596, 84 Stat. 1590, December 29, 1970, as amended, and with the requirement to assess worker risk exposures for each job site and job classification, as per 29 CFR 1926.20 (b)(2) of “Occupational Safety and Health Administration Regulations, General Safety and Health Provisions.”<br /> :F. Safety Apparel (see [[#616.3.5|EPG 616.3.5]]). <br /> <br /> '''Option'''. The following are additional elements of TTC management that may be considered to improve worker safety:<br /> :A. Shadow Vehicle—in the case of mobile and constantly moving operations, such as pothole patching and striping operations, a shadow vehicle, equipped with appropriate lights and warning signs, may be used to protect the workers from impacts by errant vehicles. The shadow vehicle may be equipped with a rear-mounted impact attenuator.<br /> :B. Road Closure—if alternate routes are available to handle road users, the road may be closed temporarily to facilitate project completion and thus further reduce worker vulnerability. <br /> :C. Law Enforcement Use—in highly vulnerable work situations, particularly those of relatively short-duration, law enforcement units may be stationed to heighten the awareness of passing vehicular traffic and to improve safety through the TTC zone.<br /> :D. Lighting—for nighttime work, the TTC zone and approaches may be lighted.<br /> :E. Special Devices—these include rumble strips, changeable message signs, hazard identification beacons, and flags. Intrusion warning devices may be used to alert workers to the approach of errant vehicles.<br /> <br /> '''Support'''. Judicious use of the special devices described in Item E in the preceding paragraph might be helpful for certain difficult TTC situations, but misuse or overuse of special devices or techniques might lessen their effectiveness.<br /> <br /> =={{SpanID|616.3.5}}616.3.5 High-Visibility Safety Apparel (MUTCD Section 6C.05) ==<br /> <br /> '''Support. '''MoDOT has unique requirements for safety apparel that exceed MUTCD criteria. MoDOT requirements are included in this article. A graphical representation of [https://epg.modot.org/files/0/0f/132_8_5_x_11_ROW_PPE.pdf personal protective equipment] is available.<br /> <br /> '''Standard. '''For daytime activity, all workers, including emergency responders, within the right-of-way who are within the TTC zone shall wear high-visibility safety apparel that meets the Performance Class 2 or 3 requirements of the ANSI/ISEA 107–2015 publication entitled “American National Standard for High-Visibility Safety Apparel and Headwear,” or equivalent revisions, except as provided in the first Option paragraph below. For daytime activity, all workers shall wear a hard hat, safety glasses, a Performance Class 3 top or a Performance Class 2 top, and safety footwear. A person designated by the employer to be responsible for worker safety shall make the selection of the appropriate class of garment. <br /> <br /> For nighttime activity, all workers, including emergency responders, within the right-of-way who are within the TTC zone shall wear high-visibility safety apparel that meets the Performance Class 2 or 3 requirements of the ANSI/ISEA 107–2015 publication entitled “American National Standard for High-Visibility Safety Apparel and Headwear,” or equivalent revisions, except as provided in the first Option paragraph below. For nighttime activity, all workers shall wear a hard hat, safety glasses, a Performance Class 3 top OR a Performance Class 2 top and a Class E bottom, and safety footwear. A person designated by the employer to be responsible for worker safety shall make the selection of the appropriate class of garment. <br /> <br /> MoDOT employees shall wear personal protective equipment (PPE) appropriate for each hazard. The department will provide required protective equipment for use by the employees. Supervisors shall control the issuance and replacement of this equipment. When PPE is furnished to the employee, it is the responsibility of the employee to use and maintain it as specified by MoDOT and the manufacturer.<br /> <br /> The apparel background (outer) material color shall be fluorescent orange-red, fluorescent yellow-green, or a combination of the two as defined in the ANSI standard. The retroreflective material shall be orange, yellow, white, silver, yellow-green, or a fluorescent version of these colors. <br /> <br /> When uniformed law enforcement personnel are used to direct traffic, to investigate crashes, or to handle lane closures, obstructed roadways, and disasters, high-visibility safety apparel as described in this article shall be worn by the law enforcement personnel. <br /> <br /> '''Option'''. Emergency and incident responders and law enforcement personnel within the TTC zone may wear high-visibility safety apparel that meets the performance requirements of the ANSI/ISEA 207-2006 publication entitled “American National Standard for High-Visibility Public Safety Vests,” or equivalent revisions, and labeled as ANSI 207-2006, in lieu of ANSI/ISEA 107-2015 apparel. <br /> <br /> '''Standard. '''Except as provided in the Option paragraph below, firefighters or other emergency responders working within the right-of-way shall wear high-visibility safety apparel as described in this article. <br /> <br /> '''Option. '''Firefighters or other emergency responders working within the right-of-way and engaged in emergency operations that directly expose them to flame, fire, heat, and/or hazardous materials may wear retroreflective turn-out gear that is specified and regulated by other organizations, such as the National Fire Protection Association. <br /> <br /> '''Standard. '''For flagger wear during nighttime activity, high-visibility safety apparel that meets the Performance Class 3 requirements of the ANSI/ISEA 107–2015 publication entitled “American National Standard for High-Visibility Apparel and Headwear,” or equivalent revision, and labeled as meeting the ANSI 107-2015 standard performance for Class 3 risk exposure shall be worn. <br /> <br /> For nighttime activity, all flaggers shall also wear a high visibility/reflective hard hat, safety glasses, a Performance Class 3 top, and a Class E bottom or a Performance Class 2 top and a Class E bottom, and safety footwear. Hard hats other than high-visibility/reflective orange or green hard hat shall be covered with a high visibility orange or green covering.<br /> <br /> For flagger wear during daytime activity, high-visibility safety apparel that meets the Performance Class 2 or 3 requirements of the ANSI/ISEA 107–2015 publication entitled “American National Standard for High-Visibility Apparel and Headwear,” or equivalent revision, and labeled as meeting the ANSI 107-2015 standard performance for Class 3 risk exposure shall be worn. For daytime activity, all flaggers shall also wear a high-visibility hard hat, safety glasses, a Performance Class 3 top or a Performance Class 2 top, and safety footwear. Hard hats shall be high-visibility/reflective.</div>

TaracksA https://epgtest.modot.org/index.php?title=616.11_TTC_Zone_Channelizing_Devices_(MUTCD_Chapter_6K)&diff=60005 2025-11-21T18:14:49Z

<p>TaracksA: </p> <hr /> <div>[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.11]]<br /> =={{SpanID|616.11.1}}616.11.1 Channelizing Devices – General (MUTCD Section 6K.01) ==<br /> <br /> '''Standard. '''Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Plan 616.10]. All channelizing devices shall be crashworthy (see definition 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)]]).<br /> <br /> '''Support. '''The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, and barricades.<br /> <br /> Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, bicycle facilities, or opposing directions of vehicular traffic.<br /> <br /> '''Guidance. '''The spacing between cones, tubular markers, vertical panels, drums, and barricades should not exceed a distance in feet equal to 1 times the speed limit in mph when used for taper channelization, and should not exceed a distance in feet equal to 2 times the speed limit in mph when used for tangent channelization.<br /> <br /> When channelizing devices have the potential of leading vehicular traffic out of the intended vehicular traffic space as shown in [[616.16 Typical Applications (MUTCD Chapter 6P)|TA-39]], the channelizing devices should be extended a distance in feet of 2 times the speed limit in mph beyond the downstream end of the transition area.<br /> <br /> '''Option. '''A gap not exceeding 2 inches between the bottom rail and the ground surface may be used to facilitate drainage.<br /> <br /> A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br /> <br /> '''Guidance. '''Sequential flashing warning lights should be placed on channelizing devices that form a merging taper on interstate highways during nighttime operations.<br /> <br /> '''Option. '''Sequential flashing warning lights may be used on other multi-lane highways as determined by the districts.<br /> <br /> '''Support. '''The flashing rates and patterns for warning lights used on channelizing devices are specified in [[616.12 Other TTC Zone Traffic Control Devices (MUTCD Chapter 6L)#616.12.7|EPG 616.12.7]].<br /> <br /> '''Standard. '''The retroreflective material used on channelizing devices shall display a similar color day or night.<br /> <br /> Except as provided in the following Option paragraph, information identifying the owner or manufacturer of the channelizing device shall not be displayed on any portion of the device that can be seen by road users approaching the device. <br /> <br /> '''Option. '''The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.<br /> <br /> '''Standard. '''The area containing the name and telephone number shall be non-retroreflective and not over 2 inches in height. <br /> <br /> '''Guidance. '''Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.<br /> <br /> '''Standard. '''Channelizing devices that are no longer serviceable (see definition in [[:Category:911 General (MUTCD Part 1)#Traffic_Control_Devices_–_General_Description_(MUTCD_Section_1A.02_)|EPG 911 (MUTCD Section 1C.02)]]) shall be replaced.<br /> <br /> =={{SpanID|616.11.2}}616.11.2 Pedestrian Channelizing Devices (MUTCD Section 6K.02)==<br /> <br /> '''Support. '''Pedestrian channelizing devices indicate a suitable path of pedestrian travel around or through the work zone.<br /> <br /> '''Guidance. '''Pedestrian channelizing devices should be provided when work activities impact sidewalks or other pedestrian facilities or when the design of the temporary pedestrian facility does not otherwise include accessibility features consistent with the features in the existing pedestrian facility. <br /> <br /> The pedestrian channelizing devices should be used both to close sidewalks and to delineate an alternate route.<br /> <br /> '''Support. '''An example of a pedestrian channelizing device is depicted in [[#fig616.11.2|Figure 616.11.2]].<br /> <br /> '''Standard. '''Pedestrian channelizing devices shall be crashworthy (see definition 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)]]) when exposed to vehicular traffic.<br /> <br /> Devices used to channelize pedestrians shall be detectable to users of long canes and visible to pedestrians with vision disabilities.<br /> <br /> When used as a sidewalk closure, the device shall cover the entire width of the sidewalk.<br /> <br /> Pedestrian channelizing devices shall have continuous detection plates and hand-trailing edges. The bottom of the detection plate shall be no higher than 2 inches above the walkway. The top edge of the detection plate shall be at least 8 inches above the walkway. The top of the hand-trailing edge shall be no lower than 32 inches and no higher than 38 inches above the walkway. The top surface of the hand-trailing edge shall be smooth to optimize hand trailing. Both the detection plate and the hand-trailing edge shall share a common vertical plane.<br /> <br /> '''Guidance. '''When pedestrian channelizing devices are combined in a series, the gap between devices should not exceed 1 inch.<br /> <br /> '''Support. '''The hand-trailing edge is the upper rail on a pedestrian channelizing device, as shown in [[#fig616.11.2|Figure 616.11.2]]. It is provided to allow pedestrians with vision disabilities to follow the pedestrian channelizing device with their hand. The hand-trailing edge is not a weight-bearing railing.<br /> <br /> '''Guidance. '''There should be at least a 2-inch gap between the hand-trailing edge and its support.<br /> <br /> '''Standard. '''When visible to vehicular traffic the detection plate and the hand-trailing edge of the pedestrian channelizing device shall have retroreflective sheeting complying with the second Standard paragraph of [[#616.11.1|EPG 616.11.1]].<br /> <br /> '''Guidance. '''When not visible to vehicular traffic, the pedestrian channelizing device should have a contrasting pattern in alternating light and dark colors to provide visual contrast on the upper surface consisting of a minimum of 6 inches of sheeting or other contrasting materials. <br /> <br /> '''Option. '''Non-retroreflective materials may be used on the pedestrian side of the pedestrian channelizing device.<br /> <br /> The sheeting on the pedestrian side of the pedestrian channelizing device may have stripes that are oriented either vertically or at a 45-degree angle.<br /> <br /> '''Support. '''The contrast of the light and dark stripes on the barricade sheeting assists pedestrians with vision disabilities in following the designated detour. <br /> <br /> [[616.13 Other TTC Zone Design Features and Safety Devices (MUTCD Chapter 6M)#616.13.4|EPG 616.13.4]] also contains information regarding detectable edging for pedestrian channelization.<br /> <br /> '''Option. '''A continuous wall may be used as a pedestrian channelizing device.<br /> <br /> '''Guidance. '''When used, a continuous wall should have a lower edge no more than 2 inches above the walkway, should extend a minimum of 32 inches above the walkway, should have a common vertical face, and should have alternating, contrasting sheeting positioned 32 inches above the walkway. <br /> <br /> '''Option. '''The continuous wall may extend to any height above the 32-inch minimum.<br /> <br /> {{SpanID|fig616.11.2}}<br /> [[File:F06K-02_PedestrianChannelizingDevice-01.png|thumb|center|600px|alt=|'''Figure 616.11.2''' Pedestrian Channelizing Device]]<br /> <br /> =={{SpanID|616.11.3}}616.11.3 Cones and Trim-line Channelizers (MUTCD Section 6K.03)==<br /> <br /> ===616.11.3.1 Cones===<br /> <br /> '''Standard. '''Cones (see [https://www.modot.org/media/16892 Standard Plan 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. <br /> <br /> Cones shall be retroreflectorized and shall not be less than 28 inches in height. <br /> <br /> Retroreflectorization of cones that are 28 to 36 inches in height shall be provided by a 6-inch wide white band located 3 to 4 inches from the top of the cone and an additional 4-inch wide white band located approximately 2 inches below the 6-inch band.<br /> <br /> Retroreflectorization of cones that are more than 36 inches in height shall be provided by horizontal, circumferential, alternating orange and white retroreflective stripes that are 4 to 6 inches wide. Each cone shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the retroreflective stripes shall not exceed 3 inches in width.<br /> <br /> '''Option. '''Cones may be used only for daytime operations on minor roads.<br /> <br /> Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short-duration maintenance and utility work.<br /> <br /> ===616.11.3.2 Trim-line Channelizers===<br /> <br /> '''Support. '''Trim-line channelizing devices are a type of cone that is the preferred channelizing device to be used in work zones for daytime and nighttime applications.<br /> <br /> '''Standard. '''Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Plan 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Trim-line channelizers shall not be less than 42 inches in height.<br /> <br /> Trim-line channelizers shall be retroreflectorized. Retroreflectorization of trim-line channelizers shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line channelizer shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the retroreflective stripes shall not be wider than 3 inches.<br /> <br /> '''Guidance. '''Trim-line channelizers should be the channelizing devices used in ramp areas, intersections, and areas with limited lateral clearances. <br /> <br /> '''Option. '''Trim-line channelizers may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br /> <br /> '''Guidance. '''Steps should be taken to minimize the possibility of trim-line channelizers being blown over or displaced by wind or moving vehicular traffic.<br /> <br /> '''Option. '''Cones may be doubled up to increase their weight.<br /> <br /> '''Support. '''Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings, that can be dropped over the cones and onto the base to provide added stability.<br /> <br /> '''Guidance. '''Ballast should be kept to the minimum amount needed.<br /> <br /> '''Option. '''If additional ballasting is needed, trim-line channelizers and cones are allowed to have one ballast added to the original ballast.<br /> <br /> =={{SpanID|616.11.4}}616.11.4 Tubular Markers (MUTCD Section 6K.04) ==<br /> <br /> '''Support. '''Tubular markers are typically used to divide traffic in temporary two-lane, two-way traffic situations.<br /> <br /> '''Standard. '''Tubular markers (see [https://www.modot.org/media/16892 Standard Plan 616.10]) shall be predominantly orange for TTC zone applications and shall be a minimum of 28 inches high and 2 inches wide facing road users. They shall be made of a material that can be struck without causing damage to the impacting vehicle.<br /> <br /> Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers that have a height of less than 42 inches shall be provided by two 3-inch wide Type 4 white bands placed a maximum of 2 inches from the top with a maximum of 6 inches between the bands. Retroreflectorization of tubular markers that have a height of 42 inches or more shall be provided by four 4-inch to 6-inch wide alternating orange and white stripes with the top stripe being orange'''.'''<br /> <br /> '''Guidance. '''Tubular markers have less visible area than other devices and should be used only where space restrictions do not allow for the use of other more visible devices.<br /> <br /> Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or by using weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.<br /> <br /> '''Option. '''Tubular markers may be used effectively to divide opposing lanes of road users and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.<br /> <br /> '''Standard. '''A tubular marker shall be attached to the pavement to display the minimum 2-inch width to the approaching road users.<br /> <br /> =={{SpanID|616.11.5}}616.11.5 Vertical Panels (MUTCD Section 6K.05) ==<br /> <br /> '''Option. '''Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. <br /> <br /> '''Support. '''The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.<br /> <br /> '''Standard. '''Vertical panels (see [https://www.modot.org/media/16892 Standard Plan 616.10]) shall have retroreflective striped material that is 8 to 12 inches in width and at least 24 inches in height. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.<br /> <br /> Where the height of the retroreflective material on the vertical panel is 36 inches or more, a stripe width of 6 inches shall be used.<br /> <br /> '''Option. '''Where the height of the retroreflective material on the vertical panel is less than 36 inches, a stripe width of 4 inches may be used.<br /> <br /> Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.<br /> <br /> =={{SpanID|616.11.6}}616.11.6 Drums (MUTCD Section 6K.06) ==<br /> <br /> '''Standard. '''Drums (see [https://www.modot.org/media/16892 Standard Plan 616.10]) used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 inches in height and have at least an 18-inch minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 to 6 inches wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris.<br /> <br /> '''Support. '''Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time.<br /> <br /> '''Option. '''Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.<br /> <br /> Drums may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.<br /> <br /> '''Guidance. '''Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user. Drums should not be used in ramp areas, intersections or areas with limited lateral clearance.<br /> <br /> '''Standard. '''Ballast shall not be placed on the top of a drum.<br /> <br /> =={{SpanID|616.11.7}}616.11.7 Type 1 or 3 Barricades (MUTCD Section 6K.07) ==<br /> <br /> '''Support. '''A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right-of-way.<br /> <br /> Barricades are classified as Type 1 or Type 3 (See [https://www.modot.org/media/16892 Standard Plan 616.10]).<br /> <br /> '''Standard. '''Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the following Option paragraph, the stripes shall be 6 inches wide.<br /> <br /> '''Option. '''When rail lengths are less than 36 inches, 4-inch wide stripes may be used.<br /> <br /> '''Standard. '''The minimum length for Type 1 Barricades shall be 24 inches, and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 to 12 inches wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.<br /> <br /> '''Guidance. '''Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.<br /> <br /> Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.<br /> <br /> Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.<br /> <br /> Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.<br /> <br /> The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 inches throughout the entire length of the pedestrian pathway, a 60 x 60-inch passing space should be provided at least every 200 feet to allow individuals in wheelchairs to pass.<br /> <br /> Barricade rail supports should not project into pedestrian circulation routes more than 4 inches from the support between 27 and 80 inches from the surface as described in Section 307 of 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.<br /> <br /> '''Option. '''For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability. <br /> <br /> '''Guidance. '''On high-speed expressways or in other situations where barricades might be susceptible to overturning in the wind, ballasting should be used.<br /> <br /> '''Option. '''Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.24 Quality Standards for Temporary Traffic Control Devices|EPG 616.24]].<br /> <br /> '''Guidance. '''The Type 1 (one rail) Barricade should only be used for non-motorized traffic operations on all highways.<br /> <br /> '''Option. '''Type 1 Barricades may be used for emergency road closures on two-lane, undivided highways.<br /> <br /> Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.<br /> <br /> '''Guidance. '''Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.<br /> <br /> Two Type 3 Barricades should be used be used to close roadways that are 20 feet or less in width (including any paved shoulders). Three or more Type 3 Barricades should be used to close roadways that are more than 20 feet in width (including any paved shoulders).<br /> <br /> Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.<br /> <br /> '''Support. '''When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.<br /> <br /> '''Standard. '''A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [[616.7 TTC Zone Regulatory Signs (MUTCD Chapter 6G)#616.7.5|EPG 616.7.5]]). <br /> <br /> '''Guidance. '''Adequate visibility of the barricades from both directions should be provided.<br /> <br /> '''Option. '''Signs may be installed on barricades (see [[616.6 Temporary Traffic Control Zone Signs - General (MUTCD Chapter 6F)#616.6.2|EPG 616.6.2]]).<br /> <br /> =={{SpanID|616.11.8}}616.11.8 Direction Indicator Barricades (MUTCD Section 6K.08)==<br /> <br /> '''Standard. '''The Direction Indicator Barricade (see [https://www.modot.org/media/16892 Standard Plan 616.10]) shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally-aligned, retroreflective rail.<br /> <br /> The One-Direction Large Arrow (WO1-6) sign shall have a black legend and border on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 inches wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 x 12 inches. The bottom rail shall have a length of 24 inches and a height of 8 inches.<br /> <br /> '''Guidance. '''For long-term stationary operations, direction indicator barricades should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists.<br /> <br /> '''Option. '''For shorter duration projects, Direction Indicator Barricades may be used in lieu of other channelizers. <br /> <br /> '''Guidance. '''If used, Direction Indicator Barricades should be used in a series to direct the driver through the taper and into the intended travel lane.<br /> <br /> Direction Indicator Barricades should not be used in shifting tapers.<br /> <br /> =={{SpanID|616.11.9}}616.11.9 Temporary Traffic Barriers as Channelizing Devices (MUTCD Section 6K.09) ==<br /> <br /> '''Support. '''Temporary traffic barriers (see [[616.13 Other TTC Zone Design Features and Safety Devices (MUTCD Chapter 6M)#616.13.2|EPG 616.13.2]]) are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1]]).<br /> <br /> '''Standard. '''Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616]].<br /> <br /> Temporary traffic barriers (see [[616.13 Other TTC Zone Design Features and Safety Devices (MUTCD Chapter 6M)#616.13.2|EPG 616.13.2]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.<br /> <br /> '''Guidance. '''Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.<br /> <br /> When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.<br /> <br /> '''Standard. '''When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated using channelizing devices, and/or an edge line, and delineators on the barrier. <br /> <br /> '''Guidance. '''When used for channelization, temporary traffic barriers should be of a light color for increased visibility.<br /> <br /> =={{SpanID|616.11.10}}616.11.10 Longitudinal Channelizing Devices (MUTCD Section 6K.10) ==<br /> <br /> '''Support. '''Longitudinal channelizing devices are lightweight, deformable devices that are highly visible, have good target value, and can be connected together.<br /> <br /> '''Standard. '''If used singly as Type 1, 2, or 3 barricades, longitudinal channelizing devices shall comply with the general size, color, stripe pattern, retroreflectivity, and placement characteristics established for the devices described in EPG 616.11.<br /> <br /> '''Guidance. '''If used to channelize vehicular traffic at night, longitudinal channelizing devices should be supplemented with retroreflective material or delineation for improved nighttime visibility.<br /> <br /> '''Option. '''Longitudinal channelizing devices may be used instead of a line of cones, drums, or barricades.<br /> <br /> Longitudinal channelizing devices may be hollow and filled with water as a ballast.<br /> <br /> Longitudinal channelizing devices may be used for pedestrian traffic control.<br /> <br /> '''Standard. '''If used for pedestrian traffic control, longitudinal channelizing devices shall be interlocked to delineate or channelize flow. The interlocking devices shall not have gaps that allow pedestrians to stray from the channelizing path.<br /> <br /> '''Guidance. '''Longitudinal channelizing devices have not met the crashworthy requirements for temporary traffic barriers and should not be used to shield obstacles or provide positive protection for pedestrians or workers.<br /> <br /> =={{SpanID|616.11.11}}616.11.11 Temporary Lane Separators (MUTCD Section 6K.11)==<br /> Option. Temporary lane separators may be used to channelize road users, to divide opposing vehicular traffic lanes, and to divide lanes when two or more lanes are open in the same direction. <br /> <br /> '''Standard. '''Temporary lane separators shall consist of a longitudinal base component with a maximum height of 4 inches and a maximum width of 1 foot. The longitudinal base shall have sloping sides in order to facilitate crossover by emergency vehicles. One or more types of channelizing devices, such as tubular markers, vertical panels, or a Narrow Two-Way Traffic (WO6-4) sign (see [[616.8 TTC Zone Warning Signs (MUTCD Chapter 6H)#616.8.15|EPG 616.8.15]]) mounted on flexible supports, shall be affixed to the longitudinal base. <br /> <br /> Channelizing devices affixed to the longitudinal base of a temporary lane separator shall be retroreflectorized to provide nighttime visibility. <br /> <br /> '''Guidance. '''A temporary lane separator should be stabilized by affixing it to the pavement in a manner suitable to its design, while allowing the unit to be intentionally moved from place to place within the TTC zone in order to accommodate changing conditions. <br /> <br /> Temporary Lane Separators should not be used to shield obstacles or provide positive protection for pedestrians or workers because these devices have not met the crashworthy requirements for temporary traffic barriers. <br /> <br /> '''Standard. '''At pedestrian crossing locations, temporary lane separators shall have an opening or be shortened to provide a pathway that is at least 60 inches wide for crossing pedestrians.<br /> <br /> ==616.11.12 Other Channelizing Devices (MUTCD Section 6K.12)==<br /> '''Guidance. '''Channelizing devices other than those described in [https://www.modot.org/media/16892 Standard Plan 616.10] should only be used with the approval of the Highway Safety and Traffic Division.</div>

TaracksA https://epgtest.modot.org/index.php?title=616.15_Control_of_Traffic_Through_Traffic_Incident_Management_Areas_(MUTCD_Chapter_6O)&diff=60004 2025-11-21T18:14:31Z

<p>TaracksA: </p> <hr /> <div>[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.15]]<br /> =={{SpanID|616.15.1}}616.15.1 General (MUTCD Section 6O.01)==<br /> <br /> '''Support. '''The National Incident Management System (NIMS) requires the use of the Incident Command System (ICS) at traffic incident management scenes.<br /> <br /> A traffic incident is an emergency road user occurrence, a natural disaster, or other unplanned event that affects or impedes the normal flow of traffic.<br /> <br /> A traffic incident management area is an area of a highway where temporary traffic controls are installed, as authorized by a public authority or the official having jurisdiction of the roadway, in response to a road user incident, natural disaster, hazardous material spill, or other unplanned incident. It is a type of TTC zone and extends from the first warning device (such as a sign, light, or cone) to the last TTC device or to a point where vehicles return to the original lane alignment and are clear of the incident.<br /> <br /> Traffic incidents can be divided into three general classes of duration, each of which has unique traffic control characteristics and needs. These classes are:<br /> :A. Major—expected duration of more than 2 hours,<br /> :B. Intermediate—expected duration of 30 minutes to 2 hours, and<br /> :C. Minor—expected duration under 30 minutes.<br /> <br /> The primary functions of TTC at a traffic incident management area are to inform road users of the incident and to provide guidance information on the path to follow through the incident area. Alerting road users and establishing a well-defined path to guide road users through the incident area will serve to protect the incident responders and those involved in working at the incident scene and will aid in moving road users expeditiously past or around the traffic incident, will reduce the likelihood of secondary traffic crashes, and will preclude unnecessary use of the surrounding local road system. Examples include a stalled vehicle blocking a lane, a traffic crash blocking the traveled way, a hazardous material spill along a highway, and natural disasters such as floods and severe storm damage.<br /> <br /> For additional information see [[616.14 Types of Temporary Traffic Control Zone Activities (MUTCD Chapter 6N)#616.14.1|EPG 616.14.1.6]].<br /> <br /> '''Guidance. '''In order to reduce response time for traffic incidents, highway agencies, appropriate public safety agencies (law enforcement, fire and rescue, emergency communications, emergency medical, and other emergency management), and private sector responders (towing and recovery and hazardous materials contractors) should mutually plan for occurrences of traffic incidents along the major and heavily traveled highway and street system.<br /> <br /> On-scene responder organizations should train their personnel in TTC practices for accomplishing their tasks in and near traffic and in the requirements for traffic incident management contained in the EPG. On-scene responders should take measures to move the incident off the traveled roadway or to provide for appropriate warning. All on-scene responders and news media personnel should constantly be aware of their visibility to oncoming traffic and wear high-visibility apparel. Planning and training should include incorporation of estimated time durations to clear the event as part of their initial incident estimate. When events are deemed as probable Major Traffic Incidents that could generate prolonged lane or road closures, notification of all affected agencies should be initiated as part of the initial incident report that is provided to the emergency communications center who would then be responsible for making notifications to appropriate state, regional, and local agencies and resources for the purpose of ramping up and responding as quickly as possible thus facilitating a more rapid transition from emergency TTC to an MUTCD-compliant TTC zone when warranted. <br /> <br /> Emergency vehicles arriving at an incident should be positioned in a manner that attempts to protect both the responders performing their duties and road users traveling through the incident scene, while minimizing, to the extent practical, disruption of the adjacent traffic flow. Emergency vehicle positions should optimize traffic flow through the incident scene. All emergency vehicles that subsequently arrive should be positioned in a manner that does not interfere with the established temporary traffic flow. <br /> <br /> Responders arriving at a traffic incident should estimate the magnitude of the traffic incident, the expected time duration of the traffic incident, and the expected vehicle queue length, and then should set up the appropriate temporary traffic controls for these estimates.<br /> <br /> '''Option. '''Warning and guide signs used for TTC traffic incident management situations may have a black legend and border on a fluorescent pink background (see [[616.8 TTC Zone Warning Signs (MUTCD Chapter 6H)|EPG 616.8]] and [[616.9 TTC Zone Guide Signs (MUTCD Chapter 6I)|EPG 616.9]] for proper wording and symbols).<br /> <br /> '''Support. '''For MoDOT forces, incident management signing examples are located in MGS-04-01 Roll-up Signs and may be purchase through a statewide bid.<br /> <br /> While some traffic incidents might be anticipated and planned for, emergencies and disasters might pose more severe and unpredictable problems. The ability to quickly install proper temporary traffic controls might greatly reduce the effects of an incident, such as secondary crashes or excessive traffic delays. An essential part of fire, rescue, spill clean-up, highway agency, and enforcement activities is the proper control of road users through the traffic incident management area in order to protect responders, victims, and other personnel at the site. These operations might need corroborating legislative authority for the implementation and enforcement of appropriate road user regulations, parking controls, and speed zoning. It is desirable for these statutes to provide sufficient flexibility in the authority for, and implementation of, TTC to respond to the needs of changing conditions found in traffic incident management areas.<br /> <br /> '''Option. '''For traffic incidents, particularly those of an emergency nature, TTC devices on hand may be used for the initial response as long as they do not themselves create unnecessary additional hazards.<br /> <br /> '''Support. '''The establishment, maintenance, and prompt removal of lane diversions can be effectively managed by interagency planning that includes representatives of highway and public safety agencies. <br /> <br /> '''Guidance. '''All traffic control devices needed to set up the TTC at a traffic incident should be available so that they can be readily deployed for all major traffic incidents. The TTC should include the proper traffic diversions, tapered lane closures, and upstream warning devices to alert traffic approaching the queue and to encourage early diversion to an appropriate alternative route. <br /> <br /> Attention should be paid to the upstream end of the traffic queue such that warning is given to road users approaching the back of the queue. <br /> <br /> If manual traffic control is needed, it should be provided by qualified flaggers or uniformed law enforcement officers. <br /> <br /> '''Option. '''If flaggers are used to provide traffic control for an incident management situation, the flaggers may use appropriate traffic control devices that are readily available or that can be brought to the traffic incident scene on short notice. <br /> <br /> '''Guidance. '''When light sticks or flares are used to establish the initial traffic control at incident scenes, channelizing devices (see [[616.11 TTC Zone Channelizing Devices (MUTCD Chapter 6K)#616.11.1|EPG 616.11.1]]) should be installed as soon thereafter as practical.<br /> <br /> '''Option. '''The light sticks or flares may remain in place if they are being used to supplement the channelizing devices. <br /> <br /> '''Guidance. '''The light sticks, flares, and channelizing devices should be removed after the incident is terminated. <br /> <br /> =={{SpanID|616.15.2}}616.15.2 Major Traffic Incidents (MUTCD Section 6O.02)==<br /> <br /> '''Support. '''Major traffic incidents are typically traffic incidents involving hazardous materials, fatal traffic crashes involving numerous vehicles, and other natural or man-made disasters. These traffic incidents typically involve closing all or part of a roadway facility for a period exceeding 2 hours.<br /> <br /> '''Guidance. '''If the traffic incident is anticipated to last more than 24 hours, applicable procedures and devices set forth in [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616]] should be used.<br /> <br /> '''Support. '''A road closure can be caused by a traffic incident such as a road user crash that blocks the traveled way. Road users are usually diverted through lane shifts or detoured around the traffic incident and back to the original roadway. A combination of traffic engineering and enforcement preparations is needed to determine the detour route, and to install, maintain, or operate, and then to remove the necessary traffic control devices when the detour is terminated. Large trucks are a significant concern in such a detour, especially when detouring them from a controlled-access roadway onto local or arterial streets.<br /> <br /> During traffic incidents, large trucks might need to follow a route separate from that of automobiles because of bridge, weight, clearance, or geometric restrictions. Also, vehicles carrying hazardous material might need to follow a different route from other vehicles.<br /> <br /> Some traffic incidents such as hazardous material spills might require closure of an entire highway. Through road users must have adequate guidance around the traffic incident. Maintaining good public relations is desirable. The cooperation of the news media in publicizing the existence of, and reasons for, traffic incident management areas and their TTC can be of great assistance in keeping road users and the general public well informed.<br /> <br /> =={{SpanID|616.15.3}}616.15.3 Intermediate Traffic Incidents (MUTCD Section 6O.03)==<br /> <br /> '''Support. '''Intermediate traffic incidents typically affect travel lanes for a time period of 30 minutes to 2 hours, and usually require traffic control on the scene to divert road users past the blockage. Full roadway closures might be needed for short periods during traffic incident clearance to allow traffic incident responders to accomplish their tasks.<br /> <br /> =={{SpanID|616.15.4}}616.15.4 Minor Traffic Incidents (MUTCD Section 6O.04)==<br /> <br /> '''Support. '''Minor traffic incidents are typically disabled vehicles and minor crashes that result in lane closures of less than 30 minutes. On-scene responders are typically law enforcement and towing companies, and occasionally highway agency service patrol vehicles.<br /> <br /> Diversion of traffic into other lanes is often not needed or is needed only briefly. It is not generally possible or practical to set up a lane closure with traffic control devices for a minor traffic incident. Traffic control is the responsibility of on-scene responders.<br /> <br /> '''Guidance. '''When a minor traffic incident blocks a travel lane, the vehicles involved in the incident should be moved from the blocked lane to the shoulder as quickly as possible.<br /> <br /> =={{SpanID|616.15.5}}616.15.5 Use of Emergency-Vehicle Lighting (MUTCD Section 6O.05)==<br /> <br /> '''Support. '''The use of emergency-vehicle lighting (such as high-intensity rotating, flashing, oscillating, or strobe lights) is essential, especially in the initial stages of a traffic incident, for the safety of emergency responders and persons involved in the traffic incident, as well as road users approaching the traffic incident. Emergency-vehicle lighting, however, provides warning only and provides no effective traffic control. The use of too many lights at an incident scene can be distracting and can create confusion for approaching road users, especially at night. Road users approaching the traffic incident from the opposite direction on a divided facility are often distracted by emergency-vehicle lighting and slow their vehicles to look at the traffic incident posing a hazard to themselves and others traveling in their direction.<br /> <br /> The use of emergency-vehicle lighting can be reduced if good traffic control has been established at a traffic incident scene. This is especially true for major traffic incidents that might involve a number of emergency vehicles. If good traffic control is established through placement of advance warning signs and traffic control devices to divert or detour traffic, then public safety agencies can perform their tasks on scene with minimal emergency-vehicle lighting.<br /> <br /> '''Guidance. '''Public safety agencies should examine their policies on the use of emergency-vehicle lighting, especially after a traffic incident scene is secured, with the intent of reducing the use of this lighting as much as possible while not endangering those at the scene. Special consideration should be given to reducing or extinguishing forward facing emergency-vehicle lighting, especially on divided roadways, to reduce distractions to oncoming road users.<br /> <br /> Because the glare from floodlights or vehicle headlights can impair the nighttime vision of approaching road users, any floodlights or vehicle headlights that are not needed for illumination, or to provide notice to other road users of an incident response vehicle being in an unexpected location, should be turned off at night.</div>

TaracksA https://epgtest.modot.org/index.php?title=914.1_General_(MUTCD_Chapter_9A)&diff=60003 2025-11-21T18:14:12Z

<p>TaracksA: </p> <hr /> <div>[[Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|914.01]]<br /> <br /> =={{SpanID|914.1.1}}914.1.1 General (MUTCD Section 9A.01)==<br /> <br /> '''Support. '''MoDOT only adopts those portions of the National MUTCD that are relevant to state-maintained highways. MoDOT does not typically install or maintain traffic control devices for shared-use paths or green pavement markings for bicycle facilities. For these reasons, MUTCD content related to these items is not included in the EPG. These devices may be installed and maintained by other agencies with district approval. Practitioners should reference the National MUTCD for provisions related to traffic control devices that are not included in the EPG.<br /> <br /> EPG 914 covers signs and pavement markings specifically related to bicycle operation on roadways, separated bikeways, and shared-use paths. In jurisdictions where small, low-speed, human or electric-powered transportation devices (often referred to as a micromobility device) are allowed to use bicycle facilities, they can be regulated by signs, pavement markings, and other traffic control devices related to bicycle operations. [[:Category:902 Signals (MUTCD Part 4)|EPG 902]] contains information on highway traffic signals and bicycle signal faces. [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616]] contains information on work zones for bicycle facilities and the mitigation of impacts to bicycle travel through work zones.<br /> <br /> Definitions and acronyms pertaining to [[:Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|EPG 914]] are provided in [[:Category:911 General (MUTCD Part 1)|EPG 911]]. <br /> <br /> When operating on a roadway, bicycles are typically defined as vehicles and the operator of a bicycle is given the same rights and duties as an operator of a motor vehicle. Bicyclists are also vulnerable road users who have little to no protection from crash forces.<br /> <br /> Designing bicycle facilities and the traffic control devices on those facilities in a manner that encourages predictable behavior and compliance with traffic laws from all roadway users can improve safety and increase public acceptance of bicyclists from other road users. The misuse of traffic control devices for improperly designed bicycle facilities or non-uniform applications can produce ineffective or counterproductive results. [[:Category:911 General (MUTCD Part 1)|EPG 911]] provides more information on the importance of uniformity of traffic control devices. <br /> <br /> The “Bikeway Selection Guide” (FHWA-SA-18-077), FHWA, provides information on the designs and configuration of bicycle facilities.<br /> <br /> The operation of bicycles is generally allowed on rights-of-way open to motor vehicles, even if the bicycle-specific traffic control devices outlined in [[:Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|EPG 914]] are not present.<br /> <br /> '''Guidance. '''All signs, signals, and markings, including those on bicycle facilities, should be properly maintained to command respect from all road users. When installing signs and markings on bicycle facilities, an agency should be designated to maintain these devices.<br /> <br /> =={{SpanID|914.1.2}}914.1.2 Standardization of Application for Signing (MUTCD Section 9A.02)==<br /> <br /> '''Support. '''The installation of nonstandard signing on bikeways or modifying standard signing in a manner inconsistent with [[903.1 General (MUTCD Chapter 2A)|EPG 903.1]] to draw special attention, educate users or the community, or brand a bicycle facility can contribute to problems with public acceptance and enforcement. <br /> <br /> '''Standard. '''Bicycle signs shall comply with the provisions of the EPG for standard shape, legend, and color.<br /> <br /> All signs installed on bikeways shall be retroreflective, including those on shared-use paths and bicycle lane facilities.<br /> <br /> Where signs serve both bicyclists and other road users, vertical mounting height and lateral placement shall be as provided in EPG [[903.1 General (MUTCD Chapter 2A)#903.1.15|903.1.15]] and [[903.1 General (MUTCD Chapter 2A)#903.1.16|903.1.16]].<br /> <br /> '''Guidance. '''Where used on a shared-use path, no portion of a sign or its support should be placed less than 2 feet laterally from the near edge of the path.<br /> <br /> Mounting height for post-mounted signs on shared-use paths should be a minimum of 4 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the path surface. <br /> <br /> Signs for the exclusive use of bicyclists should be located so that other road users are not confused by them.<br /> <br /> '''Standard. '''If the sign or plaque applies to motorists and bicyclists, then the size shall be as shown for conventional roads in Tables [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)#tab903.2.3|903.2.3]], [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C)#tab903.3.3|903.3.3]], [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D)#tab903.4.3|903.4.3]], and [[913.2 Signs (MUTCD Chapter 8B)#tab913.2.2|913.2.2]], as applicable.<br /> <br /> The minimum sign and plaque sizes for signs specific to bicycle-only facilities and shared-use paths shall be those shown in [[#tab914.1.2|Table 914.1.2]]. These sizes shall be used only for signs and plaques installed specifically for bicyclist applications.<br /> <br /> '''Option. '''Larger sizes of signs and plaques may be used on bicycle facilities when appropriate (see [[903.1 General (MUTCD Chapter 2A)#903.1.7|EPG 903.1.7]]).<br /> <br /> Any diamond-shaped warning sign that is placed such that it is applicable only to bicyclists or pedestrians on shared-use paths or separated bicycle lanes may be 18” x 18”.<br /> <br /> '''Guidance. '''Except for size, the design of signs and plaques for bicycle facilities should be identical to that provided in the EPG for signs and plaques for streets and highways.<br /> <br /> '''Support. '''Uniformity in design of bicycle signs and plaques includes shape, color, symbols, arrows, wording, lettering, and illumination or retroreflectivity.<br /> <br /> {{SpanID|tab914.1.2}}<br /> &lt;center&gt;<br /> {| class=&quot;wikitable&quot; <br /> |-<br /> |+ Table 914.1.2, Bicycle Facility Sign and Plaque Minimum Sizes<br /> ! Sign or Plaque<br /> ! Sign Designation<br /> ! EPG Article<br /> ! Off Roadway (in. x in.)<br /> ! Roadway (in. x in.)<br /> |-<br /> | Stop<br /> | style=&quot;text-align:center&quot; | R1-1<br /> | style=&quot;text-align:center&quot; | [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.1|914.2.1]]<br /> | style=&quot;text-align:center&quot; | 18 x 18<br /> | style=&quot;text-align:center&quot; | -<br /> |-<br /> | Bike Lane<br /> | style=&quot;text-align:center&quot; | R3-17<br /> | style=&quot;text-align:center&quot; | [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.3|914.2.3]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 30 x 24<br /> |-<br /> | Bike Lane Ahead (plaque)<br /> | style=&quot;text-align:center&quot; | R3-17aP<br /> | style=&quot;text-align:center&quot; | [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.3|914.2.3]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 30 x 12<br /> |-<br /> | Bike Lane Ends (plaque)<br /> | style=&quot;text-align:center&quot; | R3-17bP<br /> | style=&quot;text-align:center&quot; | [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.3|914.2.3]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 30 x 12<br /> |-<br /> | Begin Right Turn Lane Yield to Bikes<br /> | style=&quot;text-align:center&quot; | R4-4<br /> | style=&quot;text-align:center&quot; | [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.4|914.2.4]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 36 x 30<br /> |-<br /> | No Motor Vehicles<br /> | style=&quot;text-align:center&quot; | R5-3<br /> | style=&quot;text-align:center&quot; | [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.5|914.2.5]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 24 x 24<br /> |-<br /> | Bicycles Allowed Use of Full Lane<br /> | style=&quot;text-align:center&quot; | R9-20<br /> | style=&quot;text-align:center&quot; | [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.6|914.2.6]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 30 x 30<br /> |-<br /> | Bicycles Use Shoulder Only<br /> | style=&quot;text-align:center&quot; | R9-21<br /> | style=&quot;text-align:center&quot; | [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.7|914.2.7]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 24 x 30<br /> |-<br /> | Push Button for Green<br /> | style=&quot;text-align:center&quot; | R10-4<br /> | style=&quot;text-align:center&quot; | [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.8|914.2.8]]<br /> | style=&quot;text-align:center&quot; | 9 x 12<br /> | style=&quot;text-align:center&quot; | 9 x 12<br /> |-<br /> | Push Button for Warning Lights - Wait for Gap<br /> | style=&quot;text-align:center&quot; | R10-25<br /> | style=&quot;text-align:center&quot; | [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.8|914.2.8]]<br /> | style=&quot;text-align:center&quot; | 9 x 12<br /> | style=&quot;text-align:center&quot; | 9 x 12<br /> |-<br /> | Bicycle Lane Ends<br /> | style=&quot;text-align:center&quot; | W9-5<br /> | style=&quot;text-align:center&quot; | [[914.3 Warning Signs (MUTCD Chapter 9C)#914.3.2|914.3.2]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 30 x 30<br /> |-<br /> | Bicycle Warning<br /> | style=&quot;text-align:center&quot; | W11-1<br /> | style=&quot;text-align:center&quot; | [[914.3 Warning Signs (MUTCD Chapter 9C)#914.3.1|914.3.1]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 36 x 36<br /> |-<br /> | Trail Crossing<br /> | style=&quot;text-align:center&quot; | W11-15<br /> | style=&quot;text-align:center&quot; | [[914.3 Warning Signs (MUTCD Chapter 9C)#914.3.1|914.3.1]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 36 x 36<br /> |-<br /> | In Road (plaque)<br /> | style=&quot;text-align:center&quot; | W16-1P<br /> | style=&quot;text-align:center&quot; | [[914.3 Warning Signs (MUTCD Chapter 9C)#914.3.3|914.3.3]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 24 x 18<br /> |-<br /> | XX Feet (plaque)<br /> | style=&quot;text-align:center&quot; | W16-2P<br /> | style=&quot;text-align:center&quot; | [[914.3 Warning Signs (MUTCD Chapter 9C)#914.3.3|914.3.3]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 18 x 12<br /> |-<br /> | Downward Diagonal Arrow (plaque)<br /> | style=&quot;text-align:center&quot; | W16-7P<br /> | style=&quot;text-align:center&quot; | [[914.3 Warning Signs (MUTCD Chapter 9C)#914.3.3|914.3.3]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 30 x 21<br /> |-<br /> | Ahead (plaque)<br /> | style=&quot;text-align:center&quot; | W16-9P<br /> | style=&quot;text-align:center&quot; | [[914.3 Warning Signs (MUTCD Chapter 9C)#914.3.3|914.3.3]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 30 x 18<br /> |-<br /> | Bike Route<br /> | style=&quot;text-align:center&quot; | D11-1<br /> | style=&quot;text-align:center&quot; | [[914.4 Guide Signs (MUTCD Chapter 9D)#914.4.1|914.4.1]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 24 x 18<br /> |-<br /> | US Bicycle Route<br /> | style=&quot;text-align:center&quot; | M1-9<br /> | style=&quot;text-align:center&quot; | [[914.4 Guide Signs (MUTCD Chapter 9D)#914.4.2|914.4.2]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 18 x 24<br /> |-<br /> | Bicycle Route Arrow (Left/Right)<br /> | style=&quot;text-align:center&quot; | M7-1<br /> | style=&quot;text-align:center&quot; | [[914.4 Guide Signs (MUTCD Chapter 9D)#914.4.4|914.4.4]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 12 x 9<br /> |-<br /> | Bicycle Route Arrow (Straight)<br /> | style=&quot;text-align:center&quot; | M7-2<br /> | style=&quot;text-align:center&quot; | [[914.4 Guide Signs (MUTCD Chapter 9D)#914.4.4|914.4.4]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 12 x 9<br /> |-<br /> | Bicycle Route Arrow Signs (45° Left)<br /> | style=&quot;text-align:center&quot; | M7-4L<br /> | style=&quot;text-align:center&quot; | [[914.4 Guide Signs (MUTCD Chapter 9D)#914.4.4|914.4.4]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 12 x 9<br /> |-<br /> | Bicycle Route Arrow Signs (45° Right)<br /> | style=&quot;text-align:center&quot; | M7-4R<br /> | style=&quot;text-align:center&quot; | [[914.4 Guide Signs (MUTCD Chapter 9D)#914.4.4|914.4.4]]<br /> | style=&quot;text-align:center&quot; | -<br /> | style=&quot;text-align:center&quot; | 12 x 9<br /> |-<br /> | colspan=&quot;5&quot; style=&quot;background-color: #ffffff;&quot; | Notes: &lt;ol&gt;&lt;li&gt;Larger signs may be used when appropriate&lt;/li&gt;&lt;li&gt;Dimensions are shown as width x height&lt;/li&gt;&lt;/ol&gt;<br /> |}<br /> &lt;/center&gt;<br /> <br /> =={{SpanID|914.1.3}}914.1.3 Standardization of Application for Markings (MUTCD Section 9A.03)==<br /> <br /> '''Support. '''Markings indicate the separation of the lanes for road users, assist the bicyclist by indicating assigned travel paths, indicate correct position for traffic control signal actuation, and provide advance information for turning and crossing maneuvers.<br /> <br /> '''Guidance. '''Pavement marking word messages, symbols, and/or arrows should be used in bikeways where appropriate. <br /> <br /> Consideration should be given to selecting pavement marking materials that will minimize loss of traction for bicycles under wet conditions. <br /> <br /> '''Standard. '''Pavement markings on bicycle facilities that must be visible at night or in low-light conditions shall be retroreflective unless the markings are adequately visible under provided lighting. <br /> <br /> The colors, width of lines, patterns of lines, symbols, and arrows used for marking bicycle facilities shall be as defined in [[:Category:620 Pavement Marking (MUTCD Part 3)|EPG 620]].<br /> <br /> '''Support. ''' [[620.7 Colored Pavement (MUTCD Chapter 3H)#620.7.6|EPG 620.7.6]] contains information on green-colored pavement for use with certain traffic control devices for bicycles and bicycle facilities.<br /> <br /> MoDOT does not typically install or maintain green colored pavement for bicycle lanes. <br /> <br /> '''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. <br /> <br /> '''Support. ''' [[914.5 Markings (MUTCD Chapter 9E)#914.5.10|EPG 914.5.10]] contains information on the use of channelizing devices to emphasize the pavement markings for bicycle facilities.<br /> <br /> '''Guidance. '''Raised pavement markers should not be used on bicycle lanes or shared-use paths.<br /> <br /> If used around bicycle facilities, raised pavement markers should not be placed immediately adjacent to the travel path of bicyclists in a bicycle lane or on a shared-use path.<br /> <br /> '''Support. '''Using raised pavement markers creates a collision potential for bicyclists by placing fixed objects immediately adjacent to the travel path of the bicyclist. Raised pavement markers can cause a bicyclist to lose balance and fall, and might not be visible to a bicyclist who is following another bicyclist.</div>

TaracksA https://epgtest.modot.org/index.php?title=914.3_Warning_Signs_(MUTCD_Chapter_9C)&diff=60001 2025-11-21T18:12:54Z

<p>TaracksA: </p> <hr /> <div>[[Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|914.03]]<br /> =={{SpanID|914.3.1}}914.3.1 Bicycle Warning and Trail Crossing Signs (W11-1 and W11-15) (MUTCD Section 9C.04)==<br /> <br /> &lt;center&gt;<br /> {|<br /> | [[File:W11-1.png|thumb|center|150px|alt=|&lt;center&gt;'''W11-1'''&lt;/center&gt;]]<br /> | [[File:W11-15.png|thumb|center|150px|alt=|&lt;center&gt;'''W11-15'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''See [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.44|EPG 903.3.44]] for information regarding W11-1 and W11-15 signs.<br /> <br /> =={{SpanID|914.3.2}}914.3.2 Bicycle Lane Ends Warning Sign (W9-5) (MUTCD Section 9C.07)==<br /> <br /> [[File:W9-5.png|thumb|center|150px|alt=|&lt;center&gt;'''W9-5'''&lt;/center&gt;]]<br /> <br /> '''Support. '''Where a warning sign is appropriate, the Bicycle Lane Ends (W9-5) warning sign is intended to alert road users that a bicycle lane is ending and that bicycles will share or occupy the travel lane after merging.<br /> <br /> '''Option. '''The Bicycle Lane Ends warning sign may be used in advance of the end of a bicycle lane to warn that a bicycle lane will be ending. <br /> <br /> '''Guidance. '''To avoid excessive use of signs, the Bicycle Lane Ends warning sign should not be used where a bicycle lane is dropped on the approach to an intersection and resumes immediately after the intersection.<br /> <br /> '''Option. '''A Bicycles Allowed Use of Full Lane (R9-20) sign (see [[914.2 Regulatory Signs (MUTCD Chapter 9B)#914.2.6|EPG 914.2.6]]) and/or shared-lane markings (see [[914.5 Markings (MUTCD Chapter 9E)#914.5.8|EPG 914.5.8]]) may be installed downstream of the merge area.<br /> <br /> =={{SpanID|914.3.3}}914.3.3 Other Bicycle Warning Signs (MUTCD Section 9C.08)==<br /> <br /> &lt;center&gt;<br /> {|<br /> | [[File:W16-1P.png|thumb|center|100px|alt=|&lt;center&gt;'''W16-1P'''&lt;/center&gt;]]<br /> | [[File:W16-2P.png|thumb|center|100px|alt=|&lt;center&gt;'''W16-2P'''&lt;/center&gt;]]<br /> | [[File:W16-7P.png|thumb|center|100px|alt=|&lt;center&gt;'''W16-7P'''&lt;/center&gt;]]<br /> | [[File:W16-9P.png|thumb|center|100px|alt=|&lt;center&gt;'''W16-9P'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''In situations where there is a need to warn road users to watch for bicycles traveling along the highway, the Bicycle Warning (W11-1) sign may be used with the IN ROAD (W16-1P) plaque.<br /> <br /> '''Guidance. '''If used, other advance bicycle warning signs should be installed at least 50 feet in advance of the beginning of the condition.<br /> <br /> Where temporary traffic control zones are present on bikeways, appropriate signs from [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|EPG 616]] should be used.<br /> <br /> '''Option. '''Other warning signs described in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C)|EPG 903.3]] and [[913.3 Markings (MUTCD Chapter 8C)|EPG 913.3]] may be installed on bicycle facilities as appropriate.</div>

TaracksA https://epgtest.modot.org/index.php?title=Category:912_Traffic_Control_Device_Considerations_for_Automated_Vehicles_(MUTCD_Part_5)&diff=59999 2025-11-21T18:12:36Z

<p>TaracksA: </p> <hr /> <div>&lt;div style=&quot;display: flex; flex-wrap: wrap; gap: 30px;&quot;&gt;<br /> &lt;div class=&quot;toclimit-2&quot; style=&quot;position: static; max-width: 420px;&quot;&gt;<br /> <br /> {|<br /> | __TOC__<br /> |}<br /> <br /> &lt;/div&gt;<br /> &lt;div style=&quot;max-width: 400px;&quot;&gt;<br /> {| class=&quot;wikitable&quot;<br /> |'''MoDOT Automated Vehicle Activities''' &lt;br&gt;MoDOT has several programs and policies to support Automated Vehicle (AV) readiness. These activities include the [[https://www.modot.org/sites/default/files/documents/FR1_MoDOT_CAVPlan_Apr25_ACCESSIBLE.pdf|2025 MoDOT Connected and Automated Vehicle Action Plan]], developed as part of MoDOT’s Transportation Systems Management and Operations (TSMO) program (see [[:Category:909 Transportation Systems Management and Operations (TSMO)#909|EPG 909]] for more information). MoDOT is also a national leader in the deployment of Autonomous Truck-Mounted Attenuators (TMAs). More information on MoDOT’s Autonomous TMA project is available [https://www.modot.org/improve-work-zone-and-system-wide-safety-autonomous-truck-mounted-attenuators here]. Refer to [[:Category:612 Impact Attenuators|EPG 612]] for more information on TMAs in general.<br /> |}<br /> &lt;/div&gt;<br /> &lt;/div&gt;<br /> <br /> <br /> '''Support. ''' MoDOT adopts Part 5 of the MUTCD as Category 912 of the EPG with minimal modifications. <br /> <br /> The information in EPG 912 includes general considerations related to automated vehicles (AVs). This information does not fully describe MoDOT policies and directions. Refer to other categories of the EPG for specific information regarding traffic control devices.<br /> <br /> =={{SpanID|912.1.1}}Scope and Purpose (MUTCD Section 5A.01)==<br /> '''Support. '''The scope of the provisions in this Part are intended for consideration of traffic control devices that are specifically being designed to accommodate automated vehicles capable of performing partial or full real-time operational functions in general traffic on a sustained basis. This Part does not require agencies to use these provisions in their accommodation of automated vehicles on their roadways. Rather, the purpose of these provisions is to provide agencies with general considerations and guidance for traffic control devices that can be more helpful in the accommodation of such vehicles, while at the same time being more beneficial to road users. <br /> <br /> It is important for early implementers of automated vehicles to understand the ramifications of traffic control devices in a mixed fleet environment and to consider the needs of both human and machine-led road users. Partial automation technologies are already commercially available in the vehicle fleet and are operating under current infrastructure conditions. The overall effectiveness of the automation is impacted by the uniformity and consistent application of the highway infrastructure, including traffic control devices.<br /> <br /> This Chapter provides an overview of foundational driving automation system (see definition in [[:Category:912_Traffic Control Device Considerations for Automated Vehicles_(MUTCD_Part_5) #912.1.3|Section 5A.03]]) technology terminology, key principles, considerations for traffic control device selection, and topics for agencies to consider. The MUTCD does not address standardization of digital infrastructure, geometric road design, traffic control device maintenance levels, minimum pavement conditions, or other items that might be important for safe and effective operation of driving automation system technologies.<br /> <br /> =={{SpanID|912.1.2}}Overview of Automated Vehicles and Connected Vehicles (MUTCD Section 5A.02)==<br /> '''Support. '''Driving automation system technology automates some or all aspects of the driving tasks to assist or replace the human driver and can include driver assistance technology generally known as advanced driver assistance systems (ADAS). Automated vehicles (AVs) are vehicles in which at least one element of vehicle control (such as steering, speed control, or braking) occurs without direct human driver input. AVs function by gathering information from a suite of sensors that can include, but are not limited to:<br /> ::A. Cameras,<br /> ::B. Radar,<br /> ::C. Light detection and ranging (LiDAR),<br /> ::D. Ultrasonic, and<br /> ::E. Infrared.<br /> AVs can combine sensor data with other inputs including detailed map data and information from other connected vehicles or infrastructure. AVs might be able to detect and classify objects in their surroundings and might predict how they are likely to behave.<br /> <br /> Connected vehicle technology enables cars, buses, trucks, trains, roads, and roadside infrastructure, as well as other devices such as cellular telephones, to communicate with one another. Connected vehicle technology enabling vehicles to communicate with each other is known as vehicle-to-vehicle (V2V). Connected vehicle technology enabling vehicles to communicate with infrastructure is known as vehicle-to-infrastructure (V2I). Connected vehicle technology enables equipped vehicles on the road to be aware of the location and status of other nearby equipped vehicles or devices. Road users could receive notifications and alerts of dangerous situations, such as a vehicle that is about to run a red traffic signal as it nears an intersection, or an oncoming car, that is out of sight beyond a curve swerving into the opposing lane to avoid an object on the road.<br /> <br /> =={{SpanID|912.1.3}}Definitions and Terms (MUTCD Section 5A.03)==<br /> '''Support. '''The definitions and terms shown in Items A through G below, which are found in the Society of Automotive Engineers standard SAE J3016 and other sources, are used extensively in automated vehicle technology. Their definitions, which are summarized below for reference and for use with the provisions of this Manual, are as follows:<br /> ::A. Advanced Driver Assistance Systems (ADAS) – Electronic systems that aid a vehicle driver with one or more driving tasks while driving. They are intended to increase the safe operation of a vehicle and include applications such as automatic braking, lane keeping assistance, adaptive cruise control, and others.<br /> ::B. Automated Driving System (ADS) – The hardware and software that are collectively capable of performing the entire Dynamic Driving Task (DDT) on a sustained basis, regardless of whether it is limited to a specific Operational Design Domain (ODD); this term is used specifically to describe a Level 3, 4, or 5 driving automation system.<br /> ::C. Automation Levels – The levels of automation that are described in Table 5A-1.<br /> ::D. Cooperative Automation – Technology that enables communication with other vehicles and the infrastructure to coordinate automated vehicle operation. <br /> ::E. Driving Automation System – The hardware and software that are collectively capable of performing part or all of the DDT on a sustained basis; this term is used generically to describe any system capable of Levels 1 through 5 driving automation.<br /> ::F. Dynamic Driving Task (DDT) – All of the real-time operational and tactical functions required to operate a vehicle in on-road traffic, excluding the strategic functions such as trip scheduling and selection of destinations and waypoints.<br /> ::G. Operational Design Domain (ODD) – Operating conditions under which a given driving automation system or feature thereof is specifically designed to function, including, but not limited to, environmental, geographical, and time-of-day restrictions, and/or the requisite presence or absence of certain traffic or roadway characteristics.<br /> <br /> {| class=&quot;wikitable&quot;<br /> |+ Table 5A-1. Automation Levels<br /> |-<br /> !Automation &lt;br/&gt;Level !! Description !! Automation &lt;br/&gt;Category !! Automation &lt;br/&gt;Type<br /> |-<br /> |Level 0 || The full-time performance by the human driver of all aspects of the Dynamic Driving Task, even when enhanced by warning or momentary intervention systems. || None* || None<br /> |-<br /> | Level 1 || The driving mode specific execution by a sustained driver assistance system of either steering or acceleration/deceleration using information about the driving environment and with the expectation that the human driver performs all remaining aspects of the Dynamic Driving Task. || rowspan=&quot;2&quot;|Advanced &lt;br/&gt;Driver &lt;br/&gt; Assistance &lt;br/&gt;Systems (ADAS) || rowspan=&quot;5&quot;| Driving &lt;br/&gt;Automation &lt;br/&gt;System<br /> |-<br /> |Level 2 || The driving mode specific execution by one or more sustained driver assistance systems of both steering and acceleration/deceleration using information about the driving environment and with the expectation that the human driver performs all remaining aspects of the Dynamic Driving Task.<br /> |-<br /> |Level 3 || The driving mode specific sustained performance by an ADS of all aspects of the Dynamic Driving Task within a given ODD with the expectation that the human driver will respond appropriately to a request to intervene. || rowspan=&quot;3&quot; | Automated &lt;br/&gt; Driving &lt;br/&gt;Systems (ADS) <br /> |-<br /> | Level 4 || The driving mode specific sustained performance by an ADS of all aspects of the Dynamic Driving Task, even if a human driver does not respond appropriately to a request to intervene.<br /> |-<br /> | Level 5 || The full-time sustained performance by an ADS of all aspects of the Dynamic Driving Task under all roadway and environmental conditions that can be managed by a human driver.<br /> |-<br /> | style=&quot;background-color: #ffffff&quot; colspan=&quot;4&quot; | *'''NOTE:''' Level 0 might include some ADAS features, but they are considered to be warning or momentary intervention systems at this level.<br /> |}<br /> <br /> =={{SpanID|912.1.4}}Traffic Control Device Design and Use Considerations (MUTCD Section 5A.04)==<br /> '''Support. '''The interaction of traffic control devices with driving automation systems can create many challenges for agencies in determining traffic control device selection and application. The lack of tolerance of driving automation systems for non-uniformity in traffic control device design and application is a limiting factor of current driving automation system sophistication. This is because driving automation systems have a limited ability to interpolate across gaps in traffic control device cues to the vehicle in the following types of situations:<br /> ::A. The driving automation system technology’s ability to adapt to existing traffic control device design and typical quality, such as the refresh rates of electronic changeable message sign displays or the overall quality of a device that has been in service on the roadway for many years; <br /> ::B. The color perception of signs;<br /> ::C. The electronically perceptible conspicuity and contrast of markings in different environments and lighting conditions;<br /> ::D. The driving automation system camera technology and device photometric characteristics in interpreting various types of traffic signals;<br /> ::E. The ability to discern and comprehend temporary traffic control devices and their varying applications, such as active electronic display devices or flaggers; and<br /> ::F. The ability to decipher traffic control at highway-rail or highway-LRT grade crossings, especially at passive grade crossings. <br /> These and other challenges might limit the functionality of driving automation systems, thus making them less effective or functional, with potential implications for safety and traffic operations. The uniform design and consistent application of standardized traffic control devices supports the functionality of driving automation system technology in many situations. Similarly, good traffic control device maintenance practices and programs will help improve the potential for driving automation systems to operate properly in many roadway environments. <br /> <br /> '''Guidance. '''Agencies should adopt traffic control device maintenance policies and or practices with consideration to both the human driver and driving automation system technology needs (see [[:Category:911_General_(MUTCD_Part_1) #911.4.10|EPG 911 (MUTCD Section 1D.10)]], [[903.1 General (MUTCD Chapter 2A) #903.1.19|EPG 903.1.19]], [[620.1 General (MUTCD Chapter 3A) #620.1.5| EPG 620.1.5]] and [[902.1 General (MUTCD Chapter 4A) #902.1.10| EPG 902.1.10]]). <br /> Engineering judgment (see [[:Category:911_General_(MUTCD_Part_1) #911.4.3|EPG 911 (MUTCD Section 1D.03]]) used to determine traffic control device selection and placement should consider uniformity in application and location needed to support both the human driver and driving automation system technology. <br /> <br /> '''Support. '''A systematic approach to traffic control device selection, application, and maintenance taking into consideration certain fundamental principles, will help agencies considering the inclusion of AVs on their roadways. Generally, improvements to traffic control device uniformity and improved maintenance policies and practices that keep traffic control devices in good working order with high levels of conspicuity that are beneficial to the human driver will be beneficial to AVs as well. <br /> <br /> '''Guidance. '''Agencies should apply the following fundamental principles and considerations as they evaluate traffic control devices and other maintenance practices to support driving automation system technologies during maintenance and infrastructure improvements: <br /> ::A. Applying uniform and consistent traffic control devices on each type of roadway, and applying a similar approach to traffic control at similar locations in similar situations. <br /> ::B. Establishing maintenance policies that incorporate effective practices to identify and then fix or replace in a timely manner any traffic control device that is reaching the end of its useful life, or that is damaged or otherwise no longer serviceable. <br /> ::C. Making sure that temporary or emergency traffic control, to the extent practicable, is planned in advance using devices that comply with the provisions of this Manual and that follow policies designed to provide uniformity throughout the site and across jurisdictions.<br /> ::D. Removing extraneous devices that are no longer necessary or that provide limited benefit to vehicle operation or navigation.<br /> <br /> =={{SpanID|912.2.1}}Signs (MUTCD Section 5B.01)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed specific policies for signing to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:903 Highway Signing (MUTCD Part 2)| EPG 903]] Highway Signing for information related to signs.<br /> <br /> Driving automation systems use sensors, algorithms, and processing to locate, read, and comprehend traffic signs and assist the human driver or AV in appropriately making vehicle operational decisions. Location, condition, uniformity, design characteristics, and consistent application all affect the ability of driving automation systems to perform these functions. <br /> <br /> '''Standard. '''When scanning graphics (see [[903.1 General (MUTCD Chapter 2A) #903.1.4|EPG 903.1.4]]) of any type are used on a sign for support of driving automation systems, the scanning graphics shall not be visible to the human eye and the sign shall have no apparent loss of resolution or recognition for the road user.<br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation systems to support AVs, while also potentially benefitting human drivers, should consider:<br /> ::A. Clearly associating the sign location and application with the displayed message to the specific lane or road to which it applies, such as in the case of parallel roads or lanes with different speed limits or restrictions.<br /> ::B. The practice of sign and information spreading (see [[903.1 General (MUTCD Chapter 2A) #903.1.20|EPG 903.1.20]]) to limit the amount of information displayed in one location or on one sign to minimize sign clutter. <br /> ::C. Signs with designs that are otherwise not provided for in this Manual or the MUTCD “Standard Highway Signs” publication (see [[:Category:911_General_(MUTCD_Part_1) #911.1.5|EPG 911 (MUTCD Section 1A.05)]]) are designed based on the standardized sign design practices and features as provided for in this Manual for the type of sign, the location, and the characteristics of the roadway on which it is used. <br /> ::D. The refresh rate of LEDs in the illuminated portion of electronic-display signs to provide for greater consistency in driving automation system detection.<br /> <br /> =={{SpanID|912.2.2}}Markings (MUTCD Section 5B.02)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed policies for markings to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:620 Pavement Marking | EPG 620]] Pavement Marking for specific information related to markings.<br /> <br /> Driving automation systems use sensors, algorithms, and processing to locate, read, and comprehend pavement markings. Location, condition, uniformity, design characteristics, and consistent application all have some effect on the ability of driving automation systems to perform this function. Certain pavement marking applications and practices have been shown through research to better support driving automation system technology, while also benefitting, or at least not detracting from, the performance of the human operator. <br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation system to support AVs, while also potentially benefitting human drivers, should consider: <br /> ::A. Normal width longitudinal lines of at least 6 inches in width (see [[620.1 General (MUTCD Chapter 3A) #620.1.4|EPG 620.1.4]]).<br /> ::B. Edge lines of at least 6 inches in width (see [[620.1 General (MUTCD Chapter 3A) #620.1.4|EPG 620.1.4]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.10|620.2.10]]).<br /> ::C. Dotted edge line extensions along all entrance and exit ramps, all auxiliary lanes, and all tapers where a deceleration or auxiliary lane is added (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.13| EPG 620.2.13]]). <br /> ::D. Chevron markings in the neutral areas of exit gores to distinguish them from travel lanes (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.24|EPG 620.2.24]]).<br /> ::E. In-laid pavement markers only as a supplement to, rather than as a substitute for, pavement markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.16|EPG 620.2.16]]).<br /> ::F. Uniform contrast markings on light-colored pavements to create greater contrast.<br /> ::G. Broken lines with uniform marking and gap length (see [[620.1 General (MUTCD Chapter 3A) #620.1.4|EPG 620.1.4]]).<br /> <br /> =={{SpanID|912.2.3}}Highway Traffic Signals (MUTCD Section 5B.03)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed policies for traffic signals to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:902 Signals | EPG 902]] for specific information related to traffic signals.<br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation systems to support AVs, while also potentially benefitting human drivers, should consider: <br /> ::A. Consistent signal face placement along corridors with respect to overhead mounting versus post mounting on the side of the roadway.<br /> ::B. Consistent number of signal faces for approach lanes and the selection of signal indications and signal clusters along a corridor to promote uniform displays for identical or similar situations. <br /> ::C. The refresh rate of LED traffic signals to provide for greater consistency in driving automation system detection. <br /> ::D. Providing signal faces with backplates (see [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #902.4.6| EPG 902.4.6]]) having retroreflective borders to enhance signal face conspicuity and detection by driving automation system sensors.<br /> ::E. Using FLASHING YELLOW ARROW signal indications for permissive turns.<br /> <br /> '''Support. '''Signal faces that display a CIRCULAR GREEN indication and that are located over or directly in line with a mandatory turn lane can be less effective for driving automation systems to recognize as a traffic signal face controlling permissive turning movements.<br /> <br /> Achieving uniformity along a corridor is desirable for driving automation systems, but can be challenging. Multiple options are available for traffic signal displays to allow design variations based on specific intersection variables such as available overhead clearance, utility conflicts, signal support design constraints, and other factors. V2I capabilities can complement driving automation system recognition of traffic signals to provide redundancy, and to improve reliability and accuracy.<br /> <br /> =={{SpanID|912.2.4}}Temporary Traffic Control (MUTCD Section 5B.04)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed policies for temporary traffic control to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:616 Temporary Traffic Control (MUTCD Part 6)| EPG 616]] for specific information related to temporary traffic control.<br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation systems to support AVs, while also potentially benefitting human drivers, in and through temporary traffic control (TTC) zones should consider:<br /> ::A. Consistent type, spacing, and mounting height of signs (see Sections 6B.04 and 6F.02 [[--| [EPG 616.2.XX and 616.X.XX]]]). <br /> ::B. Use of the END ROAD WORK (G20-2) sign to establish the end of the TTC zone (see [[616.8 TTC Zone Warning Signs (MUTCD Chapter 6H) #616.8 | EPG 616.8.34]]).<br /> ::C. Wider retroreflective material on, or reduced spacing of, channelizing devices to better accommodate driving automation system sensors in nighttime and adverse weather conditions (see [[616.11 TTC Zone Channelizing Devices (MUTCD Chapter 6K) #616.11| EPG 616.11]]). <br /> ::D. Continuous markings at the beginning of TTC zones and in lane transitions.<br /> ::E. Temporary raised pavement markers only as a supplement to, rather than as a substitute for, pavement markings. <br /> ::F. Removal or obliteration of pavement markings that are no longer applicable as soon as practicable, for long-term stationary operations in the temporary traveled way (see [[616.10 TTC Zone Pavement Markings (MUTCD Chapter 6J) #616.10.1| EPG 616.10.1]]).<br /> <br /> '''Support. '''Pavement markings that are not fully removed and pavement scarring are of particular concern as there can be misinterpretation by driving automation systems that can result in erroneous vehicle positioning in TTC zones.<br /> <br /> V2I communications can complement driving automation systems recognition in TTC zones by communicating the presence of a TTC zone to vehicles.<br /> <br /> [[616.10 TTC Zone Pavement Markings (MUTCD Chapter 6J) #616.10.1|EPG 616.10.1]] describes the use of pavement markings in TTC zones and the removal or obliteration of existing pavement markings.<br /> <br /> [[616.10 TTC Zone Pavement Markings (MUTCD Chapter 6J) #616.10.2| EPG 616.10.2]] describes the use of temporary pavement markings in TTC zones.<br /> <br /> =={{SpanID|912.2.5}}Traffic Control for Highway-Rail and Highway-Light Rail Transit Grade Crossings (MUTCD Section 5B.05)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed policies for highway-rail grade crossings to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8) | EPG 913]] for specific information related to highway-rail grade crossings.<br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation systems to support AVs, while also potentially benefitting human drivers, at grade crossings should consider:<br /> ::A. Consistent placement of signs and markings for passive and active grade crossings along a corridor to promote uniformity and to improve the ability of driving automation system technology to recognize grade crossings.<br /> ::B. Removal of signs and pavement markings associated with grade crossings that are out of service (see [[913.1 General (MUTCD Chapter 8A) #913.1|EPG 913.1.9]]). <br /> <br /> '''Support. '''V2I communications can complement driving automation system recognition of grade crossings to improve reliability and accuracy, and to relay information on the arrival or presence of a train or LRT vehicle at a grade crossing.<br /> <br /> =={{SpanID|912.2.6}}Traffic Control for Bicycle Facilities (MUTCD Section 5B.06)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed policies for bicycle facilities to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9) #914| EPG 914]] for specific information related to bicycle facilities.<br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation systems to support AVs, while also potentially benefitting human road users, should consider: <br /> ::A. Use of an END (R3-9dP) plaque with a BIKE LANE (R3-17) sign to indicate the end of a bicycle lane that is merging with other traffic (see [[914.2 Regulatory Signs (MUTCD Chapter 9B) #914.2.3|EPG 914.2.3]]).<br /> ::B. Use of Bicycle Lane Ends (W9-5) and Bicycle Merging (W9-5a) warning signs in advance of the end of a bicycle lane and where a merging maneuver might occur (see [[914.3 Warning Signs (MUTCD Chapter 9C) #914.3.2| EPG 914.3.2]]).<br /> <br /> '''Support. '''Bicycle facilities that are physically separated from motor vehicle traffic using vertical objects or vertical separation can facilitate detection from driving automation system sensors (see [[914.5 Markings (MUTCD Chapter 9E) #914.5.7| EPG 914.5.7]]).</div>

TaracksA https://epgtest.modot.org/index.php?title=903.6_Warning_Signs&diff=59996 2025-11-21T18:09:33Z

<p>TaracksA: </p> <hr /> <div>{| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W1-1.gif|left|150px]]<br /> ||[[image:W1-8.gif|left|125px]]<br /> ||[[image:W1-13.gif|left|150px]]<br /> |}<br /> <br /> ==903.6.1 Function of Warning Signs ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.01)==<br /> <br /> '''Support.''' Warning signs call attention to unexpected conditions on or adjacent to a highway, street or private road open to public travel and to situations that might not be readily apparent to road users. Warning signs alert road users to conditions that might call for a reduction of speed or an action in the interest of safety and efficient traffic operations.<br /> <br /> ==903.6.2 Application of Warning Signs ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.02)==<br /> <br /> '''Standard.''' The use of warning signs shall be based on an engineering study or on engineering judgment.<br /> <br /> '''Guidance.''' The use of warning signs should be kept to a minimum as the unnecessary use of warning signs tends to increase disrespect for all signs. In situations where the condition or activity is seasonal or temporary, the warning sign should be removed or covered when the condition or activity does not exist.<br /> <br /> '''Option.''' Consistent with the provisions of the EPG, [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 Changeable Message signs] may be used to display a warning message. Consistent with the provisions of [[903.2 Extent of Signing#903.2.17 Enhanced Conspicuity for Standard Signs (MUTCD Section 2A.15)|EPG 903.2.17, a Warning Beacon]] may be used in combination with a standard warning sign.<br /> <br /> '''Support.''' The categories of Warning signs are shown in Table 903.6.2. Warning signs provided in [[:Category:903 Highway Signing (MUTCD Part 2)|EPG 903]] cover most of the conditions that are likely to be encountered. Additional warning signs for temporary traffic control zones, school areas, grade crossings, and bicycle facilities are discussed in [[903.18 Signing for School Areas|EPG 903.18 Signing for School Areas]], [[903.20 Signing for Rail and Light Rail Transit Grade Crossings|EPG 903.20 Signing for Rail and Light Rail Transit Grade Crossings]], and [[903.21 Signing for Bicycle Facilities|EPG 903.21 Signing for Bicycle Facilities]].<br /> <br /> '''Option.''' Word message warning signs other than those specified in this article may be developed and installed.<br /> <br /> ===&lt;center&gt;Table 903.6.2 Categories of Warning Signs and Plaques&lt;/center&gt;=== <br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot; |Category!! style=&quot;background:#BEBEBE&quot; |Group !! style=&quot;background:#BEBEBE&quot; |EPG Article !! style=&quot;background:#BEBEBE&quot; |Signs or Plaques!! style=&quot;background:#BEBEBE&quot;|Sign Numbers<br /> |-<br /> !rowspan=&quot;19&quot;|Roadway Related<br /> |rowspan=&quot;8&quot;|Changes in Horizontal Alignment||[[#903.6.7 Horizontal Alignment Signs (W1-1 through W1-5, W1-11, W1-15, W24-1L, W24-1cP) (MUTCD Section 2C.07)|903.6.7]]||Turn, Curve, Reverse Turn, Reverse Curve, Winding Road, Hairpin Curve||W1-1, 2, 3, 4, 5, 11, 15<br /> |-<br /> | [[#903.6.46 Advisory Speed Supplemental Plaque (W13-1P) (MUTCD Section 2C.08)|903.6.46]]||Advisory Speed|| W13-1P<br /> |-<br /> |[[#903.6.11 Chevron Alignment Sign (W1-8) (MUTCD Section 2C.09)|903.6.11]] || Chevron Alignment|| W1-8<br /> |-<br /> |[[#903.6.8 Combination Horizontal Alignment/Advisory Speed Sign (W1-1a, W1-2a) (MUTCD Section 2C.10)|903.6.8]] ||Combination Horizontal Alignment/Advisory Speed ||W1-1a, 2a<br /> |-<br /> |[[#903.6.9 Combination Horizontal Alignment/Intersection Signs (W1-10 Series) (MUTCD Section 2C.11)|903.6.9]] ||Combination Horizontal Alignment/Intersection ||W1-10, 10a, 10b, 10c, 10d<br /> |-<br /> |[[#903.6.10 One-Direction Large Arrow Sign (W1-6) (MUTCD Section 2C.12)|903.6.10]] ||Large Arrow (one direction) ||W1-6<br /> |-<br /> |[[#903.6.12 Truck Rollover Warning Sign (W1-13) (MUTCD Section 2C.13)|903.6.12]] ||Truck Rollover ||W1-13<br /> |-<br /> |[[#903.6.36 Advisory Exit and Ramp Speed Signs (W13-2 and W13-3) (MUTCD Section 2C.14)|903.6.36]] ||Advisory Exit or Ramp Speed ||W13-2, 3<br /> |-<br /> |Vertical Alignment ||[[#903.6.13 Hill Signs (W7-1) (MUTCD Section 2C.16)|903.6.13]] ||Hill|| W7-1, 1a, 2P, 2bP, 3P, 3aP, 3bP<br /> |-<br /> |rowspan=&quot;5&quot;|Cross-Section||[[#903.6.15 ROAD NARROWS Sign (W5-1) (MUTCD Section 2C.19)|903.6.15]] ||Road Narrows ||W5-1<br /> |-<br /> |[[#903.6.16 NARROW BRIDGE Sign (W5-2) (MUTCD Section 2C.20)|903.6.16]], [[#903.6.17 ONE LANE BRIDGE Sign (W5-3) (MUTCD Section 2C.21)|903.6.17]] ||Narrow Bridge, One Lane Bridge ||W5-2, 3<br /> |-<br /> |[[#903.6.18 Divided Highway Sign (W6-1) (MUTCD Section 2C.22)|903.6.18]] - [[#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||Divided Highway, Divided Highway Ends, Double Arrow|| W6-1, 2; W12-1<br /> |-<br /> |[[#903.6.21 DEAD END, NO OUTLET, and ROAD ENDS Signs (W14-1, W14-2, W14-13) (MUTCD Section 2C.26) |903.6.21]] ||Dead End, No Outlet ||W14-1, 1a, 2, 2a<br /> |-<br /> |[[#903.6.22 Low Clearance Sign (W12-2 and W12-2a) (MUTCD Section 2C.27)|903.6.22]] ||Low Clearance ||W12-2, 2a<br /> |-<br /> |rowspan=&quot;4&quot;|Roadway Surface Condition|| [[#903.6.23 BUMP and DIP Signs (W8-1, W8-2) (MUTCD Section 2C.28)|903.6.23]] ||Bump, Dip ||W8-1, 2<br /> |-<br /> | [[#903.6.24 PAVEMENT ENDS Sign (W8-3) (MUTCD Section 2C.30)|903.6.24]] ||Pavement Ends ||W8-3<br /> |-<br /> | [[#903.6.25 SOFT SHOULDER Sign (W8-4) (MUTCD Section 2C.31)|903.6.25]] ||Soft Shoulder ||W8-4<br /> |-<br /> |[[#903.6.26 Slippery When Wet Sign (W8-5) (MUTCD Section 2C.32)|903.6.26]], [[#903.6.27 FALLEN ROCKS Sign (W8-14) (MUTCD Section 2C.32)|903.6.27]] ||Slippery When Wet, Fallen Rocks ||W8-5, 20<br /> |-<br /> |Weather || [[#903.6.52 IMPASSABLE DURING HIGH WATER Sign (W8-18, W8-19a, W8-34, W8-35) (MUTCD Section 2C.35)|903.6.52]] ||Road May Flood, Flood Gauge, Gusty Winds Area, Fog Area||W8-18, 19, 21, 22<br /> |-<br /> !rowspan=&quot;7&quot;|Traffic Related <br /> ||Advance Traffic Control||[[#903.6.28 Advance Traffic Control Signs (W3-1, W3-2, W3-3, W3-4) (MUTCD Section 2C.36)|903.6.28]] - [[#903.6.30 Reduced Speed Limit Ahead Signs (W3-5) (MUTCD Section 2C.38)|903.6.30]] ||Stop Ahead, Yield Ahead, Signal Ahead, Be Prepared To Stop, Speed Reduction, Ramp Meter Ahead|| W3-1, <br /> 2, 3, 4, 5, 5a, 6, 7, 8<br /> |-<br /> |Traffic Flow || [[#903.6.31 Merge Signs (W4-1, W4-5) (MUTCD Section 2C.40)|903.6.31]] - [[#903.6.36 Advisory Exit and Ramp Speed Signs (W13-2 and W13-3) (MUTCD Section 2C.14)|903.6.36]] ||Merge, No Merge Area, Lane Ends, Added Lane, Two-Way Traffic, Right Lane Exit Only Ahead, No Passing Zone, Advisory Exit and Ramp Speed ||W4-1, 2, 3, 5, 5P, 6; W6-3;W9-1, 2, 7; W14-3<br /> |-<br /> |rowspan=&quot;3&quot;|Intersections || [[#903.6.37 Intersection Warning Signs (W2-1 through W2-8) (MUTCD Section 2C.46)|903.6.37]] ||Crossroad, Side Road, T, Y, Circular Intersection, Side Roads|| W2-1, 2, 3, 4, 5, 6, 7, 8; W16-12P, 17P<br /> |-<br /> | [[#903.6.38 Two-Direction Large Arrow Sign (W1-7) (MUTCD Section 2C.47)|903.6.38]] ||Large Arrow (two direction) ||W1-7<br /> |-<br /> | [[#903.6.39 Traffic Signal Signs (W25-1, W25-2) (MUTCD Section 2C.48)|903.6.39]] ||Oncoming Extended Green ||W25-1, 2<br /> |-<br /> |Vehicular Traffic|| [[#903.6.40 Vehicular Traffic Warning Signs (W11-1, W11-1b, W11-5, W11-8, W11-10, W11-12P, W11-14) (MUTCD Section 2C.49)|903.6.40]] ||Truck, Emergency Vehicle, Tractor, Bicycle, Golf Cart, Horse-Drawn Vehicle, Trail Crossing ||W8-6; W11-1, 5, 5a, 8, 10, 11, 12P, 14, 15, 15P, 15a; W16-13P<br /> |-<br /> |Non-Vehicular|| [[#903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P) (MUTCD Section 2C.50)|903.6.41]] ||Pedestrian, Deer, Cattle, Snowmobile, Equestrian, Wheelchair, Large Animals ||W11-2, 3, 4, 6, 7, 9, 16, 17, 18, 19, 20, 21, 22; W16-13P<br /> |-<br /> !rowspan=&quot;7&quot;|Other Supplemental Plaques<br /> ||Location|| [[#903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P) (MUTCD Section 2C.50)|903.6.41]] ||Downward Diagonal Arrow, Ahead|| W16-7P, 9P<br /> |-<br /> |Distance|| [[#903.6.45 Distance Supplemental Plaques (W16-2 Series, W16-3 Series, W16-4P, W7-3aP) (MUTCD Section 2C.55)|903.6.45]] ||XX Feet, XX Miles, Next XX Feet, Next XX Miles|| W7-3aP; W16-2P, 2aP, 3P, 3aP, 4P<br /> |-<br /> |Arrow || [[#903.6.47 Supplemental Arrow Plaque (W16-5P, W16-6P) (MUTCD Section 2C.56)|903.6.47]] ||Advance Arrow, Directional Arrow ||W16-5P, 6P<br /> |-<br /> |Street Name Plaque || [[#903.6.48 Advance Street Name Supplemental Plaque (W16-8P, W16-8aP) (MUTCD Section 2C.58)|903.6.48]] ||Advance Street Name ||W16-8P, 8aP<br /> |-<br /> |Intersection|| [[#903.6.49 CROSS TRAFFIC DOES NOT STOP Plaque (W4-4P) (MUTCD Section 2C.59)|903.6.49]] ||Cross Traffic Does Not Stop ||W4-4P, 4aP, 4bP<br /> |-<br /> |Share The Road|| [[#903.6.50 SHARE THE ROAD Supplemental Plaque (W16-1P) (MUTCD Section 2C.60)|903.6.50]] ||Share The Road ||W16-1P<br /> |-<br /> |Photo Enforced|| [[#903.6.51 PHOTO ENFORCED Plaque (W16-10aP) (MUTCD Section 2C.61)|903.6.51]] ||Photo Enforced ||W16-10P, 10aP<br /> |}<br /> <br /> ==903.6.3 Design of Warning Signs ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.03)==<br /> <br /> '''Standard.''' Except as provided below or unless specifically designated otherwise, all warning signs shall be diamond-shaped (square with one diagonal vertical) with a black legend and border on a fluorescent yellow background. Warning signs shall be designed in accordance with the sizes, shapes, colors and legends contained in the [https://mutcd.fhwa.dot.gov/ser-shs_millennium.htm ''Standard Highway Signs and Markings''] book. <br /> <br /> '''Option.''' A warning sign that is larger than the size shown in the Oversized column in Table 903.6.3 for that particular sign may be diamond-shaped or may be rectangular or square in shape. Warning signs regarding conditions associated with pedestrians, bicyclists and playgrounds may have a black legend and border on a fluorescent yellow background. <br /> <br /> '''Standard.''' Warning signs regarding conditions associated with school buses and schools and their related supplemental plaques shall have a black legend and border on a fluorescent yellow-green background (see [[903.18 Signing for School Areas#903.18.9 School Zone Sign (S1-1) and Plaques (S4-3P) and END SCHOOL ZONE Sign (S5-2) (MUTCD Section 7B.09)|EPG 903.18.9]]).<br /> <br /> ====&lt;center&gt;Table 903.6.3 Warning Sign and Plaque Sizes&lt;/center&gt;====<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot; ROWSPAN=&quot;2&quot;|Sign or Plaque!! style=&quot;background:#BEBEBE&quot; ROWSPAN=&quot;2&quot;|Sign Designation !! style=&quot;background:#BEBEBE&quot; ROWSPAN=&quot;2&quot;|EPG Article !! style=&quot;background:#BEBEBE&quot; colspan=&quot;3&quot;|Conventional Road (in. x in.)!! style=&quot;background:#BEBEBE&quot;|Freeway/Expressway (in. x in.)<br /> |-<br /> ! style=&quot;background:#BEBEBE&quot;|Single Lane !! style=&quot;background:#BEBEBE&quot;|Multi-Lane !! style=&quot;background:#BEBEBE&quot;| Oversized !! style=&quot;background:#BEBEBE&quot;|Mainline &amp; Ramps<br /> |-<br /> ! Turn<br /> ||W1-1 ||[[#903.6.7 Horizontal Alignment Signs (W1-1 through W1-5, W1-11, W1-15, W24-1L, W24-1cP) (MUTCD Section 2C.07) |903.6.7]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Curve<br /> ||W1-2 ||[[#903.6.7 Horizontal Alignment Signs (W1-1 through W1-5, W1-11, W1-15, W24-1L, W24-1cP) (MUTCD Section 2C.07) |903.6.7]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Reverse Turn <br /> ||W1-3 ||[[#903.6.7 Horizontal Alignment Signs (W1-1 through W1-5, W1-11, W1-15, W24-1L, W24-1cP) (MUTCD Section 2C.07) |903.6.7]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Reverse Curve <br /> ||W1-4 ||[[#903.6.7 Horizontal Alignment Signs (W1-1 through W1-5, W1-11, W1-15, W24-1L, W24-1cP) (MUTCD Section 2C.07) |903.6.7]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Winding Road<br /> ||W1-5 ||[[#903.6.7 Horizontal Alignment Signs (W1-1 through W1-5, W1-11, W1-15, W24-1L, W24-1cP) (MUTCD Section 2C.07) |903.6.7]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Hairpin Curve <br /> ||W1-11 ||[[#903.6.7 Horizontal Alignment Signs (W1-1 through W1-5, W1-11, W1-15, W24-1L, W24-1cP) (MUTCD Section 2C.07) |903.6.7]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !270° Curve<br /> ||W1-15 ||[[#903.6.7 Horizontal Alignment Signs (W1-1 through W1-5, W1-11, W1-15, W24-1L, W24-1cP) (MUTCD Section 2C.07) |903.6.7]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Double Reverse Curve Left<br /> ||W24-1L|| [[#903.6.7 Horizontal Alignment Signs (W1-1 through W1-5, W1-11, W1-15, W24-1L, W24-1cP) (MUTCD Section 2C.07)|903.6.7]] || 36 X 36 || 36 X 36 || 48 X 48 ||48 X 48<br /> |-<br /> !ALL LANES<br /> ||W24-1cP || [[#903.6.7 Horizontal Alignment Signs (W1-1 through W1-5, W1-11, W1-15, W24-1L, W24-1cP) (MUTCD Section 2C.07)|903.6.7]]|| - || 24 X 18 || 36 X 24 || 36 X 24<br /> |-<br /> !Combination Turn/Advisory Speed<br /> ||W1-1a ||[[#903.6.8 Combination Horizontal Alignment/Advisory Speed Sign (W1-1a, W1-2a) (MUTCD Section 2C.10)|903.6.8]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Combination Curve/Advisory Speed <br /> ||W1-2a ||[[#903.6.8 Combination Horizontal Alignment/Advisory Speed Sign (W1-1a, W1-2a) (MUTCD Section 2C.10)|903.6.8]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Combination Horizontal Alignment/Intersection <br /> ||W1-10 ||[[#903.6.9 Combination Horizontal Alignment/Intersection Signs (W1-10 Series) (MUTCD Section 2C.11)|903.6.9]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !One-Direction Large Arrow <br /> ||W1-6 ||[[#903.6.10 One-Direction Large Arrow Sign (W1-6) (MUTCD Section 2C.12)|903.6.10]] ||48 X 24||48 X 24||72 X 36|| 72 X 36<br /> |-<br /> !Chevron<br /> ||W1-8 ||[[#903.6.11 Chevron Alignment Sign (W1-8) (MUTCD Section 2C.09)|903.6.11]] ||18 X 24||18 X 24||30 X 36|| 30 X 36<br /> |-<br /> !Truck Rollover <br /> ||W1-13 ||[[#903.6.12 Truck Rollover Warning Sign (W1-13) (MUTCD Section 2C.13)|903.6.12]] ||- ||- ||- ||48 X 48<br /> |-<br /> !Hill<br /> ||W7-1 ||[[#903.6.13 Hill Signs (W7-1) (MUTCD Section 2C.16)|903.6.13]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !ROAD NARROWS<br /> ||W5-1 ||[[#903.6.15 ROAD NARROWS Sign (W5-1) (MUTCD Section 2C.19)|903.6.15]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !NARROW BRIDGE<br /> ||W5-2 ||[[#903.6.16 NARROW BRIDGE Sign (W5-2) (MUTCD Section 2C.20)|903.6.16]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !ONE LANE BRIDGE<br /> ||W5-3 ||[[#903.6.17 ONE LANE BRIDGE Sign (W5-3) (MUTCD Section 2C.21)|903.6.17]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Divided Highway<br /> ||W6-1 ||[[#903.6.18 Divided Highway Sign (W6-1) (MUTCD Section 2C.22)|903.6.18]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Divided Highway Ends <br /> ||W6-2 ||[[#903.6.19 Divided Highway Ends Sign (W6-2) (MUTCD Section 2C.23)|903.6.19]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Double Down Arrow<br /> ||W12-1 ||[[#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||30 X 30||36 X 36|| 36 X 36|| -<br /> |-<br /> !DEAD END<br /> ||W14-1 || [[#903.6.21 DEAD END, NO OUTLET, and ROAD ENDS Signs (W14-1, W14-2, W14-13) (MUTCD Section 2C.26) |903.6.20]] ||36 X 36||36 X 36||36 X 36|| 36 X 36<br /> |-<br /> !NO OUTLET<br /> ||W14-2 ||[[#903.6.21 DEAD END, NO OUTLET, and ROAD ENDS Signs (W14-1, W14-2, W14-13) (MUTCD Section 2C.26) |903.6.20]] ||36 X 36||36 X 36||36 X 36|| 36 X 36<br /> |-<br /> !ROAD ENDS<br /> ||W14-13||[[#903.6.21 DEAD END, NO OUTLET, and ROAD ENDS Signs (W14-1, W14-2, W14-13) (MUTCD Section 2C.26) |903.6.20]] ||36 X 36||36 X 36||36 X 36|| 36 X 36<br /> |-<br /> !Low Clearance<br /> ||W12-2 ||[[#903.6.22 Low Clearance Sign (W12-2 and W12-2a) (MUTCD Section 2C.27)|903.6.22]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !LOW CLEARNACE (overhead)<br /> ||W12-2a||[[#903.6.22 Low Clearance Sign (W12-2 and W12-2a) (MUTCD Section 2C.27)|903.6.22]] ||- ||- ||- ||84 X 24<br /> |-<br /> !PAVEMENT ENDS<br /> ||W8-3 ||[[#903.6.24 PAVEMENT ENDS Sign (W8-3) (MUTCD Section 2C.30)|903.6.24]] ||36 X 36||36 X 36|| -|| -<br /> |-<br /> !SOFT SHOULDER<br /> ||W8-4 ||[[#903.6.25 SOFT SHOULDER Sign (W8-4) (MUTCD Section 2C.31)|903.6.25]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !FALLEN ROCK<br /> ||W8-14 ||[[#903.6.27 FALLEN ROCKS Sign (W8-14) (MUTCD Section 2C.32)|903.6.27]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Stop Ahead<br /> ||W3-1 ||[[#903.6.28 Advance Traffic Control Signs (W3-1, W3-2, W3-3, W3-4) (MUTCD Section 2C.36)|903.6.28]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Yield Ahead<br /> ||W3-2 ||[[#903.6.28 Advance Traffic Control Signs (W3-1, W3-2, W3-3, W3-4) (MUTCD Section 2C.36)|903.6.28]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Signal Ahead<br /> ||W3-3 ||[[#903.6.28 Advance Traffic Control Signs (W3-1, W3-2, W3-3, W3-4) (MUTCD Section 2C.36)|903.6.28]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !BE PREPARED TO STOP<br /> ||W3-4 ||[[#903.6.28 Advance Traffic Control Signs (W3-1, W3-2, W3-3, W3-4) (MUTCD Section 2C.36)|903.6.28]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Ramp Meter Ahead<br /> ||W3-7 || [[#903.6.29 Advance Ramp Control Signal Signs (W3-7 and W3-8) (MUTCD Section 2C.37)|903.6.29]] ||36 X 36||36 X 36|| -|| -<br /> |-<br /> !Ramp Meter When Flashing<br /> ||W3-8 ||[[#903.6.29 Advance Ramp Control Signal Signs (W3-7 and W3-8) (MUTCD Section 2C.37)|903.6.29]] ||36 X 36||36 X 36|| -|| -<br /> |-<br /> !Reduced Speed Ahead <br /> ||W3-5 ||[[#903.6.30 Reduced Speed Limit Ahead Signs (W3-5) (MUTCD Section 2C.38)|903.6.30]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Merge<br /> ||W4-1 ||[[#903.6.31 Merge Signs (W4-1, W4-5) (MUTCD Section 2C.40)|903.6.31]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Entering Roadway Merge<br /> ||W4-5 ||[[#903.6.31 Merge Signs (W4-1, W4-5) (MUTCD Section 2C.40)|903.6.31]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Added Lane<br /> ||W4-3 || [[#903.6.32 Added Lane Signs (W4-3, W4-6) (MUTCD Section 2C.41)|903.6.32]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Entering Roadway Added Lane<br /> ||W4-6 ||[[#903.6.32 Added Lane Signs (W4-3, W4-6) (MUTCD Section 2C.41)|903.6.32]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Lane Ends<br /> ||W4-2 || [[#903.6.33 LANE END Signs (W4-2, W9-1, W9-2) (MUTCD Section 2C.42)|903.6.33]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Left (Right) Lane Ends<br /> ||W9-1 ||[[#903.6.33 LANE END Signs (W4-2, W9-1, W9-2) (MUTCD Section 2C.42)|903.6.33]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Lane Ends Merge Left (Right) <br /> ||W9-2 ||[[#903.6.33 LANE END Signs (W4-2, W9-1, W9-2) (MUTCD Section 2C.42)|903.6.33]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Two-Way Traffic<br /> ||W6-3 ||[[#903.6.34 Two-Way Traffic Sign (W6-3, W16-9P) (MUTCD Section 2C.44)|903.6.34]] ||36 X 36||36 X 36||48 X 48||48 X 48<br /> |-<br /> !NO PASSING ZONE (pennant)<br /> ||W14-3 || [[#903.6.35 NO PASSING ZONE Sign (W14-3) (MUTCD Section 2C.45)|903.6.35]] ||48 X 30 ||- ||- ||-<br /> |-<br /> !Advisory Exit Speed <br /> ||W13-2 ||[[#903.6.36 Advisory Exit and Ramp Speed Signs (W13-2 and W13-3) (MUTCD Section 2C.14)|903.6.36]] ||- ||- ||- ||48 X 60<br /> |-<br /> !Advisory Ramp Speed <br /> ||W13-3 ||[[#903.6.36 Advisory Exit and Ramp Speed Signs (W13-2 and W13-3) (MUTCD Section 2C.14)|903.6.36]] ||- ||- ||- ||48 X 60<br /> |-<br /> !Crossroad<br /> ||W2-1 ||[[#903.6.37 Intersection Warning Signs (W2-1 through W2-8) (MUTCD Section 2C.46)|903.6.37]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Side Road<br /> ||W2-2 ||[[#903.6.37 Intersection Warning Signs (W2-1 through W2-8) (MUTCD Section 2C.46)|903.6.37]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Side Road (45°)<br /> ||W2-3 ||[[#903.6.37 Intersection Warning Signs (W2-1 through W2-8) (MUTCD Section 2C.46)|903.6.37]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !T Intersection <br /> ||W2-4 ||[[#903.6.37 Intersection Warning Signs (W2-1 through W2-8) (MUTCD Section 2C.46)|903.6.37]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Y Intersection<br /> ||W2-5 ||[[#903.6.37 Intersection Warning Signs (W2-1 through W2-8) (MUTCD Section 2C.46)|903.6.37]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Circular Intersection <br /> ||W2-6 ||[[#903.6.37 Intersection Warning Signs (W2-1 through W2-8) (MUTCD Section 2C.46)|903.6.37]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Two-Direction Large Arrow<br /> ||W1-7 ||[[#903.6.38 Two-Direction Large Arrow Sign (W1-7) (MUTCD Section 2C.47)|903.6.38]] ||48 X 24||48 X 24||72 X 36|| 72 X 36<br /> |-<br /> !TRAFFIC SIGNAL HAS EXTENDED GREEN<br /> ||W25-1 ||[[#903.6.39 Traffic Signal Signs (W25-1, W25-2) (MUTCD Section 2C.48)|903.6.39]] ||24 X 30||24 X 30|| -|| -<br /> |-<br /> !TRAFFIC SIGNAL MAY HAVE EXTENDED GREEN<br /> ||W25-2 ||[[#903.6.39 Traffic Signal Signs (W25-1, W25-2) (MUTCD Section 2C.48)|903.6.39]] ||24 X 30||24 X 30|| -|| -<br /> |-<br /> !Bicycle<br /> ||W11-1 ||[[#903.6.40 Vehicular Traffic Warning Signs (W11-1, W11-1b, W11-5, W11-8, W11-10, W11-12P, W11-14) (MUTCD Section 2C.49)|903.6.40]] ||36 X 36||36 X 36|| -|| -<br /> |-<br /> !Farm Vehicle<br /> ||W11-5 ||[[#903.6.40 Vehicular Traffic Warning Signs (W11-1, W11-1b, W11-5, W11-8, W11-10, W11-12P, W11-14) (MUTCD Section 2C.49)|903.6.40]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Emergency Vehicle<br /> ||W11-8 ||[[#903.6.40 Vehicular Traffic Warning Signs (W11-1, W11-1b, W11-5, W11-8, W11-10, W11-12P, W11-14) (MUTCD Section 2C.49)|903.6.40]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Truck <br /> ||W11-10|| [[#903.6.40 Vehicular Traffic Warning Signs (W11-1, W11-1b, W11-5, W11-8, W11-10, W11-12P, W11-14) (MUTCD Section 2C.49)|903.6.40]]||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Horse-Drawn Vehicle <br /> ||W11-14||[[#903.6.40 Vehicular Traffic Warning Signs (W11-1, W11-1b, W11-5, W11-8, W11-10, W11-12P, W11-14) (MUTCD Section 2C.49)|903.6.40]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Pedestrian<br /> ||W11-2 ||[[#903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P) (MUTCD Section 2C.50)|903.6.41]] ||36 X 36||48 x 48||48 X 48|| -<br /> |-<br /> !Downward Diagonal Arrow<br /> ||W16-7P||[[#903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P) (MUTCD Section 2C.50)|903.6.41]] ||30 X 18||30 X 18||30 X 18|| 30 X 18<br /> |-<br /> !Deer <br /> ||W11-3 ||[[#903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P) (MUTCD Section 2C.50)|903.6.41]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !Cattle <br /> ||W11-4 ||[[#903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P) (MUTCD Section 2C.50)|903.6.41]] ||36 X 36||36 X 36|| -|| -<br /> |-<br /> !Equestrian<br /> ||W11-7 ||[[#903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P) (MUTCD Section 2C.50)|903.6.41]] ||36 X 36||36 X 36|| -|| -<br /> |-<br /> !Pedestrian on Bridge <br /> ||W11-33||[[#903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P) (MUTCD Section 2C.50)|903.6.41]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !FERRY CROSSING AHEAD<br /> ||W3-18 ||[[#903.6.42 FERRY CROSSING AHEAD Sign (W3-18)|903.6.42]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !_ FEET<br /> ||W16-2P||[[#903.6.45 Distance Supplemental Plaques (W16-2 Series, W16-3 Series, W16-4P, W7-3aP) (MUTCD Section 2C.55)|903.6.45]] ||24 X 18||24 X 18||30 X 24|| 30 X 24<br /> |-<br /> !_ MILES<br /> ||W16-3P|| [[#903.6.45 Distance Supplemental Plaques (W16-2 Series, W16-3 Series, W16-4P, W7-3aP) (MUTCD Section 2C.55)|903.6.45]]||24 X 18||24 X 18||30 X 24|| 30 X 24<br /> |-<br /> !NEXT _ FEET<br /> ||W16-4P|| [[#903.6.45 Distance Supplemental Plaques (W16-2 Series, W16-3 Series, W16-4P, W7-3aP) (MUTCD Section 2C.55)|903.6.45]]||30 X 24||30 X 24||30 X 24|| 30 X 24<br /> |-<br /> !NEXT _ MILES<br /> ||W7-3aP ||[[#903.6.45 Distance Supplemental Plaques (W16-2 Series, W16-3 Series, W16-4P, W7-3aP) (MUTCD Section 2C.55)|903.6.45]] ||24 X 18||24 X 18||30 X 24|| 30 X 24<br /> |-<br /> !Advisory Speed<br /> ||W13-1P||[[#903.6.46 Advisory Speed Supplemental Plaque (W13-1P) (MUTCD Section 2C.08)|903.6.46]]||24 X 24||24 X 24||30 X 30|| 30 X 30<br /> |-<br /> !Directional Arrow<br /> ||W16-5P|| [[#903.6.47 Supplemental Arrow Plaque (W16-5P, W16-6P) (MUTCD Section 2C.56)|903.6.47]]||24 X 18||24 X 18||30 X 24|| 30 X 24<br /> |-<br /> !Advance Turn Arrow<br /> ||W16-6P||[[#903.6.47 Supplemental Arrow Plaque (W16-5P, W16-6P) (MUTCD Section 2C.56)|903.6.47]] ||24 X 18||24 X 18||30 X 24|| 30 X 24<br /> |-<br /> !Percent Grade <br /> ||W7-3P ||[[#903.6.14 Hill-Related Supplemental Plaques (W7-3 Series) (MUTCD Section 2C.57)|903.6.14]] ||24 X 18||24 X 18||30 X 24|| 30 X 24<br /> |-<br /> !Advance Street Name<br /> ||W16-8P|| [[#903.6.48 Advance Street Name Supplemental Plaque (W16-8P, W16-8aP) (MUTCD Section 2C.58)|903.6.48]]||Varies X 15||Varies X 15||Varies X 15|| Varies X 15<br /> |-<br /> !CROSS TRAFFIC DOES NOT STOP<br /> ||W4-4P || [[#903.6.49 CROSS TRAFFIC DOES NOT STOP Plaque (W4-4P) (MUTCD Section 2C.59)|903.6.49]] ||24 X 12||24 X 12||36 X 18|| 36 X 18<br /> |-<br /> !CROSS TRAFFIC FROM LEFT DOES NOT STOP <br /> ||W4-4aPL|| [[#903.6.49 CROSS TRAFFIC DOES NOT STOP Plaque (W4-4P) (MUTCD Section 2C.59)|903.6.49]] ||24x12|| 24x12|| 36 X 18|| 36 X 18 <br /> |-<br /> !CROSS TRAFFIC FROM RIGHT DOES NOT STOP <br /> ||W4-4aPR|| [[#903.6.49 CROSS TRAFFIC DOES NOT STOP Plaque (W4-4P) (MUTCD Section 2C.59)|903.6.49]] ||24x12|| 24x12|| 36 X 18|| 36 X 18 <br /> |-<br /> !ONCOMING TRAFFIC DOES NOT STOP <br /> ||W4-4bP|| [[#903.6.49 CROSS TRAFFIC DOES NOT STOP Plaque (W4-4P) (MUTCD Section 2C.59)|903.6.49]] ||24x12|| 24x12|| 36 X 18|| 36 X 18 <br /> |-<br /> !SHARE THE ROAD<br /> ||W16-1P|| [[#903.6.50 SHARE THE ROAD Supplemental Plaque (W16-1P) (MUTCD Section 2C.60)|903.6.50]] ||24 X 30||24 X 30|| -|| 24 X 30<br /> |-<br /> !PHOTO ENFORCED<br /> ||W16-10aP|| [[#903.6.51 PHOTO ENFORCED Plaque (W16-10aP) (MUTCD Section 2C.61)|903.6.51]]||36 X 24||36 X 24|| -|| -<br /> |-<br /> !WATER OVER ROAD<br /> ||W8-33 || - ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !IMPASSABLE DURING HIGH WATER<br /> ||W8-34 || [[#903.6.52 IMPASSABLE DURING HIGH WATER Sign (W8-18, W8-19a, W8-34, W8-35) (MUTCD Section 2C.35)|903.6.52]] ||36 X 36||36 X 36||48 X 48|| 48 X 48<br /> |-<br /> !LOW WATER CROSSING<br /> ||W8-35 || [[#903.6.52 IMPASSABLE DURING HIGH WATER Sign (W8-18, W8-19a, W8-34, W8-35) (MUTCD Section 2C.35)|903.6.52]] ||36 X 36||36 X 36|| -|| -<br /> |-<br /> !Water Gauge<br /> ||W8-19|| [[#903.6.52 IMPASSABLE DURING HIGH WATER Sign (W8-18, W8-19a, W8-34, W8-35) (MUTCD Section 2C.35)|903.6.52]]||12 X 72||12 X 72|| -|| -<br /> |-<br /> !Passing Lane<br /> ||W6-6a || [[#903.6.56 Passing Lane Warning Signs (W6-6a, W6-6aP, W6-16, W6-17)|903.6.56]] ||36 X 36||36 X 36|| -|| -<br /> |-<br /> !PASSING LANE<br /> ||W6-6aP|| [[#903.6.56 Passing Lane Warning Signs (W6-6a, W6-6aP, W6-16, W6-17)|903.6.56]]||42 X 12||42 X 12|| -|| -<br /> |-<br /> !PASSING LANE ENDS<br /> ||W6-16 || [[#903.6.56 Passing Lane Warning Signs (W6-6a, W6-6aP, W6-16, W6-17)|903.6.56]] ||36 X 36||36 X 36|| -|| -<br /> |-<br /> !WATCH FOR LEFT-TURNING TRAFFIC IN PASSING LANE<br /> ||W6-17 || [[#903.6.56 Passing Lane Warning Signs (W6-6a, W6-6aP, W6-16, W6-17)|903.6.56]] ||72 X 48||72 X 48|| -|| -<br /> |-<br /> !TRAVEL SAFE ZONE<br /> ||W26-1 || [[#903.6.57 TRAVEL SAFE ZONE – FINES DOUBLED Sign (W26-1)|903.6.57]] ||36 X 48||36 X 48||48 X 60|| 48 X 60<br /> |}<br /> <br /> ==903.6.4 Size of Warning Signs (MUTCD Section 2C.04)==<br /> <br /> '''Standard.''' Except as provided in [[903.2 Extent of Signing#903.2.13 Dimensions (MUTCD Section 2A.11)|EPG 903.2.13]], the sizes for warning plaques shall be as shown in Table 903.6.4. <br /> <br /> ===&lt;center&gt;Table 903.6.4, Minimum Size of Supplemental Warning Plaques===<br /> &lt;center&gt;<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+<br /> ! style=&quot;background:#BEBEBE&quot; rowspan=&quot;3&quot;|Size of Warning Sign (in. x in.)!! style=&quot;background:#BEBEBE&quot; colspan=&quot;4&quot;|Size of Supplemental Plaque (in. x in.)<br /> |-<br /> ! style=&quot;background:#BEBEBE&quot; colspan=&quot;3&quot;|Rectangular !! style=&quot;background:#BEBEBE&quot; rowspan=&quot;2&quot;|Square<br /> |-<br /> ! style=&quot;background:#BEBEBE&quot;|1 Line !! style=&quot;background:#BEBEBE&quot;|2 Lines !! style=&quot;background:#BEBEBE&quot;|Arrow<br /> |-<br /> |36 X 36||rowspan=&quot;2&quot;| 30 X18 ||rowspan=&quot;2&quot;|30 X 24|| rowspan=&quot;2&quot;|30 X 18||rowspan=&quot;2&quot;|24 X 24<br /> |-<br /> |48 X 48 <br /> |} <br /> <br /> &lt;/center&gt;<br /> '''Option.''' Larger sizes may be used for those special applications where speed, volume or other factors result in conditions where increased emphasis, improved recognition or increased legibility would be desirable. <br /> <br /> Signs larger than those shown in [[#Table 903.6.3 Warning Sign and Plaque Sizes|Table 903.6.3]] may be used with the approval of the State Highway Safety and Traffic Engineer. <br /> <br /> '''Guidance.''' The minimum size for all diamond-shaped warning signs facing traffic on exit and entrance ramps should be the same size sign as the mainline roadway classification.<br /> <br /> ==903.6.5 Sight Distance==<br /> <br /> '''Support.''' The decision to use most warning signs is based on prevailing conditions. The items to be considered when determining the need for a warning sign are sight distance and prevailing speed. Prevailing speed is determined by using either the posted or 85&lt;sup&gt;th&lt;/sup&gt; percentile speed on the facility. Sight distance is the distance a driver requires to perceive, react, and respond to a condition. The prevailing speed affects the amount of sight distance required for a condition.<br /> <br /> It is a recommended to use Table 903.6.5 to determine the sight distance needed when considering the use of most warning signs. If the sight distance is less than that in Table 903.6.5, a sign may be needed.<br /> <br /> ===&lt;center&gt;Table 903.6.5 Sight Distance Requirements&lt;/center&gt;===<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot;|Prevailing Speed (mph) !! style=&quot;background:#BEBEBE&quot;|Distance (ft.)<br /> |-<br /> | align=&quot;center&quot;|30|| align=&quot;center&quot;| 200<br /> |-<br /> | align=&quot;center&quot;|35 || align=&quot;center&quot;|250<br /> |-<br /> | align=&quot;center&quot;|40|| align=&quot;center&quot;| 305<br /> |-<br /> | align=&quot;center&quot;|45|| align=&quot;center&quot;| 360<br /> |-<br /> | align=&quot;center&quot;|50|| align=&quot;center&quot;| 425<br /> |-<br /> | align=&quot;center&quot;|55|| align=&quot;center&quot;| 495<br /> |-<br /> | align=&quot;center&quot;|60|| align=&quot;center&quot;| 570<br /> |-<br /> | align=&quot;center&quot;|65|| align=&quot;center&quot;| 645<br /> |-<br /> | align=&quot;center&quot;|70|| align=&quot;center&quot;| 730<br /> |-<br /> |colspan=&quot;2&quot;|Note: Based on the AASHTO Green Book, 2001 Edition, Exhibit 3-1<br /> |}<br /> <br /> ==903.6.6 Placement of Warning Signs (MUTCD Section 2C.05)==<br /> <br /> '''Support.''' For information on placement of warning signs, see [[903.3 Post-Mounted Signing|EPG 903.3]] and [[903.4 Overhead Guide Sign Mounting|EPG 903.4]]. <br /> <br /> The time needed for detection, recognition, decision, and reaction is called the Perception-Response Time (PRT). <br /> <br /> Table 903.6.6 is provided as an aid for determining warning sign location. The distances shown in Table 903.6.6 can be adjusted for roadway features, other signing and to improve visibility.<br /> <br /> '''Standard.''' The minimum visibility for warning signs shall be determined from Table 903.6.6. <br /> <br /> '''Guidance.''' Warning signs should be placed so that they provide an adequate PRT. The distances contained in Table 903.6.6 are for guidance purposes and should be applied with engineering judgment. Warning signs are not to be placed so far in advance of the condition that drivers tend to forget the warning because of other driving distractions, especially in urban areas. <br /> <br /> Minimum spacing between warning signs with different messages should be based on the estimated PRT for driver comprehension of and reaction to the second sign. If an adjustment is necessary, every effort should be made to make it as small as possible. <br /> <br /> The effectiveness of the placement of warning signs should be periodically evaluated. This is typically accomplished during routine sign inspection cycles. <br /> <br /> '''Standard.''' When any part of a warning sign assembly (post, sign, plaque, etc.) is replaced, maintained or modified, the placement of the sign shall be reviewed based on the Table 903.6.6. Additionally, mounting height shall be reviewed for conformance with [[903.3 Ground-Mounted Sign Supports#903.3.3 Mounting Height (MUTCD Section 2A.18)|EPG 903.3.3 Mounting Height]]. <br /> <br /> '''Option.''' Warning signs that advise road users about conditions that are not related to a specific location, such as Non-Vehicle signs or SOFT SHOULDER, may be installed in an appropriate location, based on engineering judgment, since they are not covered in Table 903.6.6.<br /> <br /> ===&lt;center&gt;Table 903.6.6 Guidelines for Advance Placement of Warning Sign&lt;/center&gt;===<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot;<br /> |+ <br /> !style=&quot;background:#BEBEBE&quot; rowspan=&quot;3&quot;|Posted or 85th Percentile Speed !! style=&quot;background:#BEBEBE&quot; colspan=&quot;9&quot;|Advance Placement Distance&lt;sup&gt;1&lt;/sup&gt; <br /> |-<br /> !style=&quot;background:#BEBEBE&quot; rowspan=&quot;2&quot;|Condition A: Speed reduction and lane changing in heavy traffic&lt;sup&gt;2!!style=&quot;background:#BEBEBE&quot; colspan=&quot;8&quot;|Condition B: Deceleration to the listed advisory speed (mph) for the condition<br /> |-<br /> !0&lt;sup&gt;3!!10&lt;sup&gt;4!!20&lt;sup&gt;4!!30&lt;sup&gt;4!!40&lt;sup&gt;4!!50&lt;sup&gt;4!!60&lt;sup&gt;4!!70&lt;sup&gt;4<br /> |-<br /> | align=&quot;center&quot;|20 mph|| align=&quot;center&quot;|225 ft.|| 100 ft.&lt;sup&gt;6||N/A&lt;sup&gt;5|| - ||-||-||-||-||-<br /> |-<br /> | align=&quot;center&quot;|25 mph|| align=&quot;center&quot;|325 ft.|| 100 ft.&lt;sup&gt;6||N/A&lt;sup&gt;5|| N/A&lt;sup&gt;5 ||-||-||-||-||-<br /> |-<br /> | align=&quot;center&quot;|30 mph|| align=&quot;center&quot;|460 ft.|| 100 ft.&lt;sup&gt;6||N/A&lt;sup&gt;5|| N/A&lt;sup&gt;5 ||-||-||-||-||-<br /> |-<br /> | align=&quot;center&quot;|35 mph|| align=&quot;center&quot;|565 ft.|| 100 ft.&lt;sup&gt;6||N/A&lt;sup&gt;5|| N/A&lt;sup&gt;5 ||N/A&lt;sup&gt;5||-||-||-||-<br /> |-<br /> | align=&quot;center&quot;|40 mph|| align=&quot;center&quot;|670 ft.|| 125 ft.||100 ft.&lt;sup&gt;6|| 100 ft.&lt;sup&gt;6 ||N/A&lt;sup&gt;5||-||-||-||-<br /> |-<br /> | align=&quot;center&quot;|45 mph|| align=&quot;center&quot;|775 ft.|| 175 ft.||125 ft.|| 100 ft.&lt;sup&gt;6 ||100 ft.&lt;sup&gt;6||N/A&lt;sup&gt;5||-||-||-<br /> |-<br /> | align=&quot;center&quot;|50 mph|| align=&quot;center&quot;|885 ft.|| 250 ft.||200 ft.||175 ft. ||125 ft.||100 ft.&lt;sup&gt;6||-||-||-<br /> |-<br /> | align=&quot;center&quot;|55 mph|| align=&quot;center&quot;|990 ft.|| 325 ft.||275 ft.||225 ft. ||200 ft.||125 ft.||N/A&lt;sup&gt;5||-||-<br /> |-<br /> | align=&quot;center&quot;|60 mph|| align=&quot;center&quot;|1100 ft.|| 400 ft.||350 ft.||325 ft. ||275 ft.||200 ft.||100 ft.&lt;sup&gt;6||-||-<br /> |-<br /> | align=&quot;center&quot;|65 mph|| align=&quot;center&quot;|1200 ft.|| 475 ft.||450 ft.||400 ft. ||350 ft.||275 ft.||200 ft.||100 ft.&lt;sup&gt;6||-<br /> |-<br /> | align=&quot;center&quot;|70 mph|| align=&quot;center&quot;|1250 ft.|| 550 ft.||525 ft.||500 ft. ||450 ft.||375 ft.||275 ft.||150 ft.||-<br /> |-<br /> | align=&quot;center&quot;|75 mph|| align=&quot;center&quot;|1350 ft.|| 650 ft.||625 ft.||600 ft. ||550 ft.||475 ft.||375 ft.||250 ft.||100 ft.&lt;sup&gt;6<br /> |-<br /> |colspan=&quot;10&quot;|Notes:<br /> <br /> '''1''' The distances are adjusted for a sign legibility distance of 180 ft. for Condition A. The distances for Condition B have been adjusted for a sign legibility distance of 250 ft., which is appropriate for an alignment warning symbol sign. For Conditions A and B, warning signs with less than 6 in. legend or more than four words, a minimum of 100 ft. should be added to the advance placement distance to provide adequate legibility of the warning sign.<br /> <br /> '''2''' Typical conditions are locations where the road user must use extra time to adjust speed and change lanes in heavy traffic because of a complex driving situation. Typical signs are Merge and Right Lane Ends. The distances are determined by providing the driver a PRT of 14.0 to 14.5 seconds for vehicle maneuvers (2005 AASHTO Policy, Exhibit 3-3, Decision Sight Distance, Avoidance Maneuver E) minus the legibility distance of 180 ft. for the appropriate sign.<br /> <br /> '''3''' Typical condition is the warning of a potential stop situation. Typical signs are Stop Ahead, Yield Ahead, Signal Ahead, and Intersection Warning signs. The distances are based on the 2004 AASHTO Policy, Exhibit 3-1, Stopping Sight Distance, providing a PRT of 2.5 seconds, a deceleration rate of 11.2 ft./sec&lt;sup&gt;2&lt;/sup&gt;, minus the sign legibility distance of 180 feet.<br /> <br /> '''4''' Typical conditions are locations where the road user must decrease speed to maneuver through the warned condition. Typical signs are Turn, Curve, Reverse Turn, or Reverse Curve. The distance is determined by providing a 2.5 second PRT, a vehicle deceleration rate of 10 ft./sec&lt;sup&gt;2&lt;/sup&gt;, minus the sign legibility distance of 250 feet.<br /> <br /> '''5''' No suggested distances are provided for these speeds, as the placement location is dependent on site conditions and other signing. An alignment warning sign may be placed anywhere from the point of curvature up to 100 ft. in advance of the curve. However, the alignment warning sign should be installed in advance of the curve and at least 100 ft. from any signs.<br /> <br /> '''6''' The minimum advance placement distance is listed as 100 ft. to provide adequate spacing between signs.<br /> |}<br /> <br /> ==903.6.7 Horizontal Alignment Signs (W1-1 through W1-5, W1-11, W1-15, W24-1L, W24-1cP) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.07)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W1-1.gif|left|thumb|&lt;center&gt;'''W1-1'''&lt;/center&gt;|75px]]<br /> ||[[image:W1-2.jpg|left|75px|thumb|&lt;center&gt;'''W1-2'''&lt;/center&gt;]]<br /> ||[[image:W1-3.jpg|left|75px|thumb|&lt;center&gt;'''W1-3'''&lt;/center&gt;]]<br /> ||[[image:W1-4.jpg|left|75px|thumb|&lt;center&gt;'''W1-4'''&lt;/center&gt;]]<br /> ||[[image:W1-5.gif|left|75px|thumb|&lt;center&gt;'''W1-5'''&lt;/center&gt;]]<br /> ||[[image:W1-11.gif|left|75px|thumb|&lt;center&gt;'''W1-11'''&lt;/center&gt;]]<br /> ||[[image:W1-15.jpg|left|75px|thumb|&lt;center&gt;'''W1-15'''&lt;/center&gt;]]<br /> ||[[image:W24-1L.jpg|left|75px|thumb|&lt;center&gt;'''W24-1L'''&lt;/center&gt;]]<br /> ||[[image:W24-1cP.jpg|left|55px|thumb|&lt;center&gt;'''W24-1cP'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Support.''' A variety of horizontal alignment warning signs, pavement markings, and delineation can be used to advise motorists of a change in the roadway alignment. Uniform application of these traffic control devices with respect to the amount of change in the roadway alignment conveys a consistent message establishing driver expectancy and promoting effective roadway operations. The design and application of horizontal alignment warning signs to meet those requirements are addressed in EPG 903.6.7.1 through 903.6.7.6.<br /> <br /> '''Standard.''' All horizontal alignment signs shall have an Advisory Speed Supplemental Plaque (W13-1P) mounted below the primary warning when the difference between the posted speed limit and the advisory speed is 5 mph or greater. See [[#903.6.46 Advisory Speed Supplemental Plaque (W13-1P) (MUTCD Section 2C.08)|EPG 903.6.46]] for additional guidance on the application of the Advisory Speed Supplemental Plaque (W13-1P).<br /> <br /> '''Option.''' If engineering judgment indicates the need for the horizontal alignment sign for a curve that can be driven at or above the posted speed limit, horizontal alignment signs may be installed with the Advisory Speed Supplemental Plaque (W13-1P) displaying an advisory speed equal to the posted speed limit. <br /> <br /> ===903.6.7.1 Turn and Curve Signs (W1-1, W1-2)===<br /> <br /> '''Standard.''' A Curve sign (W1-2) shall be used when the difference between the speed limit and advisory speed is 5 mph or greater, unless a different sign is recommended or allowed. A Turn sign (W1-1) shall be used instead of a Curve sign in advance of curves that have advisory speeds of 30 mph or less.<br /> <br /> ===903.6.7.2 Reverse Turn and Reverse Curve Signs (W1-3, W1-4)===<br /> <br /> '''Guidance.''' Where there are two changes in roadway alignment in opposite directions that are separated by a tangent distance of less than 600 ft., the Reverse Turn (W1-3) sign should be used instead of multiple Turn (W1-1) signs and the Reverse Curve (W1-4) sign should be used instead of multiple Curve (W1-2) signs.<br /> <br /> ===903.6.7.3 Winding Road Sign (W1-5)===<br /> <br /> '''Option.''' A Winding Road (W1-5) sign may be used instead of multiple Turn (W1-1) or Curve (W1-2) signs where there are three or more changes in roadway alignment each separated by a tangent distance of less than 600 feet.<br /> <br /> A NEXT XX MILES (W7-3aP) supplemental distance plaque may be installed below the Winding Road sign where continuous roadway curves exist for a specific distance.<br /> <br /> ===903.6.7.4 Hairpin Curve (W1-11) and 270-Loop Signs (W1-15)===<br /> <br /> '''Option.''' If the curve has a change in horizontal alignment of 135 degrees or more, the Hairpin Curve (W1-11) sign may be used instead of a Curve or Turn sign.<br /> <br /> If the curve has a change of direction of approximately 270 degrees, such as on a cloverleaf interchange ramp, the 270-degree Loop (W1-15) sign may be used instead of a Curve or Turn sign.<br /> Guidance. When the Hairpin Curve sign or the 270-degree Loop sign is installed, either a One-Direction Large Arrow (W1-6) sign or Chevron Alignment (W1-8) signs should be installed on the outside of the turn or curve.<br /> <br /> ===903.6.7.5 Double Reverse Curve Left Sign (W24-1L) – [[234.6 Diverging Diamond Interchanges|Diverging Diamond Interchange (DDI)]] Application===<br /> <br /> '''Standard.''' A double reverse curve left sign (W24-1L) shall be used on the crossroad approaches to a DDI when the difference between the speed limit and advisory speed for the DDI is 5 mph or greater. <br /> <br /> ===903.6.7.6 ALL LANES Supplemental Plaque (W24-1cP) – [[234.6 Diverging Diamond Interchanges|Diverging Diamond Interchange (DDI)]] Application===<br /> <br /> '''Standard.''' An ALL LANES supplemental plaque (W24-1cP) shall be placed below the double reverse curve left sign (W24-1L) for a diverging diamond interchange when there are two or more lanes in the direction the sign references.<br /> <br /> ===&lt;center&gt;Table 903.6.7 Horizontal Alignment Sign Usage&lt;/center&gt;===<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot;<br /> |+ <br /> !style=&quot;background:#BEBEBE&quot; rowspan=&quot;2&quot;|Number of Alignment Changes !! style=&quot;background:#BEBEBE&quot; colspan=&quot;2&quot;|Advisory Speed<br /> |-<br /> !style=&quot;background:#BEBEBE&quot;|Less than or equal to 30 mph!!style=&quot;background:#BEBEBE&quot;|Greater than 30 mph<br /> |-<br /> | align=&quot;center&quot;|1|| align=&quot;center&quot;|Turn (W1-1)|| align=&quot;center&quot;|Curve (W1-2)<br /> |-<br /> | align=&quot;center&quot;|2&lt;sup&gt;'''1'''&lt;/sup&gt;|| align=&quot;center&quot;|Reverse Turn (W1-3)&lt;sup&gt;'''2'''&lt;/sup&gt;|| align=&quot;center&quot;|Reverse Curve (W1-4)&lt;sup&gt;'''2'''&lt;/sup&gt;<br /> |-<br /> | align=&quot;center&quot;|3 or more&lt;sup&gt;'''1'''&lt;/sup&gt;||colspan=&quot;2&quot; align=&quot;center&quot;|Winding Road (W1-5)&lt;sup&gt;'''2'''&lt;/sup&gt;<br /> |-<br /> |colspan=&quot;3&quot;|Notes:<br /> <br /> &lt;sup&gt;'''1'''&lt;/sup&gt; Alignment changes are in opposite directions and are separated by a tangent distance of 600 ft. or less.<br /> <br /> &lt;sup&gt;'''2'''&lt;/sup&gt; A Right Reverse Turn (W1-3R), Right Reverse Curve (W1-4R) or Right Winding (W1-5R) sign is used if the first change in alignment is the right; a Left Reverse Turn (W1-3L), Left Reverse Curve (W1-4L) or Left Winding (W1-5L) sign is used if the first change in alignment is the left.<br /> |}<br /> <br /> [[image:Figure 903.6.7.1.jpg|center|650px|thumb|'''Figure 903.6.7.1 Example For Placement of Curve Warning Sign, Condition B: Speed Plaque at 40 and Posted Speed at 50 mph''']]<br /> <br /> [[image:Figure 903.6.7.2.jpg|center|650px|thumb|'''Figure 903.6.7.2 Winding Road Distance Plaque Application''']]<br /> <br /> ==903.6.8 Combination Horizontal Alignment/Advisory Speed Sign (W1-1a, W1-2a) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.10)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W1-1a.gif|left|thumb|&lt;center&gt;'''W1-1a'''&lt;/center&gt;|100px]]<br /> ||[[image:W1-2a.jpg|left|100px|thumb|&lt;center&gt;'''W1-2a'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Option.''' The Turn (W1-1) sign or the Curve (W1-2) sign may be combined with the Advisory Speed (W13-1P) plaque (see [[#903.6.45 Distance Supplemental Plaques (W16-2 Series, W16-3 Series, W16-4P, W7-3aP) (MUTCD Section 2C.55)|EPG 903.6.45]]) to create a combination Turn/Advisory Speed (W1-1a) sign or combination Curve/Advisory Speed (W1-2a) sign.<br /> <br /> The combination Horizontal Alignment/Advisory Speed sign may be used to supplement the advance Horizontal Alignment warning sign and Advisory Speed plaque based upon an engineering study. <br /> <br /> '''Standard.''' If used, the combination Horizontal Alignment/Advisory Speed sign shall not be used alone and shall not be used as a substitute for a Horizontal Alignment warning sign and Advisory Speed sign, but shall only be used as a supplement to the advance Horizontal Alignment warning sign. If used, the combination Horizontal Alignment/Advisory Speed sign shall be installed at the beginning of the turn or curve and the speed displayed shall match the advisory speed below the Horizontal Alignment sign.<br /> <br /> ==903.6.9 Combination Horizontal Alignment/Intersection Signs (W1-10 Series) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.11)==<br /> <br /> [[image:W1-10.gif|center|125px|thumb|&lt;center&gt;'''W1-10'''&lt;/center&gt;]]<br /> <br /> '''Option.''' The Turn (W1-1) sign or the Curve (W1-2) sign may be combined with the Cross Road (W2-1) sign or the Side Road (W2-2 or W2-3) sign to create a combination Horizontal Alignment/Intersection (W1-10 series) sign that depicts the condition where an intersection occurs within or immediately adjacent to a turn or curve. <br /> <br /> '''Guidance.''' Elements of the combination Horizontal Alignment/Intersection sign related to horizontal alignment should comply with the provisions of [[#903.6.7 Horizontal Alignment Signs (W1-1 through W1-5, W1-11, W1-15, W24-1L, W24-1cP) (MUTCD Section 2C.07)|EPG 903.6.7, Horizontal Alignment Signs]], and elements related to intersection configuration should comply with the provisions of [[#903.6.37 Intersection Warning Signs (W2-1 through W2-8) (MUTCD Section 2C.46)|EPG 903.6.37 Intersection Warning Signs]]. The symbol design should approximate the configuration of the intersecting roadway(s). No more than one Cross Road or two Side Road symbols should be displayed on any one combination Horizontal Alignment/Intersection sign. <br /> <br /> A layout of the proposed sign should be included when ordering. <br /> <br /> '''Standard.''' If used, a Curve/Sideroad Left (W1-10L) sign shall indicate a curve to the left, while a Curve/Sideroad Right (W1-10R) sign shall indicate a curve to the right.<br /> <br /> ==903.6.10 One-Direction Large Arrow Sign (W1-6) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.12)==<br /> [[image:W1-6.gif|center|125px|thumb|&lt;center&gt;'''W1-6'''&lt;/center&gt;]]<br /> <br /> '''Standard.''' The One-Direction Large Arrow sign shall be a horizontal rectangle with an arrow pointing to the left or right. The use of the One-Direction Large Arrow sign shall be in accordance with the information shown in [[#Table 903.6.7 Horizontal Alignment Sign Usage|Table 903.6.7]]. If used, the One-Direction Large Arrow sign shall be installed on the outside of a turn or curve in line with and at approximately a right angle to approaching traffic. The One-Direction Large Arrow sign shall not be used where there is no alignment change in the direction of travel, such as at the beginnings and ends of medians or at center piers. The One-Direction Large Arrow sign directing traffic to the right shall not be used in the central island of a roundabout.<br /> <br /> A One-Direction Large Arrow (W1-6) sign shall be used to delineate a change in horizontal alignment where the advisory speed is 30 mph or lower for a turn or reverse turn. (See Fig. 903.6.10.)<br /> <br /> '''Option. ''' A One-Direction Large Arrow (W1-6) sign may be supplemented, or replaced with, Chevron Alignment signs to delineate a change in horizontal alignment of 30 mph or lower. <br /> <br /> '''Guidance.''' If used, the One-Direction Large Arrow sign should be visible for a sufficient distance to provide the road user with adequate time to react to the change in alignment.<br /> <br /> If chevrons are used to supplement the One-Direction Large Arrow sign, chevrons and arrow signs should be installed so they do not visually block each other. See Figure 903.6.10. <br /> <br /> [[image:903.6.10.jpg|center|600px|thumb|&lt;center&gt;'''Figure 903.6.10 One-Direction Large Arrow Board'''&lt;/center&gt;]]<br /> <br /> <br /> ==903.6.11 Chevron Alignment Sign (W1-8) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.09)==<br /> <br /> [[image:W1-8.gif|center|125px|thumb|&lt;center&gt;'''W1-8'''&lt;/center&gt;]]<br /> <br /> '''Support.''' Examples of when to use Chevron signs include locations where there is a crash history, evidence of drivers losing control on a curve or turn, a sharp change in alignment not readily visible to the driver, or as a systemic curve improvement program.<br /> <br /> The majority of fatal and serious injury crashes are attributed to lane departure crashes (State Strategic Highway Safety Plan). Chevrons are a highly cost-effective way to reduce lane departure crashes in curves and turns.<br /> <br /> Implementation of the 2009 MUTCD requirements for chevron deployments resulted in a statewide reduction in severe lane departure crashes in horizontal curves. To maintain this observed safety benefit, MoDOT has established standards based on the 2009 MUTCD criteria, which is above the minimum requirements in the 2023 edition of the MUTCD. For more details on the safety benefits of chevrons, contact the Highway Safety and Traffic Division.<br /> <br /> '''Standard.''' The use of the Chevron Alignment (W1-8 series) sign to provide additional emphasis and guidance for a change in horizontal alignment shall be applied to roadways with 1,000 AADT or more, on curves where the difference between the advisory speed for the curve and the posted speed limit for the roadway is 15 mph or greater.<br /> <br /> The Chevron Alignment sign shall be a vertical rectangle. No border shall be used on the Chevron Alignment sign. If used, Chevron Alignment signs shall be installed on the outside of a turn or curve, in line with and at approximately a right angle to approaching traffic. Chevron Alignment signs shall be installed at a minimum height of 4 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way. This will place the sign at approximately the driver’s eye height.<br /> <br /> Guidance. Based on engineering judgement, chevron alignment signs may be omitted within incorporated city limits.<br /> <br /> As chevrons are installed, all horizontal alignment signing (chevrons, curve and turn signing, advisory speed plaques and arrow boards) on a corridor should be evaluated to assure their installations meet current standards. Aspects of existing horizontal alignment signs to look at can include spacing of existing chevrons, offset and mounting heights of any horizontal alignment sign as well as the distance advanced warning signs are installed from the curve/turn. The need for curve/turn signs could also be reevaluated if the ball banking these signs were installed under is out of date due to roadway/pavement improvements or simply the changes in vehicle performance.<br /> <br /> '''Option.''' Chevron Alignment signs may also be used on any other roadways based on engineering judgment.<br /> <br /> Chevron Alignment signs may be used instead of, or in addition to, the One-Direction Large Arrow (W1-6) sign on turns posted at 30 mph or less.<br /> <br /> LEDs may be used to enhance the conspicuity of Chevron Alignment signs in accordance with [[903.2_Extent_of_Signing#903.2.9_Retroreflectivity_and_Illumination_.28MUTCD_Section_2A.07.29|EPG 903.2.9]].<br /> <br /> '''Guidance.''' The approximate spacing of Chevron Alignment signs on the turn or curve measured from the point of curvature (PC) should be as shown in Table 903.6.11. The Chevron Alignment signs should be visible for a sufficient distance to provide the road user with adequate time to react to the change in alignment. In addition to the Chevron Alignment signs placed throughout the curve, there shall be one sign in advance of the PC and one after the PT. These signs shall be spaced the same as the Chevron Alignment signs in the curve.<br /> <br /> Table 903.6.11 should be used for determining spacing. The values in Table 903.6.11 are typical and variances for driveways, public roads, and other signs may alter the spacing. Engineering judgment may also be used to modify the spacing as long as travelers always have at least two Chevron Alignment signs in view until the change in alignment eliminates the need for the signs.<br /> <br /> At the end of a divided highway, where the traffic reduces to two lanes, chevrons should be used to direct traffic from the dual lanes that are ending and being redirected to the two-lane roadway.<br /> <br /> The single-sided Chevron sign side should only be used where only one direction of travel is impacted, such as on an expressway.<br /> <br /> The double-side Chevron (W1-8D) should be used on two-lane, two-way roads.<br /> <br /> '''Standard.''' If used, the LEDs used in the Chevron Alignment sign shall consist of yellow LEDs outlining the chevron symbol. <br /> <br /> Chevron Alignment signs shall not be placed on the far side of a T-intersection facing traffic on the stem approach to warn drivers that a through movement is not physically possible, as this is the function of a Two-Direction (or One-Direction) Large Arrow sign. Chevron Alignment signs shall not be used to mark obstructions within or adjacent to the roadway, including the beginning of guardrails or barriers, as this is the function of an object marker.<br /> <br /> Chevron Alignment signs directing traffic to the right shall not be used in the central island of a roundabout or a neighborhood traffic circle. <br /> <br /> ===&lt;center&gt;Table 903.6.11 Typical Spacing of Chevron Alignment Signs on Horizontal Curves===<br /> &lt;center&gt;<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot;|Advisory Speed !! style=&quot;background:#BEBEBE&quot;|Sign Spacing<br /> |-<br /> |width=&quot;200&quot;|15 mph or less ||width=&quot;150&quot;|40 feet<br /> |-<br /> |20 to 30 mph ||60 feet<br /> |-<br /> |35 to 45 mph ||80 feet<br /> |-<br /> |50 to 60 mph ||100 feet<br /> |-<br /> |More than 60 mph ||140 feet<br /> |}<br /> &lt;/center&gt;<br /> <br /> ==903.6.12 Truck Rollover Warning Sign (W1-13) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.13)==<br /> <br /> [[image:W1-13.gif|center|125px|thumb|&lt;center&gt;'''W1-13'''&lt;/center&gt;]]<br /> <br /> '''Option.''' A Truck Rollover Warning (W1-13) sign may be used to warn drivers of vehicles with a high center of gravity, such as trucks, tankers, and recreational vehicles of a curve or turn where geometric conditions might contribute to a loss of control and a rollover as determined by an engineering study. <br /> <br /> '''Standard.''' If a Truck Rollover Warning (W1-13) sign is used, an Advisory Speed Plaque (W13-1P) plaque indicating the recommended speed for vehicles with a higher center of gravity shall accompany it. <br /> <br /> '''Option.''' The Truck Rollover Warning sign may be displayed as a static sign, as a static sign supplemented by a flashing warning beacon, or as a changeable message sign activated by the detection of an approaching vehicle with a high center of gravity that is traveling in excess of the recommended speed for the condition. <br /> <br /> The curved arrow on the Truck Rollover Warning sign shows the direction of roadway curvature. The truck tips in the opposite direction.<br /> <br /> ==903.6.13 Hill Signs (W7-1) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.16)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W7-1.gif|left|thumb|&lt;center&gt;'''W7-1'''&lt;/center&gt;|100px]]<br /> ||[[image:W7-1c.gif|left|100px|thumb|&lt;center&gt;'''W7-1c'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Guidance.''' The Hill (W7-1) sign should be used in advance of a downgrade where the length, percent of grade, horizontal curvature, and/or other physical features requires special precautions on the part of road users.<br /> <br /> The Hill sign and supplemental grade (W7-3P) plaque (refer to [[#903.6.14 Hill-Related Supplemental Plaques (W7-3 Series) (MUTCD Section 2C.57)|EPG 903.6.14]]) used in combination should be installed in advance of downgrades for the following conditions:<br /> <br /> A. 5% grade that is more than 3,000 ft. long;<br /> <br /> B. 6% grade that is more than 2,000 ft. long;<br /> <br /> C. 7% grade that is more than 1,000 ft. long;<br /> <br /> D. 8% grade that is more than 750 ft. long;<br /> <br /> E. 9% grade that is more than 500 ft. long;<br /> <br /> F. 11% grade that is more than 400 ft. long;<br /> <br /> G. 13% grade that is more than 300 ft. long;<br /> <br /> H. 15% grade that is more than 200 ft. long; or<br /> <br /> I. 16% or more grade that is any length.<br /> <br /> These signs are also to be installed for steeper grades or where crash experience and field observations indicate a need or at grades of five percent or more where any part of the grade is on a curve sharper than four degrees.<br /> <br /> Supplemental plaques (refer to EPG 903.6.14, below) and larger signs should be used for emphasis or where special hill characteristics exist. On longer grades, the use of the Hill sign with a distance (W7-3aP) plaque at periodic intervals of approximately 1 mile spacing should be considered.<br /> <br /> '''Standard.''' If the percent grade is displayed on a supplemental plaque, the plaque shall be placed below the Hill (W7-1) sign.<br /> <br /> '''Support.''' The Uphill (W7-1c) sign is also available by special request.<br /> <br /> ==903.6.14 Hill-Related Supplemental Plaques (W7-3 Series) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.57)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W7-3aP.jpg|left|thumb|&lt;center&gt;'''W7-3aP'''&lt;/center&gt;|100px]]<br /> ||[[image:W7-3P.jpg|left|100px|thumb|&lt;center&gt;'''W7-3P'''&lt;/center&gt;]]<br /> |}<br /> <br /> <br /> '''Guidance.''' Hill-Related (W7-3 series) supplemental plaques or other appropriate legends and larger signs should be used for emphasis or where special hill characteristics exist. On longer grades, the use of the supplemental distance plaque (W7-3aP) at periodic intervals of approximately 1 mile spacing should be considered.<br /> <br /> ==903.6.15 ROAD NARROWS Sign (W5-1) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.19)==<br /> <br /> [[image:W5-1.gif|center|125px|thumb|&lt;center&gt;'''W5-1'''&lt;/center&gt;]]<br /> <br /> <br /> '''Guidance.''' Except as provided below, a ROAD NARROWS (W5-1) sign should be used in advance of a transition on two-lane roads where the pavement width is reduced abruptly to such a narrow width that vehicles traveling in opposite direction cannot simultaneously travel through the narrow portion of the roadway without reducing speed.<br /> <br /> '''Option.''' The ROAD NARROWS (W5-1) sign may be omitted on low-volume local streets that have speed limits of 30 mph or less. Additional emphasis may be provided by the use of object markers and delineators. The Advisory Speed (W13-1) plaque may be used to indicate the recommended speed.<br /> <br /> ==903.6.16 NARROW BRIDGE Sign (W5-2) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.20)==<br /> <br /> [[image:W5-2.gif|center|125px|thumb|&lt;center&gt;'''W5-2'''&lt;/center&gt;]]<br /> <br /> '''Guidance.''' A NARROW BRIDGE (W5-2) sign should be used in advance of any bridge or culvert having a two-way roadway clearance width of 16 ft. to 18 ft., or any bridge or culvert having a roadway narrower than the width of the approach travel lanes.<br /> <br /> Additional emphasis should be provided by the use of object markers, delineators, and/or pavement markings.<br /> <br /> '''Option.''' A NARROW BRIDGE sign may be used in advance of a bridge or culvert on which the approach shoulders are narrowed or eliminated.<br /> <br /> ==903.6.17 ONE LANE BRIDGE Sign (W5-3) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.21)==<br /> [[image:W5-3.gif|center|125px|thumb|&lt;center&gt;'''W5-3'''&lt;/center&gt;]]<br /> <br /> '''Guidance.''' A ONE LANE BRIDGE (W5-3) sign should be used on two-way roadways in advance of any bridge or culvert:<br /> <br /> A. Having a clear roadway width of less than 16 ft.; or<br /> <br /> B. Having a clear roadway width of less than 18 ft. when commercial vehicles constitute a high proportion of the traffic; or<br /> <br /> C. Having a clear roadway width of 18 ft. or less where the sight distance is limited on the approach to the structure.<br /> <br /> Additional emphasis should be provided by the use of object markers, delineators, and/or pavement markings.<br /> <br /> ==903.6.18 Divided Highway Sign (W6-1) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.22)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W6-1.gif|left|thumb|&lt;center&gt;'''W6-1'''&lt;/center&gt;|100px]]<br /> |}<br /> <br /> '''Guidance.''' A Divided Highway (W6-1) sign should be used on the approaches to a section of highway (not an intersection or junction) where the opposing flows of traffic are separated by a median or other physical barrier.<br /> <br /> '''Standard.''' DIVIDED HIGHWAY supplemental plaque (W6-1c) has been discontinued. MoDOT shall no longer provide DIVIDED HIGHWAY supplemental plaque (W6-1c). Existing DIVIDED HIGHWAY supplemental plaque (W6-1c) shall be left in place until they reach the end of their service life. The Divided Highway (W6-1) sign shall not be used instead of a Keep Right (R4-7 series) sign on the approach end of a median island.<br /> <br /> ==903.6.19 Divided Highway Ends Sign (W6-2) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.23)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W6-2.gif|left|thumb|&lt;center&gt;'''W6-2'''&lt;/center&gt;|100px]]<br /> |}<br /> <br /> '''Guidance.''' A Divided Highway Ends (W6-2) sign should be used in advance of the end of a section of physically divided highway (not an intersection or junction) as a warning of two-way traffic ahead.<br /> <br /> '''Standard.''' DIVIDED HIGHWAY ENDS supplemental plaque (W6-2c) has been discontinued. MoDOT shall no longer provide DIVIDED HIGHWAY ENDS supplemental plaque (W6-2c). Existing DIVIDED HIGHWAY ENDS supplemental plaque (W6-2c) shall be left in place until they reach the end of their service life.<br /> <br /> ==903.6.20 Double Arrow Sign (W12-1) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.25)==<br /> [[image:W12-1.gif|center|125px|thumb|&lt;center&gt;'''W12-1'''&lt;/center&gt;]]<br /> <br /> '''Option.''' The Double Arrow (W12-1) sign may be used to advise road users that traffic is permitted to pass on either side of an island, obstruction, or gore in the roadway (see Fig. 903.6.20). Traffic separated by this sign may either rejoin or change directions.<br /> <br /> '''Guidance.''' If used on an island, the Double Arrow sign should be mounted near the approach end. If used in front of a pier or obstruction, the Double Arrow sign should be mounted on the face of, or just in front of, the obstruction. Where stripe markings are used on the obstruction, they should be discontinued to leave a 3 in. space around the outside of the sign.<br /> <br /> [[image:903.6.20.jpg|center|500px|thumb|&lt;center&gt;'''Fig. 903.6.20 Installation For Double Down Arrow Sign'''&lt;/center&gt;<br /> '''Note:''' The Type 1 Object Marker may be added to this installation if additional emphasis is required, except at signalized intersections. See [[903.17 Delineation and Object Markers#903.17.2 Object Marker Design and Placement Height (MUTCD Section 2C.63)|EPG 903.17.2 Object Marker Design and Placement Height]] for mounting height of Type 1 Object Marker.]]<br /> <br /> ==903.6.21 DEAD END, NO OUTLET, and ROAD ENDS Signs (W14-1, W14-2, W14-13) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.26)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W14-1.gif|left|thumb|&lt;center&gt;'''W14-1'''&lt;/center&gt;|100px]]<br /> ||[[image:W14-2.gif|left|100px|thumb|&lt;center&gt;'''W14-2'''&lt;/center&gt;]]||[[image:W14-7.gif|left|100px|thumb|&lt;center&gt;'''W14-13'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Option.''' The DEAD END (W14-1) sign may be used at the entrance of a single road or street that terminates in a dead end or cul-de-sac. The NO OUTLET (W14-2) sign may be used at the entrance to a road or road network from which there is no other exit in place of the DEAD END sign.<br /> <br /> The ROAD ENDS (W14-13) sign may be used to warn of a roadway which has no outlet and which terminates in a dead end and may be used in place of the DEAD END or NO OUTLET sign where the use of the DEAD END and NO OUTLET signs would have a negative effect on traffic generators or public perceptions due to the negative connotation of the message.<br /> <br /> '''Standard.''' When the W14-1, W14-2, or W14-13 sign is used, the sign shall be posted as near as practical to the entry point or at a sufficient advance distance to permit the road user to avoid the dead end or no outlet condition by turning off at the nearest intersecting street.<br /> <br /> The DEAD END sign shall be placed at the appropriate distance from the end of the roadway.<br /> <br /> The W14-2 or W14-13 sign shall not be used in place of the DEAD END sign at the end of the roadway. <br /> <br /> The DEAD END sign shall be installed at the end of any state route that physically ends or ends at a private entrance.<br /> <br /> The W14-1, W14-2, or W14-13 sign shall not be used in place of the ROAD CLOSED (R11-2) sign for temporary conditions, such as high water, bridge out, etc.<br /> <br /> '''Guidance.''' The W14-1, W14-2, or W14-13 sign should be installed just beyond the entrance to all state-maintained roadways where this condition exists.<br /> <br /> ==903.6.22 Low Clearance Sign (W12-2 and W12-2a) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.27)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W12-2.gif|left|thumb|&lt;center&gt;'''W12-2'''&lt;/center&gt;|100px]]<br /> ||[[image:W12-2p.gif|left|100px|thumb|&lt;center&gt;'''W12-2a'''&lt;/center&gt;]]<br /> |}<br /> <br /> <br /> '''Standard.''' Low Clearance signing shall be installed to display vertical clearances available under structures within specified limits of statutory maximum vehicle heights. The clearance posted on the signs shall be 2 inches less than the measured clearance to account for possible packed snow and ice, for example, a measured vertical clearance of 15 ft. shall be posted as 14 ft. 10 in. All clearance measurements shall be rounded down to the nearest full inch, for example, a measured vertical clearance of 14 ft. 9 ½ in. would be rounded down to 14 ft. 9 in. and posted as 14 ft. 7 in. The statutory maximum vehicle heights and vertical clearances are as follows:<br /> <br /> :* Within Commercial Zones = 15 ft. statutory maximum vehicle height (16’ 0” maximum posting)<br /> :* On Interstate and designated highway network routes and on all routes within 10 miles of Interstate and designated highway network routes = 14 ft. statutory maximum vehicle height (15’ 0” maximum posting) <br /> :* On routes greater than 10 miles from Interstate and designated highway network routes = 13 ft. 6 in. statutory maximum vehicle height (15’ 0” maximum posting).<br /> <br /> For specific details on commercial zone limits and designated highway network routes, see [https://www.modot.org/media/14314 Missouri Vehicle Route Map] ([https://www.modot.org/media/14315 map inset]).<br /> <br /> Posting requirements for Low Clearance signs are as follows:<br /> <br /> : '''Case I – Two Signs Required:''' Where the measured vertical clearance is 15 ft. 2 in. or less, but more than 13 ft. 8 in., two signs shall be used. First, the clearance shall be posted on the structure by an Overhead Low Clearance (W12-2a) sign and, second, a shoulder mounted Low Clearance (W12-2) sign shall be placed approximately 750 ft. in advance of the structure. When an interchange is involved, the shoulder-mounted Low Clearance (W12-2) sign shall be located approximately 750 ft. in advance of the off-ramp. The maximum vertical clearance shown on the signs under these conditions shall be 15 feet.<br /> <br /> : '''Case II – Three Signs:''' Where the measured vertical clearance is 13 ft. 8 in. or less, three signs shall be used. First, the clearance shall be posted on the structure by an Overhead Low Clearance (W12-2a) sign, second, a shoulder mounted Low Clearance (W12-2) sign shall be placed approximately 750 ft. in advance of the structure, and third, an additional Low Clearance (W12-2) sign shall be placed at the nearest intersecting road or wide point in the road at which a vehicle can detour or turn around. The maximum height shown on the signs under these conditions shall be 13 ft. 6 inches.<br /> <br /> : '''Case III – One Sign:''' Where the measured vertical clearance is 15 ft. 2 in. or less and where the bridge is state maintained but the road beneath is not, the Overhead Low Clearance (W12-2a) sign shall be mounted on the structure, but the shoulder mounted Low Clearance (W12-2) sign shall not be installed by MoDOT, but may be installed and maintained by the local jurisdiction.<br /> <br /> : '''Case IV – Commercial Zones:''' Vertical clearance signing shall be provided for structures within commercial zones (see [https://revisor.mo.gov/main/OneChapter.aspx?chapter=304 Missouri Statute 304.190]). Any structure with a measured vertical clearance of 16 ft. 2 in. or less within the commercial zone limits shall be posted. The signing for measured vertical clearances greater than 15 ft. 2 in. and equal to or less than 16 ft. 2 in. within commercial zones shall be posted on the structure by an Overhead Low Clearance (W12-2a) sign. The signing for measured vertical clearances of 15 ft. 2 in. or less within commercial zones shall be the same as Case I and Case III. <br /> <br /> '''Standard.''' The Overhead Low Clearance (W12-2a) sign should be mounted on a structure centered over the lane or lanes affected. The vertical clearance displayed on the sign shall represent the smallest vertical clearance for that span.<br /> <br /> In the case of an arch structure or a structure which has a sloping span resulting in different vertical clearances per lane, one Overhead Low Clearance (W12-2a) sign shall be centered over each lane displaying the vertical clearance available for that lane. One sign per lane shall be applied if the difference in vertical clearance between adjacent lanes is 6 inches or greater or when the vertical clearance between the far right lane and far left lane is 12 inches or greater.<br /> <br /> '''Option.''' When only one Overhead Low Clearance (W12-2a) sign is required and mounting one sign centered over the roadway is not practical the W12-2a sign may be double posted with one sign mounted to the right of the travel lanes and one sign mounted to the left of the travel lanes.<br /> <br /> '''Guidance.''' Clearances should be evaluated periodically, particularly when resurfacing operations have occurred, to assure the displayed clearances are accurate and the information should be updated in TMS.<br /> <br /> '''Standard.''' Low Clearance (W2-12b) sign has been discontinued. MoDOT shall no longer provide Low Clearance (W2-12b) signs. Existing Low Clearance (W2-12b) sign shall be left in place until they reach the end of their service life.<br /> <br /> ==903.6.23 BUMP and DIP Signs (W8-1, W8-2) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.28)==<br /> <br /> '''Standard.''' The BUMP and DIP warning signs (W8-1, W8-2) are a limited use sign, only being used for locations where the condition is normal and cannot be corrected, such as low water crossings or rail road grade crossings. BUMP and DIP signs will be available as temporary traffic control signs (WO8-1, WO8-2) for locations where the condition is temporary and/or where the condition can be corrected in the future. Guidance can be found in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.50 Other Warning Signs (MUTCD 6F.50)|EPG 616.6.50 Other Warning Signs]].<br /> <br /> ==903.6.24 PAVEMENT ENDS Sign (W8-3) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.30)==<br /> <br /> [[image:W8-3.gif|center|100px|thumb|&lt;center&gt;'''W8-3'''&lt;/center&gt;]]<br /> <br /> '''Guidance.''' A PAVEMENT ENDS (W8-3) word message sign should be used where a paved surface changes to either a gravel treated surface or an earth road surface.<br /> <br /> ==903.6.25 SOFT SHOULDER Sign (W8-4) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.31)==<br /> <br /> [[image:W8-4.gif|center|100px|thumb|&lt;center&gt;'''W8-4'''&lt;/center&gt;]]<br /> <br /> '''Option.''' The SOFT SHOULDER (W8-4) sign may be used to warn of a soft shoulder condition. <br /> <br /> '''Guidance.''' Additional shoulder signs should be placed at appropriate intervals along the road where the condition continually exists.<br /> <br /> '''Standard.''' When used, the SOFT SHOULDER sign shall be placed in advance of the condition. See [[#Table 903.6.6 Guidelines for Advance Placement of Warning Sign|Table 903.6.6]].<br /> <br /> ==903.6.26 Slippery When Wet Sign (W8-5) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.32)==<br /> <br /> '''Standard.''' Slippery When Wet warning (W8-5) signs are a limited use sign that should not be installed for locations where the condition can be corrected. Existing Slippery When Wet (W8-5) signs shall be left in place until the condition is corrected. Black on Orange Slippery When Wet Temporary Traffic Control signs (WO8-5) will be available to warn of this condition temporarily until the condition can be corrected. Guidance can be found in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.50 Other Warning Signs (MUTCD 6F.50)|EPG 616.6.50 Other Warning Signs]].<br /> <br /> '''Option.''' Black on Yellow Slippery When Wet warning (W8-5) signs for special circumstances can be requested as a special from Central Office Highway Safety and Traffic.<br /> <br /> ==903.6.27 FALLEN ROCKS Sign (W8-14) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.32)==<br /> <br /> '''Option.''' The FALLEN ROCKS (W8-14) sign may be used in advance of an area that is adjacent to a hillside, mountain, or cliff where rocks frequently fall onto the roadway. <br /> <br /> '''Standard.''' The district shall perform an evaluation of the Fallen Rocks site to determine whether this sign is still necessary. If it is determined that Fallen Rocks is not an issue at the site, the sign will not be replaced at the end of the service life.<br /> <br /> ==903.6.28 Advance Traffic Control Signs (W3-1, W3-2, W3-3, W3-4) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.36)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W3-1.gif|left|thumb|&lt;center&gt;'''W3-1'''&lt;/center&gt;|100px]]<br /> ||[[image:W3-2.gif|left|100px|thumb|&lt;center&gt;'''W3-2'''&lt;/center&gt;]]||[[image:W3-3.gif|left|100px|thumb|&lt;center&gt;'''W3-3'''&lt;/center&gt;]]||<br /> [[image:W3-4.gif|left|100px|thumb|&lt;center&gt;'''W3-4'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Standard.''' The Advance Traffic Control symbol signs include the Stop Ahead (W3-1), Yield Ahead (W3-2), and Signal Ahead (W3-3) signs. These signs shall be installed on an approach to a primary traffic control device that is not visible for a sufficient distance to permit the road user to respond to the device. The visibility criteria for a traffic control signal shall be based on having a continuous view of at least two signal faces for the distance specified in [[#Table 903.6.6 Guidelines for Advance Placement of Warning Sign|Table 903.6.6]]. The criteria for the STOP AHEAD (W3-1) and YIELD AHEAD (W3-2) are specified in [[#Table 903.6.6 Guidelines for Advance Placement of Warning Sign|Table 903.6.6]]. (See Fig. 903.6.28 for an example application.)<br /> <br /> '''Support.''' Permanent obstructions causing the limited visibility might include roadway alignment or structures. Intermittent obstructions might include foliage or parked vehicles. <br /> <br /> '''Guidance.''' Where intermittent obstructions occur, engineering judgment should determine the treatment to be implemented.<br /> <br /> The minimum visibility distance of a signal for a facility with a speed limit above 60 mph should be determined by summing the stopping sight distance (see [[#Table 903.6.5 Sight Distance Requirements|Table 903.6.5]]) and the assumed queue length. The assumed queue length should be determined by engineering judgment.<br /> <br /> If an advance traffic control sign is warranted for an approach at an intersection of a MoDOT maintained road and non-MoDOT maintained road, the maintainer of the non-MoDOT road should be notified of the condition.<br /> <br /> '''Option.''' An Advance Traffic Control sign may be used for additional emphasis of the primary traffic control device, even when the visibility distance to the device is satisfactory. An advance street name plaque (refer to [[#903.6.48 Advance Street Name Supplemental Plaque (W16-8P, W16-8aP) (MUTCD Section 2C.58)|EPG 903.6.48]]) may be installed below an Advance Traffic Control sign.<br /> <br /> The Signal Ahead (W3-3) signs may be double posted on the right-hand and left-hand shoulders on a high speed divided approach.<br /> <br /> A warning beacon may be used with an Advance Traffic Control sign.<br /> <br /> A BE PREPARED TO STOP (W3-4) sign may be used to warn of stopped traffic caused by a traffic control signal or in advance of a section of roadway that regularly experiences traffic congestion.<br /> <br /> [[image:Figure 903.6.28 2014.jpg|600px|center|thumb|&lt;center&gt;'''Fig. 903.6.28. Example For Placement of Stop Ahead Sign, Condition B: Posted Speed at 55 mph.'''&lt;/center&gt;]]<br /> <br /> <br /> '''Standard.''' When a BE PREPARED TO STOP (W3-4) sign is used in advance of a traffic control signal, it shall be used in addition to a Signal Ahead (W3-3) sign and shall be placed downstream from the Signal Ahead (W3-3) sign. <br /> <br /> '''Option.''' The BE PREPARED TO STOP (W3-4) sign may be supplemented with a warning beacon. <br /> <br /> '''Guidance.''' When the warning beacon is interconnected with a traffic control signal or queue detection system, the BE PREPARED TO STOP sign should be supplemented with a WHEN FLASHING (W16-13P) plaque.<br /> <br /> ==903.6.29 Advance Ramp Control Signal Signs (W3-7 and W3-8) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.37)==<br /> <br /> '''Option.''' A RAMP METER AHEAD (W3-7) sign may be used to warn road users that a freeway entrance ramp is metered and that they will encounter a ramp control signal.<br /> <br /> '''Guidance.''' When the ramp control signals are operated only during certain periods of the day, a RAMP METERED WHEN FLASHING (W3-8) sign should be installed in advance of the ramp control signal near the entrance to the ramp, or on the arterial on the approach to the ramp, to alert road users to the presence and operation of ramp meters.<br /> <br /> '''Standard.''' The RAMP METERED WHEN FLASHING sign shall be supplemented with a warning beacon that flashes when the ramp control signal is in operation.<br /> <br /> ==903.6.30 Reduced Speed Limit Ahead Signs (W3-5) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.38)==<br /> <br /> [[image:W3-5.jpg|center|100px|thumb|&lt;center&gt;'''W3-5'''&lt;/center&gt;]]<br /> <br /> '''Standard.''' If used, Reduced Speed Limit Ahead signs shall be followed by a Speed Limit (R2-1) sign installed at the beginning of the zone where the speed limit applies. <br /> <br /> The speed limit displayed on the Reduced Speed Limit Ahead sign shall be identical to the speed limit displayed on the subsequent Speed Limit sign.<br /> <br /> Speed Reduction signs shall be installed in advance of a speed reduction of 15 mph or greater from the posted speed limit.<br /> <br /> '''Option.''' Speed Reduction signs may be installed in advance of a speed reduction of 10 mph or less from the posted speed limit based on engineering judgement.<br /> <br /> ==903.6.31 Merge Signs (W4-1, W4-5) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.40)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W4-1.jpg|left|thumb|&lt;center&gt;'''W4-1'''&lt;/center&gt;|100px]]<br /> ||[[image:W4-5.gif|left|100px|thumb|&lt;center&gt;'''W4-5'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Guidance.''' The Merge sign should be installed on the side of the major roadway where merging traffic will be encountered and in such a position as to not obstruct the road user’s view of entering traffic. Where two roadways of approximately equal importance converge, a Merge sign should be placed on each roadway. When a Merge sign is to be installed on an entering roadway that curves before merging with the major roadway, such as a ramp with a curving horizontal alignment as it approaches the major roadway, the Entering Roadway Merge (W4-5) sign should be used to better portray the actual geometric conditions to road users on the entering roadway. The Merge sign should not be used where two roadways converge and merging movements are not required. The Merge sign should not be used in place of a Lane Ends sign where lanes of traffic moving on a single roadway must merge because of a reduction in the actual or usable pavement width.<br /> <br /> ==903.6.32 Added Lane Signs (W4-3, W4-6) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.41)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W4-3.jpg|left|thumb|&lt;center&gt;'''W4-3'''&lt;/center&gt;|100px]]<br /> ||[[image:W4-6.gif|left|100px|thumb|&lt;center&gt;'''W4-6'''&lt;/center&gt;]]<br /> |}<br /> <br /> <br /> '''Guidance.''' The Added Lane (W4-3) sign should be installed in advance of a point where two roadways converge and merging movements are not required. When possible, the Added Lane sign should be placed such that it is visible from both roadways; if this is not possible, an Added Lane sign should be placed on the side of each roadway.<br /> <br /> When an Added Lane sign should be installed on a roadway that curves before converging with another roadway that has a tangent alignment at the point of convergence, the Entering Roadway Added Lane (W4-6) sign should be used to better portray the actual geometric conditions to road users on the curving roadway.<br /> <br /> ==903.6.33 LANE END Signs (W4-2, W9-1, W9-2) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.42)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W4-2.jpg|left|thumb|&lt;center&gt;'''W4-2'''&lt;/center&gt;|100px]]<br /> ||[[image:W9-1.jpg|left|100px|thumb|&lt;center&gt;'''W9-1'''&lt;/center&gt;]]||[[image:W9-2.jpg|left|100px|thumb|&lt;center&gt;'''W9-2'''&lt;/center&gt;]]<br /> |}<br /> <br /> <br /> '''Guidance.''' The LANE ENDS MERGE LEFT (RIGHT) (W9-2) sign or the Lane Ends (W4-2) sign should be used to warn of the reduction in the number of traffic lanes in the direction of travel on a multi-lane highway. <br /> <br /> '''Option.''' The RIGHT (LEFT) LANE ENDS (W9-1) sign may be used in advance of the Lane Ends (W4-2) sign or the LANE ENDS MERGE LEFT (RIGHT) (W9-2) sign as additional warning or to emphasize that the traffic lane is ending and that a merging maneuver will be required. <br /> <br /> On one-way streets or on divided highways where the width of the median will permit, two Lane Ends (W4-2) signs may be placed facing approaching traffic; one on the right-hand side and the other on the left-hand side or median. <br /> <br /> '''Support.''' [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.9 Lane Reduction Transition Markings (MUTCD Section 3B.09)|EPG 620.2.9 Lane Reduction Transition Markings]] contains information regarding the use of pavement markings in conjunction with a lane reduction. <br /> <br /> '''Guidance.''' Where an extra lane has been provided for slower moving traffic (see SLOWER TRAFFIC KEEP RIGHT Sign), a Lane Ends (W9-2) word sign or a Lane Ends (W4-2) symbol sign should be installed in advance of the downstream end of the extra lane. <br /> <br /> Lane Ends signs should not be installed in advance of the downstream end of an acceleration lane of an interchange on ramp.<br /> <br /> '''Standard.''' In dropped lane situations, regulatory signs (see [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|EPG 903.5.12]]) shall be used to inform road users that a through lane is becoming a mandatory turn lane. The W4-2, W9-1, and W9-2 signs shall not be used in dropped lane situations.<br /> <br /> ==903.6.34 Two-Way Traffic Sign (W6-3, W16-9P) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.44)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W6-3.gif|left|thumb|&lt;center&gt;'''W6-3'''&lt;/center&gt;|100px]]<br /> ||[[image:W16-9p.gif|left|100px|thumb|&lt;center&gt;'''W16-9P'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Guidance.''' A Two-Way Traffic (W6-3) sign should be used to warn road users of a transition from a multi-lane divided section of roadway to a two-lane, two-way section of roadway. <br /> <br /> A Two-Way Traffic (W6-3) sign with an AHEAD (W16-9P) plaque should be used to warn road users of a transition from a one-way street to a two-lane, two-way section of roadway. <br /> <br /> '''Option.''' The Two-Way Traffic sign may be used at intervals along a two-lane, two-way roadway and may be used to supplement the Divided Highway Ends (W6-2) sign discussed in [[#903.6.19 Divided Highway Ends Sign (W6-2) (MUTCD Section 2C.23)|EPG 903.6.19]]. <br /> <br /> '''Standard.''' The TWO WAY TRAFFIC supplemental plaque (W6-3c) has been discontinued. MoDOT shall no longer provide TWO WAY TRAFFIC supplemental plaques (W6-3c). Existing TWO WAY TRAFFIC supplemental plaques (W6-3c) shall be left in place until they reach the end of their service life.<br /> <br /> ==903.6.35 NO PASSING ZONE Sign (W14-3) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.45)==<br /> [[image:W14-3.gif|center|thumb|&lt;center&gt;'''W14-3'''&lt;/center&gt;|100px]]<br /> <br /> '''Support.''' The NO PASSING ZONE (W14-3) sign is not to be used on a system-wide basis. It is intended for special use at locations where passing crashes are present and as a measure to correct those accidents.<br /> <br /> '''Standard.''' The NO PASSING ZONE (W14-3) sign shall be a pennant-shaped isosceles triangle with its longer axis horizontal and pointing to the right. When used, the NO PASSING ZONE sign shall be installed on the left side of the roadway at the beginning of no-passing zones identified by pavement markings or DO NOT PASS (R4-1) signs or both (see [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|EPG 903.5.16]]). <br /> <br /> The use of the NO PASSING ZONE sign shall be approved by the State Highway Safety and Traffic Engineer.<br /> <br /> ==903.6.36 Advisory Exit and Ramp Speed Signs (W13-2 and W13-3) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.14)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W13-2.gif|left|thumb|&lt;center&gt;'''W13-2'''&lt;/center&gt;|100px]]<br /> |}<br /> <br /> '''Standard.''' Advisory Exit Speed (W13-2) and Advisory Ramp Speed (W13-3) signs shall be vertical rectangles. <br /> <br /> '''Guidance.''' If used, the Advisory Exit Speed sign should be installed along the deceleration lane and the advisory speed displayed should be based on an engineering study. When a Truck Rollover (W1-13) sign (see [[#903.6.12 Truck Rollover Warning Sign (W1-13) (MUTCD Section 2C.13)|EPG 903.6.12]]) is also installed for the ramp, the advisory exit speed should be based on the truck advisory speed for the horizontal alignment using recommended engineering practices. If used, the Advisory Exit Speed sign should be visible in time for the road user to decelerate and make an exiting maneuver. <br /> <br /> '''Guidance.''' If used, the Advisory Ramp Speed sign should be installed on the ramp to confirm the ramp advisory speed. <br /> <br /> '''Option.''' Where there is a need to remind road users of the recommended advisory speed, a horizontal alignment warning sign with an advisory speed plaque may be installed at or beyond the beginning of the exit curve or on the outside of the curve, provided that it is apparent that the sign applies only to exiting traffic. These signs may also be used at intermediate points along the ramp, especially if the ramp curvature changes and the subsequent curve on the ramp have a different advisory speed than the initial ramp curve.<br /> <br /> [[image:Figure 903.6.36.jpg|thumb|center|350px|&lt;center&gt;'''Fig. 903.6.36 Example of Advisory Speed Signing for an Exit Ramp'''&lt;/center&gt;]]<br /> <br /> ==903.6.37 Intersection Warning Signs (W2-1 through W2-8) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.46)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W2-1.gif|left|thumb|&lt;center&gt;'''W2-1'''&lt;/center&gt;|100px]]<br /> ||[[image:W2-2.gif|left|100px|thumb|&lt;center&gt;'''W2-2'''&lt;/center&gt;]]||[[image:W2-3.gif|left|100px|thumb|&lt;center&gt;'''W2-3'''&lt;/center&gt;]]<br /> |}<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W2-4.gif|left|thumb|&lt;center&gt;'''W2-4'''&lt;/center&gt;|100px]]<br /> ||[[image:W2-5.gif|left|100px|thumb|&lt;center&gt;'''W2-5'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Support.''' Intersection Warning Signs are used when there is limited sight distance, crashes, or based on engineering judgment. <br /> <br /> '''Option.''' A Crossroad (W2-1) symbol, Side Road (W2-2 or W2-3) symbol, T-Symbol (W2-4), or Y-Symbol (W2-5) sign may be used in advance of an intersection to indicate the presence of an intersection and the possibility of turning or entering traffic.<br /> <br /> Intersection Warning signs may be used with Advance Traffic Control signs, but not replace the Advance Traffic Control sign. <br /> <br /> The relative importance of the intersecting roadways may be shown by different widths of lines in the symbol. <br /> <br /> An Advance Street Name plaque (see [[#903.6.48 Advance Street Name Supplemental Plaque (W16-8P, W16-8aP) (MUTCD Section 2C.58)|EPG 903.6.48]]) may be installed above or below an Intersection Warning sign. <br /> <br /> '''Guidance.''' The Intersection Warning sign should illustrate and depict the general configuration of the intersecting roadway, such as crossroad, side road, T-intersection, or Y-intersection. <br /> <br /> Where the side roads are not opposite each other, the symbol for the intersection should indicate a slight offset.<br /> <br /> ===Roundabout Warning Signs (W2-6 and W16-17P)===<br /> <br /> '''Standard.''' The Circular Intersection sign shall be installed in advance of any roundabout intersection. The ROUNDABOUT (W16-17P) plaque along with the appropriate Advisory Speed supplemental plaque (W13-1P) shall be installed below the Circular Intersection sign.<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:W2-6.gif|left|100px|thumb|&lt;center&gt;'''W2-6'''&lt;/center&gt;]]<br /> ||[[image:W2-6a.gif|left|100px|thumb|&lt;center&gt;'''W16-17P'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Option.''' If other circular intersections exist, that would not be classified as a roundabout, the Circular Intersection (W2-6) sign may be used. <br /> <br /> [[image:Figure 903.6.37.jpg|center|675px|thumb|&lt;center&gt;'''Fig. 903.6.37 Example of Markings for Roundabout Intersections With One-Lane Approaches'''&lt;/center&gt;]]<br /> <br /> ==903.6.38 Two-Direction Large Arrow Sign (W1-7) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.47)==<br /> [[image:W1-7.gif|center|100px|thumb|'''W1-7''']]<br /> <br /> <br /> '''Standard.''' The Two-Direction Large Arrow (W1-7) sign shall be a horizontal rectangle. If used, it shall be installed on the far side of a T-Intersection in line with, and at approximately a right angle to, traffic approaching from the stem of the T-intersection (see Figure 903.6.38). <br /> <br /> The Two-Direction Large Arrow sign shall not be used where there is no change in the direction of travel such as at the beginnings and ends of medians or at center piers. <br /> <br /> The Two-Direction Large Arrow sign directing traffic to the left and right shall not be used in the central island of a roundabout.<br /> <br /> '''Guidance.''' The Two-Direction Large Arrow sign should be visible for a sufficient distance to provide the road user with adequate time to react to the intersection configuration.<br /> <br /> [[image:Figure 903.6.38.jpg|thumb|center|650px|&lt;center&gt;'''Fig. 903.6.38 Double Arrow Board'''&lt;/center&gt;]]<br /> <br /> ==903.6.39 Traffic Signal Signs (W25-1, W25-2) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.48)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W25-1.gif|left|thumb|&lt;center&gt;'''W25-1'''&lt;/center&gt;|100px]]<br /> ||[[image:W25-2.gif|left|100px|thumb|&lt;center&gt;'''W25-2'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Support.''' If a left turn trap exists a Traffic Signal sign is needed, unless the signal has a permissive left that is tied to the opposing through (i.e. Dallas phasing). <br /> <br /> '''Standard.''' At locations where either a W25-1 or a W25-2 sign is required based on the provisions in [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.11 Application of Steady Signal Indications (MUTCD Section 4D.05)|EPG 902.5.11 Application of Steady Signal Indications]], the W25-1 or W25-2 sign shall be installed near the left-most signal head. The W25-1 and W25-2 signs shall be vertical rectangles.<br /> <br /> ==903.6.40 Vehicular Traffic Warning Signs (W11-1, W11-1b, W11-5, W11-8, W11-10, W11-12P, W11-14) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.49)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W11-1.gif|left|thumb|&lt;center&gt;'''W11-1'''&lt;/center&gt;|100px]]<br /> ||[[image:W11-5.gif|left|100px|thumb|&lt;center&gt;'''W11-5'''&lt;/center&gt;]]<br /> ||[[image:W11-8.gif|left|thumb|&lt;center&gt;'''W11-8'''&lt;/center&gt;|100px]]<br /> |}<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W11-10.gif|left|100px|thumb|&lt;center&gt;'''W11-10'''&lt;/center&gt;]]<br /> ||[[image:W11-12p.gif|left|thumb|&lt;center&gt;'''W11-12P'''&lt;/center&gt;|100px]]<br /> ||[[image:W11-14.gif|left|100px|thumb|&lt;center&gt;'''W11-14'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Option.''' Vehicular Traffic Warning (W11-1, W11-5, W11-8, W11-10, W11-12P, W11-14) signs may be used to alert road users to locations where unexpected entries into the roadway by trucks, bicyclists, farm vehicles, emergency vehicles, horse-drawn vehicles, or other vehicles might occur. <br /> <br /> '''Support.''' These locations may be relatively confined or occur randomly over a roadway segment. <br /> <br /> '''Guidance.''' Vehicular Traffic Warning signs should be used only at locations where the road user’s sight distance is restricted, or the condition, activity, or entering traffic would be unexpected. If the condition or activity is seasonal or temporary, the Vehicular Traffic Warning sign should be removed or covered when the condition or activity does not exist. <br /> <br /> Haul routes that are sporadic should use the portable or turnable Truck Crossing installations and have a contract for Signs at Truck Crossings (TR12) executed. The [https://epg.modot.org/index.php/903.16_Signing_Agreements#903.16.2_TR-12_contract_for_Signs_at_Truck_Crossing TR12 Agreement] can be found in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements]. <br /> <br /> When the HORSE DRAWN VEHICLE sign (W11-14) or the BICYLE sign (W11-1) is used to notify motorists of these vehicles traveling along a roadway, the Share the Road supplemental plaque (W16-1P) should be installed below the sign and be repeated in accordance with the [[#903.6.50 SHARE THE ROAD Supplemental Plaque (W16-1P) (MUTCD Section 2C.60)|Share the Road sign guidance]]. <br /> <br /> '''Option.''' Supplemental Warning plaques (refer to [[#903.6.42 FERRY CROSSING AHEAD Sign (W3-18)|EPG 903.6.42]]) with legends such as AHEAD (W16-9P), XX FEET or NEXT XX MILES may be mounted below Vehicular Traffic signs to provide advance notice to road users of unexpected entries. <br /> <br /> '''Standard.''' For an entrance to be eligible for “Emergency Vehicle Entrance” signing, the facility shall be adjacent and visible from the roadway, shall be recognizable as such and shall have direct access to the state roadway system. If the entrance is signalized, the Emergency Vehicle (W11-8) sign with the EMERGENCY SIGNAL AHEAD (W11-12P) supplemental plaque shall be placed in advance of all emergency-vehicle traffic control signals.<br /> <br /> The Bicycle/Pedestrian Crossing (W11-15) sign shall be used to mark the crossing of a shared use path. A shared use path shall be a minimum of 8 feet wide serving both pedestrian and bicycle traffic. The Bicycle/Pedestrian Crossing sign shall be installed in advance of a marked shared use path crossing. At the shared use path crossing a Bicycle/Pedestrian Crossing sign with a Downward Diagonal Arrow (W16-7P) plaque shall be used, except at signalized and stop controlled intersections. When the shared use path also includes equestrian traffic, the TRAIL CROSSING (W11-15a) sign shall be used instead of the Bicycle/Pedestrian Crossing (W11-15) sign.<br /> <br /> ==903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.50)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W11-2.gif|left|thumb|&lt;center&gt;'''W11-2'''&lt;/center&gt;|100px]]<br /> ||[[image:W11-3.gif|left|100px|thumb|&lt;center&gt;'''W11-3'''&lt;/center&gt;]]<br /> ||[[image:W11-4.gif|left|100px|thumb|&lt;center&gt;'''W11-4'''&lt;/center&gt;]]<br /> ||[[image:W11-7.gif|left|thumb|&lt;center&gt;'''W11-7'''&lt;/center&gt;|100px]]<br /> |}<br /> <br /> '''Option.''' Non-Vehicular Warning signs may be used to alert road users in advance of locations where unexpected entries into the roadway might occur or where shared use of the roadway by pedestrians, animals, or equestrians might occur. <br /> <br /> '''Support.''' The conflicts may be relatively confined or occur randomly over a roadway segment. <br /> <br /> '''Standard.''' Equestrian (W11-7) Crossing signs should only be installed at Public Equestrian Trail Crossings. Existing Equestrian (W11-7) Crossing signs that do not meet the Public Equestrian Trail Crossing criteria, shall be left in place until they reach the end of their service life. <br /> <br /> Deer (W11-3) Crossing has been discontinued due to studies proving these signs provide little or no safety benefit. Existing signs shall be removed at the end of their service life. <br /> <br /> The Pedestrian (W11-2) sign shall be used in advance of a marked pedestrian crossing. At a marked pedestrian crossing the Pedestrian sign and the Downward Diagonal Arrow (W16-7P) plaque shall be used, except at signalized and stop controlled intersections. <br /> <br /> If a post-mounted W11-2 or W11-7 sign is placed at the location of the crossing point where pedestrians or equestrians might be crossing the roadway, a diagonal downward pointing arrow (W16-7P) plaque shall be mounted below the sign. If the W11-2 or W11-7 sign is mounted overhead, the W16-7P plaque shall not be used. <br /> <br /> The Cattle (W11-4) sign shall be issued to an individual only when the Application for Sign at Cattle Crossings contract (TR09) is fully executed. The [https://epg.modot.org/index.php/903.16_Signing_Agreements#903.16.1_TR-09_Contract_for_Signs_at_Cattle_Crossing TR09 Agreement] can be found in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements]. <br /> <br /> '''Option.''' Supplemented plaques with the legend AHEAD or XX FEET may be displayed below crossing signs to inform road users that they are approaching a point where crossing activity might occur. <br /> <br /> The crossing location may be defined with crosswalk markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.18 Crosswalk Markings (MUTCD Section 3B.18)|EPG 620.2.18 Crosswalk Markings]]). <br /> <br /> '''Guidance.''' The mixing of standard fluorescent yellow and fluorescent yellow-green backgrounds within a selected site area should be avoided.<br /> <br /> ==903.6.42 FERRY CROSSING AHEAD Sign (W3-18)==<br /> <br /> [[image:W3-10.gif|center|thumb|&lt;center&gt;'''W3-18'''&lt;/center&gt;|100px]]<br /> <br /> '''Option.''' The FERRY CROSSING AHEAD (W3-18) sign may be erected for a ferry crossing. A STOP (R1-1) sign at the ferry crossing may be used as a supplement.<br /> <br /> ==903.6.43 Use of Supplemental Warning Plaques ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.53)==<br /> <br /> '''Option.''' A supplemental warning plaque may be displayed with a warning or regulatory sign when engineering judgment indicates that road users require additional warning information beyond that contained in the main message of the warning or regulatory sign. <br /> <br /> '''Standard.''' Supplemental warning plaques shall be used only in combination with warning or regulatory signs. They shall not be mounted alone or displayed alone. If used, a supplemental warning plaque shall be installed on the same post(s) as the warning or regulatory sign that it supplements.<br /> <br /> Unless otherwise provided in this guidance for a particular plaque, supplemental warning plaques shall be mounted below the sign they supplement. <br /> <br /> ==903.6.44 Design of Supplemental Warning Plaques ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.54)==<br /> <br /> '''Standard.''' A supplemental warning plaque used with a warning sign shall have the same legend, border, and background color as the warning sign with which it is displayed. A supplemental warning plaque used with a regulatory sign shall have a black legend and border on a yellow background. Supplemental warning plaques shall be square or rectangular. <br /> <br /> ==903.6.45 Distance Supplemental Plaques (W16-2 Series, W16-3 Series, W16-4P, W7-3aP) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.55)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:W7-3aP.jpg|left|thumb|&lt;center&gt;'''W7-3aP'''&lt;/center&gt;|100px]]<br /> |[[image:W16-2P.jpg|left|thumb|&lt;center&gt;'''W16-2P'''&lt;/center&gt;|100px]]<br /> |}<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:W16-3P.jpg|left|100px|thumb|&lt;center&gt;'''W16-3P'''&lt;/center&gt;]]<br /> |[[image:W16-4.gif|left|100px|thumb|&lt;center&gt;'''W16-4P'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Option.''' The Distance Ahead (W16-2 series and W16-3 series) supplemental plaques may be used to inform the road user of the distance to the condition indicated by the warning sign.<br /> <br /> The Next Distance (W7-3aP and W16-4P) supplemental plaques may be used to inform road users of the length of roadway over which the condition indicated by the warning sign exists.<br /> <br /> '''Standard.''' Distances shall be shown in ¼ mile or 100 ft. increments. If the distance is less than a ½ mile then feet shall be used.<br /> <br /> ==903.6.46 Advisory Speed Supplemental Plaque (W13-1P) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.08)==<br /> [[image:W13-1.gif|center|100px|thumb|&lt;center&gt;'''W13-1P'''&lt;/center&gt;]]<br /> <br /> '''Option.''' The Advisory Speed (W13-1P) plaque may be used to supplement any warning sign to indicate the advisory speed for a condition. <br /> <br /> The Advisory Speed supplemental plaque may be used in conjunction with any standard warning sign.<br /> <br /> {|style=&quot;padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5&quot; width=&quot;410px&quot; align=&quot;right&quot; <br /> |-<br /> |&lt;center&gt;'''Engineering Study for Ball-Banking'''&lt;/center&gt;<br /> |-<br /> |The procedure to determine the safe speed on a curve or turn is a ball-bank study. To correctly use the ball-bank indicator, the ball-bank indicator should be mounted on the dashboard of a passenger car and adjusted to read &quot;0&quot; when the car is stationary on a level grade with the ball-bank indicator being in a vertical plane. When adjusting the indicator, all personnel who are to be in the car while testing should be in their seats and all four tires should have the same pressure. It is usually best for at least two persons to be in the car while taking the ball-bank reading: one for driving, the other for observation and recording. <br /> |-<br /> |The 10-degree reading that can be maintained the complete length of a curve is the appropriate safe speed for that curve. Care must be taken to maintain the car in its proper lane and to maintain a smooth even speed throughout the curve. It will occasionally be found that a curve will have a higher safe speed in one direction than the other. In such cases, the lower safe speed should be used for both directions. Only increments of 5 mph are used on the Advisory Speed Plaque, therefore the curve shall be posted to the nearest 5 mph speed from the survey.<br /> |}<br /> <br /> '''Standard.''' The Advisory Speed plaque shall be used where an engineering study indicates a need to advise road users of the advisory speed for other roadway conditions. The Advisory Speed plaque shall be used with all curve, turn and winding road signs where the curve(s) ball-bank at least 5 mph below the posted speed. If the curve(s) ball-bank at, or above, the posted speed limit, the advisory speed plaque shall display the posted speed limit speed. If used, the Advisory Speed plaque shall carry the message XX MPH. The speed displayed shall be a multiple of 5 mph. <br /> <br /> Except in emergencies or when the condition is temporary, an Advisory Speed plaque shall not be installed until the advisory speed has been determined by an engineering study. The Advisory Speed plaques shall never be mounted alone. The maximum advisory speed posted shall never be more than the posted speed limit. The Advisory Speed plaque shall only be used to supplement a warning sign and shall not be installed as a separate sign installation. The advisory speed shall be determined by an engineering study that follows established engineering practices.<br /> <br /> '''Guidance.''' Because changes in conditions, such as roadway geometrics, surface characteristics, or sight distance, might affect the advisory speed, each location should be evaluated periodically or when conditions change. <br /> <br /> '''Support.''' The Advisory Speed supplemental plaques are available in 5 mph increments.<br /> <br /> ==903.6.47 Supplemental Arrow Plaque (W16-5P, W16-6P) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.56)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W16-5P.jpg|left|thumb|&lt;center&gt;'''W16-5P'''&lt;/center&gt;|100px]]<br /> ||[[image:W16-6P.gif|left|100px|thumb|&lt;center&gt;'''W16-6P'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Guidance.''' If the condition indicated by a warning sign is located on an intersecting road and the distance between the intersection and condition is not sufficient to provide adequate advance placement of the warning sign, a Supplemental Arrow (W16-5P and W16-6P) plaque should be used below the warning sign.<br /> <br /> '''Standard.''' Supplemental Arrow plaques shall have the same legend design as the Advance Turn Arrow and Directional Arrow auxiliary signs except that they shall have a black legend and border on a fluorescent yellow or fluorescent yellow-green background, as appropriate.<br /> <br /> ==903.6.48 Advance Street Name Supplemental Plaque (W16-8P, W16-8aP) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.58)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W16-8.gif|left|thumb|&lt;center&gt;'''W16-8P'''&lt;/center&gt;|100px]]<br /> ||[[image:W16-8aP.jpg|left|140px|thumb|&lt;center&gt;'''W16-8aP'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Support.''' Advance street name signing can provide valuable information to the motorist. Intersections that are signed with Intersection Warning (W2 series) or Advance Traffic Control (W3 series) signs typically have inherent sight distance concerns. The addition of the street name to the warning sign can aid a motorist in making decisions in a timely manner.<br /> <br /> '''Option.''' An Advance Street Name (W16-8P or W16-8aP) plaque may be used with any Intersection sign (W2 series) or Advance Traffic Control (W3 series) sign to identify the name of the intersecting street.<br /> <br /> If the side road being signed is maintained by a public agency, the addition of the street name sign may be considered on request.<br /> <br /> '''Guidance.''' Advance Street Name supplemental signs are only to be used with intersection or advance traffic control warning signs that are properly installed according to MoDOT guidelines.<br /> <br /> '''Standard.''' The street name used on an Advance Street Name supplemental sign shall be the approved name used by either the local agency or the Emergency 911 Coordinator.<br /> <br /> When used, the Advance Street Name supplemental plaque shall only be mounted below the W2 or W3 series warning sign or the Mileage Plaque on the same post. The Advance Street Name supplemental plaque for a 36 in. x 36 in. warning sign shall be a maximum of 36 in. wide and for a 48 in. x 48 in. warning sign shall be a maximum of 48 in. wide.<br /> <br /> The lettering on Advance Street Name plaques shall be composed of a combination of lower-case letters with initial upper-case letters.<br /> <br /> If two street names are used on the Advance Street Name plaque, a directional arrow pointing in the direction of the street shall be placed next to each street name. Arrows pointing to the left shall be placed to the left of the street name, and arrows pointing to the right shall be placed to the right of the street name.<br /> <br /> ==903.6.49 CROSS TRAFFIC DOES NOT STOP Plaque (W4-4P) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.59)==<br /> <br /> [[image:W4-4.gif|center|thumb|&lt;center&gt;'''W4-4P'''&lt;/center&gt;|100px]]<br /> <br /> <br /> '''Option.''' The CROSS TRAFFIC DOES NOT STOP (W4-4P) plaque may be used in combination with a STOP sign when engineering judgment indicates that conditions are present that are causing or could cause drivers to misinterpret the intersection as an all-way stop.<br /> <br /> '''Standard.''' If a W4-4P plaque or a plaque with an alternate message is used, it shall be mounted below the STOP sign.<br /> <br /> ==903.6.50 SHARE THE ROAD Supplemental Plaque (W16-1P) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.60)==<br /> <br /> [[image:W16-1.gif|center|thumb|&lt;center&gt;'''W16-1P'''&lt;/center&gt;|100px]]<br /> <br /> '''Option.''' In situations where there is a need to warn drivers to watch for other slower forms of transportation traveling along the highway, such as bicycles or horse-drawn vehicles, a SHARE THE ROAD (W16-1P) plaque may be used.<br /> <br /> '''Guidance.''' SHARE THE ROAD (W16-1P) plaques should be installed at a point where vehicles will first encounter slower forms of transportation. <br /> <br /> '''Option.''' SHARE THE ROAD plaques may be installed after any major intersections where new traffic might enter the roadway.<br /> <br /> '''Standard.''' A W16-1P plaque shall not be used alone. If a W16-1P plaque is used, it shall be mounted below either a BICYCLE (W11-1) or a HORSE DRAWN VEHCLE (W11-14) sign. The background color of the W16-1P plaque shall match the background color of the warning sign with which it is displayed.<br /> <br /> ==903.6.51 PHOTO ENFORCED Plaque (W16-10aP) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.61)==<br /> <br /> [[image:W16-10.gif|center|thumb|&lt;center&gt;'''W16-10aP'''&lt;/center&gt;|100px]]<br /> <br /> '''Support.''' The PHOTO ENFORCED (W16-10aP) word message plaque is no longer used on MoDOT roadways due judicial issues. The limited number of red light photo enforcement sites are signed using the R10-18a, see [[#903.6.31 Merge Signs (W4-1, W4-5) (MUTCD Section 2C.40)|EPG 903.5.31]]. <br /> <br /> ==903.6.52 IMPASSABLE DURING HIGH WATER Sign (W8-18, W8-19a, W8-34, W8-35) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.35)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W8-18.jpg|left|thumb|&lt;center&gt;'''W8-18'''&lt;/center&gt;|100px]]<br /> ||[[image:W8-19a.jpg|left|40px|thumb|&lt;center&gt;'''W8-19a'''&lt;/center&gt;]]<br /> ||[[image:W8-17.gif|left|100px|thumb|&lt;center&gt;'''W8-34'''&lt;/center&gt;]]<br /> ||[[image:W8-18.gif|left|thumb|&lt;center&gt;'''W8-35'''&lt;/center&gt;|100px]]<br /> |}<br /> <br /> '''Option.''' The IMPASSABLE DURING HIGH WATER (W18-34) sign may be used to warn of a low water crossing, or a section of highway where normal rainfall will cause water to be over the roadway, see [[616.23 Traffic Control for Field Operations|EPG 616.23 Traffic Control For Field Operations]]. Where used, this sign may be a flip sign with the combination of a ROAD MAY FLOOD sign (W8-18). <br /> <br /> The LOW WATER CROSSING (W8-35) may also be used to warn of low water crossings.<br /> <br /> '''Standard.''' The Flood Gauge (W8-19) sign shall be used at all low water crossings as a supplement to the IMPASSABLE DURING HIGH WATER sign and shall indicate the depth of the water at the deepest point on the roadway. <br /> <br /> ==903.6.53 Sign Barricades ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2B.67)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:GB-4L.gif|left|100px|thumb|&lt;center&gt;'''GB-2'''&lt;/center&gt;]]<br /> ||[[image:GB-4R.gif|left|100px|thumb|&lt;center&gt;'''GB-3'''&lt;/center&gt;]]<br /> ||[[image:GB-4D.gif|left|100px|thumb|&lt;center&gt;'''GB-4'''&lt;/center&gt;]]<br /> ||[[image:GB-4E.gif|left|thumb|&lt;center&gt;'''GB-5'''&lt;/center&gt;|100px]]<br /> |}<br /> <br /> '''Option.''' Sign Barricades (GB-2 or GB-3) may be used when added emphasis is needed for a change in horizontal roadway alignment (see Fig. 903.6.53.1).<br /> <br /> Sign Barricades (GB-4) may be used opposite the stem of the tee intersection (see Fig. 903.6.53.2).<br /> <br /> '''Guidance.''' Sign barricades should be centered with the approaching lane of traffic. Sign barricades should not be used at transitions from 4-lane divided to 2-lane roadways for typical signing at these locations. <br /> <br /> '''Standard.''' Sign Barricades shall be installed per [https://www.modot.org/media/16920 Std. Plan 903.02]. <br /> <br /> GB-4 barricades shall be placed on the far side of the T-intersection with the lines sloping downward in both directions from the center of the barricade. <br /> <br /> GB-3 barricades shall be placed in the line of site of the driver approaching the left turn with the stripes sloping downward from the right to the left. <br /> <br /> GB-2 barricades shall be placed in the line of site of the driver approaching the right turn with the stripes sloping downward from the left to the right. <br /> <br /> GB-5 barricade shall be placed where roadways end and no vehicular movements are provided, the stripes shall slope downward toward the center of the barricade.<br /> <br /> [[image:Figure 903.6.54.1.jpg|thumb|center|650px|&lt;center&gt;'''Fig. 903.6.53.1 Right and Left Barricade Boards'''&lt;/center&gt;]]<br /> <br /> [[image:Figure 903.6.54.2.gif|thumb|center|650px|&lt;center&gt;'''Fig. 903.6.53.2 Barricade Board'''&lt;/center&gt;]]<br /> <br /> ==903.6.54 Shoulder Barricade Assembly==<br /> <br /> [[image:GB-1.gif|thumb|center|125px|&lt;center&gt;'''GB-1'''&lt;/center&gt;]]<br /> <br /> '''Option.''' Shoulder barricades may be used for added emphasis of standard warning sign installations at the direction of the engineer.<br /> <br /> '''Standard.''' The shoulder barricade assembly shall consist of three horizontal boards (GB-1L or GB-1R) marked with reflective diagonal stripes and a 48-inch standard warning sign and a 48 in. standard warning sign with the appropriate 30-inch advisory plaque. See Figure 903.6.54 for typical construction.<br /> <br /> GB-1R shoulder barricades shall be installed on the right side of the travelway and have diagonal stripes sloping downward from the right to the left.<br /> <br /> GB-1L shoulder barricades shall be installed on the left side of the travelway and have diagonal stripes sloping downward from the left to the right.<br /> <br /> '''Option.''' Supplemental signs may be installed on the shoulder barricade at the direction of the engineer.<br /> <br /> '''Guidance.''' Shoulder Barricades should be installed on the appropriate sized wood post or on wide flanged structural steel posts.<br /> <br /> [[image:Figure 903.6.55.jpg|thumb|center|650px|&lt;center&gt;'''Fig. 903.6.54 Shoulder Barricade Assembly'''&lt;/center&gt;]]<br /> <br /> ==903.6.55 Warning Signs Provided for Other Agencies==<br /> <br /> '''Support.''' MoDOT will provide, if requested by the appropriate local traffic authority, warning signs for conditions beyond the end of state-maintained right of way.<br /> <br /> If the location for placement of an advance warning sign for a curve, turn, paved road, stop condition or other condition deemed appropriate falls on state-maintained right of way, MoDOT will place and maintain the traffic control device on state-maintained right of way at the request of the local traffic authority.<br /> <br /> '''Standard.''' The placement of all traffic control devices on the state highway system shall be governed by the [https://epg.modot.org/index.php/Main_Page ''Engineering Policy Guide'']. MoDOT is responsible for the placement and maintenance of all signs on state-maintained right of way.<br /> <br /> ==903.6.56 Passing Lane Warning Signs (W6-6a, W6-6aP, W6-16, W6-17)== <br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:W4-12.gif|left|100px|thumb|&lt;center&gt;'''W6-6a'''&lt;/center&gt;]]||[[image:W4-12a.gif|left|100px|thumb|&lt;center&gt;'''W6-6aP'''&lt;/center&gt;]]||[[image:W4-10.gif|left|thumb|&lt;center&gt;'''W6-16'''&lt;/center&gt;|100px]]||[[image:W4-11.gif|left|100px|thumb|&lt;center&gt;'''W6-17'''&lt;/center&gt;]]<br /> |} <br /> <br /> '''Support.''' Alternating passing lanes may be provided on rural, two-lane highways to provide motorists with an opportunity to pass slower vehicles without crossing the centerline. Where passing lanes are provided, operations and safety may be improved by giving motorists advance information about the location of passing lanes. Providing motorists with advance notice of passing lanes may reduce the number of passing maneuvers.<br /> <br /> '''Standard.''' The PASSING LANE ENDS (W6-16), WATCH FOR LEFT-TURNING TRAFFIC IN PASSING LANE (W6-17), PASSING LANE SYMBOL (W6-6a), and PASSING LANE PLAQUE (W6-6aP) signs shall be black legend and fluorescent yellow background and shall only be used in alternating passing lane sections.<br /> <br /> The PASSING LANE ENDS sign shall be used prior to the end of the passing lane to warn motorists the passing lane in that direction of travel is ending and merging back to a single lane. The sign shall be placed in advance of the LANE ENDS MERGE RIGHT (W9-2) sign at a distance determined by [[#Table 903.6.6 Guidelines for Advance Placement of Warning Sign|Table 903.6.6 Guidelines for Advance Placement of Warning Sign]].<br /> <br /> The PASSING LANE SYMBOL sign shall be placed at the beginning of each passing lane to indicate a passing lane is now available. The sign shall be oriented so that the arrows on the sign correspond to the actual lane configurations. The PASSING LANE PLAQUE (W6-6aP) shall be used above the PASSING LANE SYMBOL. The supplemental distance plaque (W7-3aP) shall be used below the PASSING LANE PLAQUE. <br /> <br /> '''Option.''' The WATCH FOR LEFT TURNING TRAFFIC IN PASSING LANE sign may be used at locations in a passing lane segment where left turns are common, such as at a county road. This sign may be installed at the judgement of the engineer. <br /> <br /> ==903.6.57 TRAVEL SAFE ZONE – FINES DOUBLED Sign (W26-1)==<br /> [[image:903.6.63.jpg|center|130px|thumb|&lt;center&gt;'''W26-1'''&lt;/center&gt;]]<br /> <br /> '''Support:''' The TRAVEL SAFE ZONE - FINES DOUBLED (W26-1) sign is not to be used on a system-wide basis. It is intended for special use at locations where severe crashes are occurring. There is a requirement for regional support to focus a safety campaign involving local law enforcement and public information efforts to reduce the number and severity of crashes within the travel safe zone (see [[907.3 Travel Safe Zones|EPG 907.3]]).<br /> <br /> '''Standard:''' A TRAVEL SAFE ZONE – FINES DOUBLED sign shall be used to mark the beginning of a designated travel safe zone. This sign is installed in conjunction with the [[903.5 Regulatory Signs#903.5.52 FINES DOUBLED ENDS Sign (R2-20)|FINES DOUBLED ENDS]] (R2-20) sign.<br /> <br /> ==903.6.58 NOTICE Plaque (W16-18P) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2A.15)==<br /> [[image:903.6.59.jpg|center|150px|thumb|&lt;center&gt;'''W16-18P'''&lt;/center&gt;]]<br /> <br /> '''Support:''' It is sometimes necessary to increase the conspicuity of a regulatory sign to attract drivers’ attention to the message the sign is conveying. This may be necessary to help notify drivers to a speed limit reduction, turning movement prohibition, or bridge weight restriction. The NOTICE (W16-18P) plaque is an alternate to the use of red flags (see [[903.2 Extent of Signing#903.2.17 Enhanced Conspicuity for Standard Signs (MUTCD Section 2A.15)|EPG 903.2.17 Enhanced Conspicuity for Standard Signs]]).<br /> <br /> '''Option:''' Based on engineering judgment, where the improved conspicuity of a standard regulatory sign is desired, a NOTICE (W16-18P) plaque may be mounted above regulatory signs to attract additional attention to the sign. <br /> <br /> '''Standard:''' The NOTICE (W16-18P) plaque shall not be used alone and the plaque shall be installed directly above the regulatory sign it is enhancing. <br /> <br /> '''Guidance:''' The use of the NOTICE (W16-18P) plaque should be based on engineering judgment and not systematically applied to a specific sign unless otherwise specified in the EPG.<br /> <br /> [[image:903.6.jpg|center|775px]]<br /> <br /> ==903.6.59 Vehicle Speed Feedback Plaque (W13-20aP) ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2c.13)==<br /> &lt;gallery mode=&quot;nolines&quot; class=&quot;center&quot; heights=175px&gt;<br /> file:W13-20aP.png|'''W13-20aP'''<br /> &lt;/gallery&gt;<br /> '''Option:''' A Vehicle Speed Feedback (W13-20aP) plaque that displays the speed of an approaching vehicle to the vehicle operator may be used to provide warning to drivers of their speed in relation to a speed limit sign.<br /> <br /> '''Standard:''' When used to display the speed of an approaching vehicle in relation to the posted speed limit, the Vehicle Speed Feedback (W13-20aP) plaque shall be mounted below a Speed Limit (R2-1) sign. The speed limit sign shall be a minimum of 30”x36” on conventional roads and a minimum of 36”x48” on freeways and expressways. The Vehicle Speed Feedback assembly shall not be installed at a location where the posted speed limit on the route changes. Vehicle Speed Feedback assemblies shall be placed anywhere downstream of a speed limit change but shall be a minimum of 200 feet down stream of a speed limit change on conventional routes and a minimum of 400 feet down stream of a speed limit change on expressways of freeways. Vehicle Speed Feedback assemblies shall be installed in accordance with the [https://epg.modot.org/forms/general_files/TS/TA_Your_Speed_Feedback_Assembly.pdf Vehicle Speed Feedback Assembly Typical Application].<br /> <br /> The legend YOUR SPEED shall be a black legend on a yellow retroreflective background with the YOUR SPEED text on one line. The changeable legend displaying the speed of the approaching vehicle shall be a yellow luminous legend on a black opaque background. The vehicle speed displayed on the changeable portion of the sign shall be displayed as an integer. The Vehicle Speed Feedback sign and plaque shall not flash, strobe, change color, or use other animated elements integrated into the changeable legend display. When no vehicles are approaching, the changeable display shall not display a legend.<br /> <br /> No Speed Sign shall have the capability to collect, store or transmit data of any type.<br /> <br /> '''Guidance:''' The changeable portion of the Vehicle Speed Feedback legend should be approximately the same height, width, and stroke of those on the Speed Limit sign it supplements or is mounted below.<br /> <br /> The W13-20aP should be approximately the same width of the Speed Limit sign it is mounted below.<br /> <br /> <br /> [[Category:Backup Removed Pages|903.06]]</div>

TaracksA https://epgtest.modot.org/index.php?title=903.2_Regulatory_Signs_and_Barricades_(MUTCD_Chapter_2B)&diff=59995 2025-11-21T18:09:11Z

<p>TaracksA: </p> <hr /> <div>[[Category:903 Highway Signing (MUTCD Part 2)|903.02]]<br /> {| align=&quot;right&quot; style=&quot;margin-left: 15px; max-width: 690px;&quot;<br /> | __TOC__<br /> |}<br /> =={{SpanID|903.2.1}}903.2.1 Application of Regulatory Signs (MUTCD Section 2B.01)==<br /> <br /> '''Standard. '''Regulatory signs shall be used to inform road users of selected traffic laws or regulations and to indicate the applicability of the legal requirements.<br /> <br /> Regulatory signs shall be installed at or near where the regulations apply. The signs shall clearly indicate the requirements imposed by the regulations and shall be designed and installed to provide adequate visibility and legibility in order to obtain compliance.<br /> <br /> Regulatory signs shall be retroreflective or illuminated (see [[903.1 General (MUTCD Chapter 2A) #903.1.21|EPG 903.1.21]]).<br /> <br /> =={{SpanID|903.2.2}}903.2.2 Design of Regulatory Signs (MUTCD Section 2B.02)==<br /> <br /> '''Standard. '''Regulatory signs shall be rectangular unless specifically designated otherwise in the EPG. Regulatory signs shall be designed in accordance with the sizes, shapes, colors, and legends contained in the FHWA “Standard Highway Signs” publication (see [[:Category:911 General (MUTCD Part 1) #911.1.5|EPG 911 (MUTCD Section 1A.05)]]).<br /> <br /> '''Support. '''The use of educational plaques to supplement symbol signs is described in [[903.1 General (MUTCD Chapter 2A) #903.1.9|EPG 903.1.9]].<br /> <br /> The use of LEDs in the border or legend of regulatory signs is described in [[903.1 General (MUTCD Chapter 2A) #903.1.12|EPG 903.1.12]].<br /> <br /> '''Standard. '''LED signs displaying a part-time prohibitory message incorporating a red circle and diagonal of a static sign shall display a red symbol that approximates the same red circle and diagonal as closely as possible. The symbol of the action to be prohibited shall be displayed in white LEDs on a black background.<br /> <br /> A regulatory sign displayed entirely with LEDs and incorporated within the border of a larger full-matrix changeable message sign shall display the regulatory sign legend in the size, shape, color, and legend of the standard regulatory sign.<br /> <br /> =={{SpanID|903.2.3}}903.2.3 Size of Regulatory Signs (MUTCD Section 2B.03)==<br /> <br /> '''Standard. '''Except as provided in [[903.1 General (MUTCD Chapter 2A) #903.1.7|EPG 903.1.7]], the minimum sizes for regulatory signs shall be as shown in [[#tab903.2.3|Table 903.2.3]].<br /> <br /> '''Support. ''' [[903.1 General (MUTCD Chapter 2A) #903.1.7|EPG 903.1.7]] contains information regarding the applicability of the various columns in [[#tab903.2.3|Table 903.2.3]].<br /> <br /> '''Guidance. '''The minimum sizes for regulatory signs facing traffic on exit and entrance ramps at interchanges should be as shown in the column of [[#tab903.2.3|Table 903.2.3]] that corresponds to the mainline roadway classification (Expressway/Freeway). <br /> <br /> '''Standard. '''The minimum size for WRONG WAY and DO NOT ENTER signs on ramps facing the opposite direction of travel where a road user could wrongly enter the ramp from a conventional road shall be the size listed in the Conventional Road - Standard column of [[#tab903.2.3|Table 903.2.3]]. See [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.37|EPG 903.2.37]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.38|903.2.38]] for additional information.<br /> <br /> '''Option. '''The minimum size for WRONG WAY and DO NOT ENTER signs on ramps facing the opposite direction of travel where a road user could wrongly enter the ramp from a conventional road may be increased to the size in the Conventional Road – Oversized column of [[#tab903.2.3|Table 903.2.3]] when the need for greater emphasis has been determined based on engineering judgement.<br /> <br /> {{SpanID|tab903.2.3}}<br /> {| class=&quot;wikitable&quot; style=&quot;text-align: center&quot;<br /> |-<br /> |+ Table 903.2.3, Regulatory Sign and Plaque Sizes<br /> ! rowspan=&quot;2&quot; | Sign or Plaque<br /> ! rowspan=&quot;2&quot; | Sign Designation<br /> ! rowspan=&quot;2&quot; | EPG Article<br /> ! colspan=&quot;3&quot; | Conventional Road (in. x in.)<br /> ! Freeway/Expressway (in. x in.)<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Standard<br /> ! Oversized<br /> ! Special<br /> ! Mainline and Ramps<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Stop<br /> | R1-1<br /> | [[#903.2.4|903.2.4]]<br /> | 36 X 36<br /> | 48 X 48<br /> | -<br /> | 48 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Yield<br /> | R1-2<br /> | [[#903.2.5|903.2.5]]<br /> | 48 X 48 X 48<br /> | 60 X 60 X 60<br /> | -<br /> | 60 X 60 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| To Oncoming Traffic (plaque)<br /> | R1-2aP<br /> | [[#903.2.5|903.2.5]]<br /> | 36 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| All-Way (plaque)<br /> | R1-3P<br /> | [[#903.2.4|903.2.4]]<br /> | 30 X 12<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Yield Here To Pedestrians<br /> | R1-5<br /> | [[#903.2.18|903.2.18]]<br /> | 36 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Yield Here to Trail Crossing<br /> | R1-5d<br /> | [[#903.2.18|903.2.18]]<br /> | 36 X 42<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| In-Street Pedestrian Crossing - Yield<br /> | R1-6<br /> | [[#903.2.19|903.2.19]]<br /> | 12 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| In-Street Trail Crossing - Yield<br /> | R1-6d<br /> | [[#903.2.19|903.2.19]]<br /> | 12 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Speed Limit<br /> | R2-1<br /> | [[#903.2.20|903.2.20]]<br /> | 36 X 48<br /> | 48 X 60<br /> | -<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Combined Speed Limit<br /> | R2-4a<br /> | [[#903.2.21|903.2.21]]<br /> | -<br /> | -<br /> | -<br /> | 48 X 96<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Speed Limit _ Except Where Posted<br /> | R2-5d<br /> | [[#903.2.22|903.2.22]]<br /> | 36 X 48<br /> | -<br /> | -<br /> | 36 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Fines Doubled Ends<br /> | R2-20<br /> | [[#903.2.71|903.2.71]]<br /> | 36 X 30<br /> | -<br /> | -<br /> | 36 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Right Turn<br /> | R3-1<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | 48 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Left Turn<br /> | R3-2<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | 48 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Turns<br /> | R3-3<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | 36 X 36<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No U Turn<br /> | R3-4<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Right (Left/Ahead) Only<br /> | R3-5, 5a<br /> | [[#903.2.26|903.2.26]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Straight and Right (Left)<br /> | R3-6<br /> | [[#903.2.27|903.2.27]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Optional Movement U and Left Turn<br /> | R3-6a<br /> | [[#903.2.27|903.2.27]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Optional Movement Left Turns<br /> | R3-6b<br /> | [[#903.2.27|903.2.27]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Right (Left) Lane Must Turn Right (Left)<br /> | R3-7<br /> | [[#903.2.26|903.2.26]]<br /> | 36 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Advance Intersection Lane Control<br /> | R3-8,8a,8b,8xa, 8xb,8xc<br /> | [[#903.2.28|903.2.28]]<br /> | Varies X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Two-Way Left Turn Only (overhead)<br /> | R3-9a<br /> | [[#903.2.29|903.2.29]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Center Lane Two-Way Left Turn Only (post-mounted)<br /> | R3-9b<br /> | [[#903.2.29|903.2.29]]<br /> | 24 X 36<br /> | 36 X 48<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No U Turn/No Left Turn<br /> | R3-18<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Straight Through<br /> | R3-27<br /> | [[#903.2.24|903.2.24]]<br /> | 36 X 36<br /> | 48 X 48<br /> | 24 X 24 - 30 X 30<br /> | 48 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Do Not Pass<br /> | R4-1<br /> | [[#903.2.31|903.2.31]]<br /> | 36 X 48<br /> | <br /> | 36 X 48<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Pass With Care<br /> | R4-2<br /> | [[#903.2.32|903.2.32]]<br /> | 36 X 48<br /> | <br /> | 48 X 60<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Slower Traffic Keep Right<br /> | R4-3<br /> | [[#903.2.33|903.2.33]]<br /> | 36 X 48<br /> | 48 X 60<br /> | 48 X 60<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Right<br /> | R4-7<br /> | [[#903.2.34|903.2.34]]<br /> | 24 X 30<br /> | 36 X 48<br /> | 36 X 48<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Right (horizontal arrow)<br /> | R4-7a<br /> | [[#903.2.34|903.2.34]]<br /> | 36 X 48<br /> | 48 X 60<br /> | 48 X 60<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Right (45° arrow)<br /> | R4-7b<br /> | [[#903.2.34|903.2.34]]<br /> | 36 X 48<br /> | 48 X 60<br /> | -<br /> | 84 X 96<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Narrow Keep Right<br /> | R4-7c<br /> | [[#903.2.34|903.2.34]]<br /> | 18 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Left<br /> | R4-8<br /> | [[#903.2.34|903.2.34]]<br /> | 24 X 30<br /> | 36 X 48<br /> | -<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Left (horizontal arrow)<br /> | R4-8a<br /> | [[#903.2.34|903.2.34]]<br /> | 36 X 48<br /> | 48 X 60<br /> | -<br /> | 48 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Left (45° arrow)<br /> | R4-8b<br /> | [[#903.2.34|903.2.34]]<br /> | 36 X 48<br /> | 48 X 60<br /> | -<br /> | 84 X 96<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Narrow Keep Left<br /> | R4-8c<br /> | [[#903.2.34|903.2.34]]<br /> | 18 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Right Except to Pass<br /> | R4-16<br /> | [[#903.2.33|903.2.33]]<br /> | 36 X 48<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Do Not Drive on Shoulder<br /> | R4-17<br /> | [[#903.2.35|903.2.35]]<br /> | 36 X 48<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Next Passing Lane _ Miles<br /> | R4-28<br /> | [[#903.2.69|903.2.69]]<br /> | -<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| End Passing Lanes<br /> | R4-29<br /> | [[#903.2.69|903.2.69]]<br /> | -<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Do Not Enter<br /> | R5-1<br /> | [[#903.2.37|903.2.37]]<br /> | 36 X 36<br /> | 48 X 48<br /> | -<br /> | 48 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Wrong Way<br /> | R5-1a<br /> | [[#903.2.39|903.2.39]]<br /> | 42 X 30<br /> | -<br /> | -<br /> | 42 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Trucks<br /> | R5-2<br /> | [[#903.2.36|903.2.36]]<br /> | 36 X 36<br /> | -<br /> | -<br /> | <br /> |-<br /> ! style=&quot;text-align:left;&quot;| Except Local Deliveries (plaque)<br /> | R5-2aP<br /> | [[#903.2.36|903.2.36]]<br /> | 36 X 18<br /> | -<br /> | -<br /> | <br /> |-<br /> ! style=&quot;text-align:left;&quot;| Engine Brake Muffler Required<br /> | R5-23<br /> | -<br /> | 30 X 30<br /> | -<br /> | -<br /> | 30 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Fishing from Bridge<br /> | R5-25<br /> | [[#903.2.36|903.2.36]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | 18 X 24<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Dumping<br /> | R5-28<br /> | [[#903.2.66|903.2.66]]<br /> | -<br /> | -<br /> | -<br /> | 48 X 24<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Authorized and Emergency Vehicles Only<br /> | R5-29<br /> | [[#903.2.36|903.2.36]]<br /> | -<br /> | -<br /> | -<br /> | 24 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Do Not Stop on Tracks<br /> | R5-31<br /> | [[#903.2.45|903.2.45]]<br /> | 24 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| One Way<br /> | R6-1<br /> | [[#903.2.40|903.2.40]]<br /> | 36 X 12<br /> | 48 X 18<br /> | -<br /> | 48 X 18<br /> |-<br /> ! style=&quot;text-align:left;&quot;| One Way<br /> | R6-2<br /> | [[#903.2.40|903.2.40]]<br /> | 24 X 30<br /> | 30 X 36<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Divided Highway (4-legged)<br /> | R6-3<br /> | [[#903.2.41|903.2.41]]<br /> | 30 X 24<br /> | -<br /> | -<br /> | 36 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Divided Highway (T-intersection)<br /> | R6-3a<br /> | [[#903.2.41|903.2.41]]<br /> | 30 X 24<br /> | -<br /> | -<br /> | 36 X 30<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Parking Signs<br /> | R7 series<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Reserved Parking<br /> | R7-8<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Van Accessible (plaque)<br /> | R7-8aP<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 9<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Parking on Bridge<br /> | R7-35<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | 18 X 24<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Parking Trucks and Trailers Over 6 Tons<br /> | R7-36<br /> | [[#903.2.62|903.2.62]]<br /> | 18 X 24<br /> | 36 X 48<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Tow Away Zone (plaque)<br /> | R7-201P, R7-201ap<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 9<br /> | -<br /> | <br /> | <br /> |-<br /> ! style=&quot;text-align:left;&quot;| This Side of Sign (plaque)<br /> | R7-202P<br /> | [[#903.2.43|903.2.43]]<br /> | 18 X 9<br /> | -<br /> | -<br /> | <br /> |-<br /> ! style=&quot;text-align:left;&quot;| Emergency Stopping Only<br /> | R8-7<br /> | [[#903.2.45|903.2.45]]<br /> | 48 X 36<br /> | -<br /> | -<br /> | 48 X 36<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Pedestrian Crossing (symbol)<br /> | R9-3<br /> | [[#903.2.46|903.2.46]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Pedestrian Crossing<br /> | R9-3a<br /> | [[#903.2.46|903.2.46]]<br /> | 18 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Pedestrian Signal Series<br /> | R10-3 &amp; R10-4 series<br /> | [[#903.2.47|903.2.47]]<br /> | 9 X 15<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Left on Green Arrow Only<br /> | R10-5<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | 30 X 36<br /> | -<br /> | 30 X 36<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Stop Here on Red<br /> | R10-6<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Do Not Block Intersection<br /> | R10-7<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Right Turn Signal<br /> | R10-10R<br /> | -<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| No Turn on Red<br /> | R10-11<br /> | [[#903.2.49|903.2.49]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Left Turn on Green (Ball)<br /> | R10-12<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | 30 X 36<br /> | -<br /> | 30 X 36<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Left Turn Yield on Flashing Yellow Arrow<br /> | R10-12a<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | 30 X 36<br /> | -<br /> | 30 X 36<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Emergency Signal<br /> | R10-13<br /> | [[#903.2.48|903.2.48]]<br /> | 36 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Emergency Signal Stop on Flashing Red<br /> | R10-14<br /> | [[#903.2.48|903.2.48]]<br /> | 36 X 42<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Emergency Signal - Stop on Flashing Red (overhead)<br /> | R10-14a<br /> | [[#903.2.48|903.2.48]]<br /> | 60 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Stop Here on Red<br /> | R10-14b<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Turning Vehicles Yield to Pedestrians<br /> | R10-15<br /> | [[#903.2.48|903.2.48]]<br /> | 30 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Traffic Signal Photo Enforced<br /> | R10-18a<br /> | [[#903.2.56|903.2.56]]<br /> | 30 X 42<br /> | 36 X 54<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Photo Enforced (symbol plaque)<br /> | R10-19P<br /> | [[#903.2.56|903.2.56]]<br /> | 24 X 12<br /> | 48 X 24<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Crosswalk - Stop on Red<br /> | R10-23<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Stop on Red - Yield on Flashing Red After Stop<br /> | R10-23a<br /> | [[#903.2.48|903.2.48]]<br /> | 24 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Push Button for Warning Lights - Wait for Gap in Traffic<br /> | R10-25<br /> | [[#903.2.47|903.2.47]]<br /> | 9 X 12<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| XX Vehicles per Green<br /> | R10-28<br /> | [[#903.2.50|903.2.50]]<br /> | 24 X 30<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| XX Vehicles per Green Each Lane<br /> | R10-29<br /> | [[#903.2.50|903.2.50]]<br /> | 36 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Right Turn on Red Must Yield to U-Turn<br /> | R10-30<br /> | [[#903.2.49|903.2.49]]<br /> | 30 X 36<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Right Turn Must Yield To U-Turn<br /> | R10-30a<br /> | [[#903.2.49|903.2.49]]<br /> | 36 X 24<br /> | -<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Keep Off Median<br /> | R11-1<br /> | [[#903.2.51|903.2.51]]<br /> | 48 X 60<br /> | 48 X 60<br /> | -<br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Road Closed<br /> | R11-2<br /> | [[#903.2.52|903.2.52]]<br /> | 48 X 30<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Road Closed _ Miles Ahead Local Traffic Only<br /> | R11-3<br /> | [[#903.2.52|903.2.52]]<br /> | 60 X 30<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Road Closed to Thru Traffic<br /> | R11-4<br /> | [[#903.2.52|903.2.52]]<br /> | 60 X 30<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Weight Limit XX Tons<br /> | R12-1<br /> | [[#903.2.53|903.2.53]]<br /> | 36 X 48<br /> | <br /> | <br /> | 36 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Weigh Station Signs<br /> | R13 series<br /> | [[#903.2.54|903.2.54]]<br /> | Varies<br /> | <br /> | <br /> | Varies<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Truck Route<br /> | R14-1<br /> | [[#903.2.55|903.2.55]]<br /> | 24 X 18<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| State Law Move Over or Slow Down for Stopped Emergency Vehicles<br /> | R16-25<br /> | [[#903.2.57|903.2.57]]<br /> | 120 X 60<br /> | <br /> | <br /> | 120 X 60<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Primary Seatbelt City/Country<br /> | R16-27B<br /> | -<br /> | 30 X 36<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| State Law Buckle Up / Phone Down<br /> | R16-30<br /> | [[#903.2.59|903.2.59]]<br /> | 48 X 30<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| State Law Buckle Up / Phone Down<br /> | R16-30a<br /> | [[#903.2.59|903.2.59]]<br /> | -<br /> | <br /> | <br /> | 72 X 48<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Roadside Park Signs<br /> | R20-1<br /> | [[#903.2.66|903.2.66]]<br /> | 30 X 30<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Rest Area Regulations<br /> | R20-2<br /> | [[#903.2.67|903.2.67]]<br /> | 30 X 36<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Commuter Parking Regulations<br /> | R20-3<br /> | [[#903.2.67|903.2.67]]<br /> | 42 X 48<br /> | <br /> | <br /> | -<br /> |-<br /> ! style=&quot;text-align:left;&quot;| Rest Area Signs<br /> | R20 Series<br /> | [[#903.2.67|903.2.67]]<br /> | <br /> | <br /> | <br /> | Varies<br /> |}<br /> <br /> =={{SpanID|903.2.4}}903.2.4 STOP Sign (R1-1) and ALL-WAY Plaque (R1-3P) (MUTCD Section 2B.04)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R1-1.gif|left|165px|thumb|&lt;center&gt;'''R1-1'''&lt;/center&gt;]]||[[File:R1-3P.gif|left|110px|thumb|&lt;center&gt;'''R1-3P'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Standard. '''When it is determined that a full stop is always required on an approach to an intersection, a STOP (R1-1) sign shall be used.<br /> <br /> Secondary legends shall not be used on STOP sign faces.<br /> <br /> The STOP sign shall not be displayed using a changeable message sign.<br /> <br /> At intersections where all approaches are controlled by STOP signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.11|EPG 903.2.11]]), an ALL-WAY (R1-3P) supplemental plaque shall be mounted below each STOP sign. The ALL-WAY plaque shall have a white legend and border on a red background.<br /> <br /> Supplemental plaques with legends such as 2-WAY, 3-WAY, 4-WAY, or other numbers of ways shall not be used with STOP signs.<br /> <br /> '''Support. '''The use of the CROSS TRAFFIC DOES NOT STOP (W4-4P Series) and other plaques with variations of this legend is described in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.65|EPG 903.3.65]].<br /> <br /> '''Guidance. '''The TRAFFIC FROM LEFT (RIGHT) DOES NOT STOP (W4-4aP) plaque or ONCOMING TRAFFIC DOES NOT STOP (W4-4bP) plaque should be used at intersections where STOP signs control all but one approach to the intersection, unless the only non-stopped approach is from a one-way street.<br /> <br /> '''Support. '''The design and application of Stop Beacons are described in [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.5|EPG 902.18.5]].<br /> <br /> =={{SpanID|903.2.5}}903.2.5 YIELD Sign (R1-2) (MUTCD Section 2B.05)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R1-2.gif|left|175px|thumb|&lt;center&gt;'''R1-2'''&lt;/center&gt;]]<br /> ||[[File:R1-2aP.gif|left|thumb|&lt;center&gt;'''R1-2aP'''&lt;/center&gt;|95px]]<br /> |}<br /> <br /> '''Support. '''The YIELD sign requires road users to yield the right-of-way to other traffic on certain approaches to an intersection or on a two-way approach to a one-way section of roadway, such as a narrow bridge or underpass. Vehicles controlled by a YIELD sign need to slow down to a speed that is reasonable for the existing conditions or stop when necessary to avoid interfering with conflicting traffic. <br /> <br /> '''Standard. '''The YIELD (R1-2) sign shall not be displayed using a changeable message sign.<br /> <br /> =={{SpanID|903.2.6}}903.2.6 General Considerations (MUTCD Section 2B.06)==<br /> <br /> '''Support. '''Unsignalized intersections represent the most common form of intersection right-of-way control. Selection of control type might be impacted by specific requirements of State law or local ordinances.<br /> <br /> Roundabouts and traffic circles are circular intersection designs and are not traffic control devices. The decision to convert an intersection from a conventional intersection to a circular intersection is an engineering design decision and not a traffic control device decision. As such, criteria for conversion from a conventional intersection to a circular intersection are not included in [[:Category:903 Highway Signing (MUTCD Part 2)|EPG 903]]. <br /> <br /> '''Guidance. '''The type of traffic control used at an unsignalized intersection should be the least restrictive that provides appropriate levels of safety and efficiency for all road users.<br /> <br /> '''Support. '''Some types of right-of-way control that can exist at an unsignalized intersection in order from the least restrictive to the most restrictive are the following:<br /> <br /> ::A. Yield control (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.9|EPG 903.2.9]]): YIELD signs are placed on all approaches (for a circular intersection), or in the median of a divided highway. The YIELD signs are placed on the minor road.<br /> <br /> ::B. Minor road stop control (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.10|EPG 903.2.10]]): STOP signs are typically placed on opposing approaches (for a four-leg intersection) or on a single approach (for a three-leg intersection). The STOP signs are normally placed on the minor road. [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.7|EPG 903.2.7]] contains guidance on selecting the minor road.<br /> <br /> ::C. All-way stop control (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.11|EPG 903.2.11]]): STOP signs are placed on all approaches to the intersection. <br /> <br /> '''Guidance. '''When selecting a form of intersection control, the following factors should be considered:<br /> ::A. Motor vehicle, bicycle, and pedestrian traffic volumes on all approaches'''; '''where the term units/day or units/hour is indicated, it should be the total of motor vehicle, bicycle, and pedestrian volume;<br /> ::B. Driver yielding behavior with regard to all modes of conflicting traffic, including bicyclists and pedestrians;<br /> ::C. Number and angle of approaches;<br /> ::D. Approach speeds;<br /> ::E. Sight distance available on each approach;<br /> ::F. Reported crash experience; and <br /> ::G. The presence of a grade crossing near the intersection.<br /> <br /> '''Standard. '''YIELD or STOP signs shall not be used for speed control.<br /> <br /> Access to the state highway system from city streets, county roads or other significant private road approaches shall be controlled by installation of MoDOT STOP signs. Significant private roads are those that service 3 or more private residences.<br /> <br /> '''Option. '''Stop signs, based on engineering judgment and a traffic study justifying the need, may be installed for a private road approach servicing fewer than 3 private residences, or a commercial entrance.<br /> <br /> '''Standard. '''Because the potential for conflicting commands could create driver confusion, YIELD or STOP signs shall not be used in conjunction with any traffic control signal operation, except in the following cases:<br /> ::A. If the signal indication for an approach is a flashing red at all times;<br /> ::B. If a minor street or driveway is located within or adjacent to the area controlled by the traffic control signal, but does not require separate traffic signal control because an extremely low potential for conflict exists; or<br /> ::C. If a channelized turn lane is separated from the adjacent travel lanes by an island and the channelized turn lane is not controlled by a traffic control signal. <br /> <br /> STOP signs and YIELD signs shall not be installed on different approaches to the same unsignalized intersection if those approaches conflict with or oppose each other, except as provided for in Items A and B in the first paragraph of [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.9|EPG 903.2.9]]. <br /> <br /> Portable or part-time STOP or YIELD signs shall not be used except for emergency and temporary traffic control zone purposes. <br /> <br /> A portable or part-time (folding) STOP sign that is manually placed into view and manually removed from view shall not be used during a power outage to control a signalized approach unless the maintaining agency establishes that the signal indication that will first be displayed to that approach upon restoration of power is a flashing red signal indication and that the portable STOP sign will be manually removed from view prior to resuming stop-and-go operation of the traffic control signal. <br /> <br /> '''Option. '''When a STOP sign or YIELD sign is knocked down and it is not possible to repair the assembly immediately, a temporary sign of the same likeness (STOP sign for STOP and YIELD sign for YIELD) may be installed on a portable sign support at the location until the permanent assembly can be repaired. See [[:Category:948 Incident Response Plan and Emergency Response Management|EPG 948]] for additional information regarding Incident Response Planning.<br /> <br /> '''Support. '''The use of STOP signs at grade crossings is described in [[913.2 Signs (MUTCD Chapter 8B) #913.2.4|EPG 913.2.4]] and [[913.2 Signs (MUTCD Chapter 8B) #913.2.5|EPG 913.2.5]].<br /> <br /> [[914.2 Regulatory Signs (MUTCD Chapter 9B) #914.2.1|EPG 914.2.1]] contains provisions regarding the assignment of priority where a shared-use path crosses a roadway.<br /> <br /> =={{SpanID|903.2.7}}903.2.7 Determining the Minor Road for Unsignalized Intersections (MUTCD Section 2B.07)==<br /> <br /> '''Guidance. '''The selection of the minor road to be controlled by STOP signs should be based on one or more of the following criteria:<br /> ::A. A roadway intersecting a highway,<br /> ::B. A roadway with the lower functional classification, <br /> ::C. A roadway with the lower traffic volume,<br /> ::D. A roadway with the lower speed limit, and/or<br /> ::E. A roadway that intersects with a roadway that has a higher priority for one or more modes of travel.<br /> <br /> When two roadways that have relatively equal volumes, speeds, and/or other characteristics intersect, the following factors should be considered in selecting the minor road for installation of STOP signs:<br /> ::A. Controlling the direction that conflicts the most with established pedestrian crossing activity or school walking routes;<br /> ::B. Controlling the direction that has obscured vision, dips, or bumps that already require drivers to use lower operating speeds;<br /> ::C. Controlling the direction that has the best sight distance from a controlled position to observe conflicting traffic; and<br /> ::D. Stopping the direction that has the longest distance of uninterrupted flow approaching the intersection.<br /> <br /> =={{SpanID|903.2.8}}903.2.8 Right-of-Way Intersection Control Considerations (MUTCD Section 2B.08)==<br /> <br /> '''Guidance. '''Before converting to a more restrictive form of right-of-way control at an unsignalized intersection, the following alternative treatments to address safety, operational, or other concerns should be among those to be considered:<br /> ::A. Where stop controlled, installing Stop Ahead signs on the appropriate approaches to the intersection;<br /> ::B. Removing parking on one or more approaches;<br /> ::C. Removing sight distance obstructions;<br /> ::D. Installing signs along the major street to warn road users approaching the intersection;<br /> ::E. Relocating the stop line(s) and making other changes to improve the sight distance at the intersection;<br /> ::F. Installing measures designed to reduce speeds on the approaches;<br /> ::G. Installing an Intersection Control Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.2|EPG 902.18.2]]) or Stop Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.5|EPG 902.18.5]]) at the intersection to supplement STOP sign control;<br /> ::H. Installing a Warning Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3)]] on warning signs in advance of a stop-controlled intersection on major-street and/or minor-street approaches;<br /> ::I. Adding one or more lanes on a minor-street approach to reduce the number of vehicles per lane on the approach;<br /> ::J. Revising the geometrics at the intersection to channelize vehicular movements and reduce the time required for a vehicle to complete a movement, which could also assist pedestrians;<br /> ::K. Revising the geometrics at the intersection to add pedestrian median refuge islands and/or curb extensions;<br /> ::L. Installing roadway lighting if a disproportionate number of crashes occur at night;<br /> ::M. Restricting one or more turning movements on a full-time or part-time basis if alternate routes are available;<br /> ::N. Installing on the major street a pedestrian-actuated device: Warning Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3]]), rectangular rapid-flashing beacon (see [[902.12 Rectangular Rapid Flashing Beacons (MUTCD Chapter 4L) #902.12.1|EPG 902.12.1]]), or In-Roadway Warning Lights (see [[902.20 In-Roadway Warning Lights (MUTCD Chapter 4U) #902.20|EPG 902.20]]), if pedestrian safety is the major concern;<br /> ::O. If the warrant is satisfied, installing all-way stop control;<br /> ::P. Installing a pedestrian hybrid beacon (see [[902.10 Pedestrian Hybrid Beacons (MUTCD Chapter 4J) #902.10|EPG 902.10]]) on the major street to address pedestrian safety;<br /> ::Q. Installing a circular intersection; and<br /> ::R. Employing other alternatives, depending on conditions at the intersection.<br /> <br /> =={{SpanID|903.2.9}}903.2.9 Yield Control (MUTCD Section 2B.10)==<br /> <br /> '''Guidance. '''YIELD signs should be installed at an intersection when any of the following conditions apply: <br /> ::A. At the second intersection of a divided highway crossing or median break functioning as two separate intersections (see [[#fig903.2.41.2|Figure 903.2.41.2]]). In this case, a YIELD sign should be installed at the entrance to the second intersection.<br /> ::B. For a channelized turn lane that is separated from the adjacent travel lanes by an island, even if the adjacent lanes at the intersection are controlled by a highway traffic control signal or by a STOP sign. <br /> ::C. At an intersection where a special problem exists and where engineering judgment indicates the problem to be susceptible to correction by the use of the YIELD sign. <br /> ::D. On an approach to an intersection where the only permissible movement is a right-turn movement with an intersection geometry similar to a channelized right-turn lane or an approach to a roundabout. <br /> <br /> '''Support. '''YIELD signs are generally not to be installed at entrance ramps on MoDOT freeways or expressways where an acceleration lane is provided. The intention is for drivers to accelerate to improve merging traffic operation. YIELD signs may cause drivers to decelerate, thus negatively impacting merging traffic operation. For cloverleaf interchanges, the loop entrance ramps can result in low speeds on ramps and short weave sections. Therefore, YIELD signs are installed at cloverleaf interchanges. <br /> <br /> '''Standard. '''YIELD signs shall be used at a cloverleaf interchange where the in-loop traffic merges with the acceleration and deceleration traffic movement. <br /> <br /> '''Option. '''YIELD signs may be installed facing the entering roadway for a merge-type movement if engineering judgment indicates that control is needed because acceleration geometry and/or sight distance is not adequate for merging traffic operation. The design criteria contained in Section 10.9.6.5 of the “AASHTO Green Book – A Policy on Geometric Design Of Highways and Streets,” 7th Edition, 2018, AASHTO should be used to evaluate acceleration lane geometry. (See [[903.16 Typical Signing Applications #fig903.16.23|Figure 903.16.23]]).<br /> <br /> '''Standard. '''A YIELD sign shall be used to require road users to yield the right-of-way to other traffic at the entrance to a roundabout. YIELD signs at roundabouts shall be used to control the approach roadways and shall not be used to control the circulatory roadway. <br /> <br /> YIELD signs shall not be placed on all of the approaches to an intersection, except at roundabouts.<br /> <br /> =={{SpanID|903.2.10}}903.2.10 Minor Road Stop Control (MUTCD Section 2B.11)==<br /> <br /> '''Standard.''' All city street and county road access to the state highway system shall be controlled by a stop sign except as described in [[#903.2.9|EPG 903.2.9]] and [[:Category:902 Signals|EPG 902]].<br /> <br /> =={{SpanID|903.2.11}}903.2.11 All-Way Stop Control (MUTCD Section 2B.12)==<br /> <br /> '''Support. '''The provisions in the following sections describe warrants for the recommended engineering study to determine all-way stop control. Warrants are not a substitute for engineering judgment. The fact that a warrant for a particular traffic control device is met is not conclusive justification to install or not install all-way stop control. Because each intersection will have unique characteristics that affect its operational performance or safety, it is the engineering study for a given intersection that is ultimately the basis for a decision to install or not install all-way stop control.<br /> <br /> All-way stop controls at intersections with substantially differing approach volumes can reduce the effectiveness of these devices for all roadway users.<br /> <br /> '''Guidance. '''The decision to establish all-way stop control at an unsignalized intersection should be based on an engineering study. The engineering study for all-way stop control should include an analysis of factors related to the existing operation and safety at the intersection, the potential to improve these conditions, and the applicable factors contained in the following all-way stop control warrants:<br /> ::A. All-Way Stop Control Warrant A: Crash Experience (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.12|EPG 903.2.12]])<br /> ::B. All-Way Stop Control Warrant B: Sight Distance (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.13|EPG 903.2.13]])<br /> ::C. All-Way Stop Control Warrant C: Transition to Signal Control or Transition to Yield Control at a Circular Intersection (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.14|EPG 903.2.14]])<br /> ::D. All-Way Stop Control Warrant D: 8-Hour Volume (Vehicles, Pedestrians, Bicycles) (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.15|EPG 903.2.15]])<br /> ::E. All-Way Stop Control Warrant E: Other Factors (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.16|EPG 903.2.16]])<br /> <br /> '''Standard. '''The satisfaction of an all-way stop control warrant or warrants shall not in itself require the installation of all-way stop control at an unsignalized intersection.<br /> <br /> =={{SpanID|903.2.12}}903.2.12 All-Way Stop Control Warrant A: Crash Experience (MUTCD Section 2B.13)==<br /> <br /> '''Option. '''All-way stop control may be installed at an intersection where an engineering study indicates that:<br /> ::A. For a four-leg intersection, there are five or more reported crashes in a 12-month period or six or more reported crashes in a 36-month period that were of a type susceptible to correction by the installation of all-way stop control. <br /> ::B. For a three-leg intersection, there are four or more reported crashes in a 12-month period or five or more reported crashes in a 36-month period that were of a type susceptible to correction by the installation of all-way stop control.<br /> <br /> =={{SpanID|903.2.13}}903.2.13 All-Way Stop Control Warrant B: Sight Distance (MUTCD Section 2B.14)==<br /> <br /> '''Option. '''All-way stop control may be installed at an intersection where an engineering study indicates that sight distance on the minor-road approaches controlled by a STOP sign is not adequate for a vehicle to turn onto or cross the major (uncontrolled) road.<br /> <br /> '''Support. '''At such a location, a road user, after stopping, cannot see conflicting traffic and is not able to negotiate the intersection unless conflicting cross traffic is also required to stop. <br /> <br /> =={{SpanID|903.2.14}}903.2.14 All-Way Stop Control Warrant C: Transition to Signal Control or Transition to Yield Control at a Circular Intersection (MUTCD Section 2B.15)==<br /> <br /> '''Option. '''All-way stop control may be installed at locations where all-way stop control is an interim measure that can be installed to control traffic while arrangements are being made for the installation of a traffic control signal (see [[902.3 Traffic Control Signal Needs Studies (MUTCD Chapter 4C) #902.3|EPG 902.3]]) at the intersection or for the installation of yield control at a circular intersection.<br /> <br /> =={{SpanID|903.2.15}}903.2.15 All-Way Stop Control Warrant D: 8-Hour Volume (Vehicles, Pedestrians, Bicycles) (MUTCD Section 2B.16)==<br /> <br /> '''Option. '''All-way stop control may be installed at an intersection where an engineering study indicates:<br /> ::A. The combined motor vehicle, bicycle, and pedestrian volume entering the intersection from the major-street approaches is at least 300 units per hour for each of any 8 hours of a typical day; and<br /> ::B. The combined motor vehicle, bicycle, and pedestrian volume entering the intersection from the minor-street approaches is at least 200 units per hour for each of any of the same 8 hours.<br /> <br /> If the 85th-percentile approach speed of the major-street traffic exceeds 40 mph, the minimum vehicular volume warrants may be reduced to 70 percent of the values given in Items A and B in the preceding paragraph. <br /> <br /> =={{SpanID|903.2.16}}903.2.16 All-Way Stop Control Warrant E: Other Factors (MUTCD Section 2B.17)==<br /> <br /> '''Option. '''All-way stop control may be installed at an intersection where an engineering study indicates that all-way stop control is needed due to other factors not addressed in the other all-way stop control warrants. Such other factors may include, but are not limited to, the following:<br /> ::A. The need to control left-turn conflicts, <br /> ::B. An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where all-way stop control would improve traffic operational characteristics of the intersection, or <br /> ::C. Where pedestrian and/or bicyclist movements support the installation of all-way stop control. <br /> <br /> =={{SpanID|903.2.17}}903.2.17 STOP Sign or YIELD Sign Placement (MUTCD Section 2B.18)==<br /> <br /> '''Standard. '''The STOP or YIELD sign shall be installed on the near side of the intersection on the right-hand side of the approach to which it applies. When the STOP or YIELD sign is installed at this required location and the sign visibility is restricted, a Stop Ahead sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.29|EPG 903.2.29]]) shall be installed in advance of the STOP sign or a Yield Ahead sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.29|EPG 903.2.29]]) shall be installed in advance of the YIELD sign.<br /> <br /> The STOP or YIELD sign shall be located as close as practicable to the intersection it regulates, while optimizing its visibility to the road user it is intended to regulate.<br /> <br /> STOP signs and YIELD signs shall not be mounted on the same post.<br /> <br /> '''Support. ''' [[903.1 General (MUTCD Chapter 2A) #903.1.5|EPG 903.1.5]] contains information about mounting signs back-to-back with a STOP or YIELD sign.<br /> <br /> '''Guidance. '''STOP or YIELD signs should not be placed farther than 50 feet from the edge of the pavement of the intersected roadway (see Drawing F in [[903.1 General (MUTCD Chapter 2A) #fig903-1-13-1|Figure 903.1.13]]).<br /> <br /> Supplemental plaques used in conjunction with a STOP or YIELD sign should be limited to those specified for such use in the EPG.<br /> <br /> '''Standard. '''Where drivers proceeding straight ahead must yield to traffic approaching from the opposite direction, such as at a one-lane bridge, a TO ONCOMING TRAFFIC (R1-2aP) plaque shall be mounted below the YIELD sign. Refer to [[#fig903.2.53.2|Figure 903.2.53.2]] and [[#fig903.2.53.3|Figure 903.2.53.3]] in [[#903.2.53|EPG 903.2.53]] Weight/Speed Restriction Signing.<br /> <br /> '''Support. '''[[903.1 General (MUTCD Chapter 2A) #903.1.13|Figure 903.1.13]] shows examples of some typical placements of STOP signs and YIELD signs.<br /> <br /> [[903.1 General (MUTCD Chapter 2A) #903.1.13|EPG 903.1.13]] contains additional information about separate and combined mounting of other signs with STOP or YIELD signs.<br /> <br /> '''Guidance. '''Stop lines that are used to supplement a STOP sign should be located as described in [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.18|EPG 620.2.18]]. Yield lines that are used to supplement a YIELD sign should be located as described in [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.18|EPG 620.2.18]].<br /> <br /> Where there is a marked crosswalk at the intersection, the STOP sign should be installed in advance of the edge of the crosswalk that is nearest to the approaching traffic.<br /> <br /> Except at roundabouts and channelized right-turn lanes, where there is a marked crosswalk at the intersection, the YIELD sign should be installed in advance of the edge of the crosswalk that is nearest to the approaching traffic.<br /> <br /> Where two roads intersect at an acute angle, the STOP or YIELD sign should be positioned at an angle, or shielded, so that the legend is out of view of traffic to which it does not apply.<br /> <br /> At a roundabout intersection, to prevent circulating vehicles from yielding unnecessarily, the face of the YIELD sign is not to be visible from the circulatory roadway.<br /> <br /> If a raised splitter island is available on the left-hand side of a multi-lane roundabout approach, an additional YIELD sign should be placed on the left-hand side of the approach.<br /> <br /> '''Option. '''If a raised splitter island is available on the left-hand side of a single-lane roundabout approach, an additional YIELD sign may be placed on the left-hand side of the approach.<br /> <br /> At wide-throat intersections or where two or more approach lanes of traffic exist on the signed approach, an additional STOP or YIELD sign may be installed on the left-hand side of the road and/or a stop or yield line may be used to improve observance of the right-of-way control. At channelized intersections or at divided roadways separated by a median or divisional island (painted or physical), the additional STOP or YIELD sign may be placed on a channelizing island, or in the median or on the divisional island. <br /> <br /> '''Standard. '''More than one STOP sign or more than one YIELD sign shall not be placed on the same support facing in the same direction.<br /> <br /> =={{SpanID|903.2.18}}903.2.18 Yield Here To Pedestrians Signs (R1-5 Series) (MUTCD Section 2B.19)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R1-5.gif|left|thumb|&lt;center&gt;'''R1-5'''&lt;/center&gt;|150px]]||<br /> [[image:R1-5d.jpg|left|thumb|&lt;center&gt;'''R1-5d'''&lt;/center&gt;|130px]]<br /> |}<br /> <br /> '''Support. '''The R1-5 series signs are intended to mitigate the scenario that can place pedestrians at risk by blocking other drivers’ view of pedestrians and by blocking the pedestrians' view of the vehicles approaching in the adjacent lanes.<br /> <br /> '''Standard. '''Yield Here to Pedestrians (R1-5, R1-5a, R1-5c, and R1-5d) signs shall be used if yield lines are used in advance of a marked crosswalk only where it crosses an uncontrolled multi-lane approach. The legend STATE LAW shall not be displayed on the R1-5 series signs. <br /> <br /> '''Guidance. '''If yield lines and Yield Here to Pedestrians signs are used in advance of a crosswalk that crosses an uncontrolled multi-lane approach, the signs should be placed 20 to 50 feet in advance of the nearest edge of the crosswalk (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.18|EPG 620.2.18]] and [[#fig620.2.18|Figure 620.2.18]]).<br /> <br /> '''Standard. '''When used with a School Crossing assembly within school zones (see [[:Category:908 Traffic Controls for School Areas (MUTCD Part 7)|EPG 908]]), the R1-5a sign shall be used in place of the R1-5 sign in accordance with the second paragraph of this article.<br /> <br /> When used with a Trail Crossing assembly (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.44|EPG 903.3.44]]), the R1-5d sign shall be used in place of the R1-5 sign in accordance with the second paragraph of this article.<br /> <br /> '''Guidance. '''When Yield Here to Pedestrians signs are provided in advance of a crosswalk across an multi-lane approach, parking should be prohibited in the area between the yield line and the crosswalk.<br /> <br /> Yield lines and Yield Here to Pedestrians signs should not be used in advance of crosswalks that cross an approach to or departure from a roundabout. <br /> <br /> '''Option. '''A Pedestrian Crossing (W11-2) warning sign may be placed overhead or may be post-mounted with a diagonal downward-pointing arrow (W16-7P) plaque at the crosswalk location where Yield Here to Pedestrians signs have been installed in advance of the crosswalk.<br /> <br /> '''Standard. '''If a W11-2 sign is post-mounted at the crosswalk location where a Yield Here to Pedestrians sign is used on the approach, the Yield Here to Pedestrians sign shall not be placed on the same post as the W11-2 sign. <br /> <br /> '''Option. '''An advance Pedestrian Crossing (W11-2) warning sign with an AHEAD or a distance supplemental plaque may be used in conjunction with a Yield Here to Pedestrians sign on the approach to the same crosswalk.<br /> <br /> In-Street Pedestrian Crossing signs and Yield Here to Pedestrians signs may be used together at the same crosswalk.<br /> <br /> =={{SpanID|903.2.19}}903.2.19 In-Street Pedestrian and Trail Crossing Signs (R1-6 Series) (MUTCD Section 2B.20)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[File:R1-6.png|left|thumb|&lt;center&gt;'''R1-6'''&lt;/center&gt;|130px]]||<br /> [[File:R1-6d.png|left|thumb|&lt;center&gt;'''R1-6d'''&lt;/center&gt;|130px]]<br /> |-<br /> | colspan=&quot;2&quot; style=&quot;padding: 4px 8px;border: 1px solid #c8ccd1;background-color: #f8f9fa;;&quot;|'''Note: '''The legend STATE LAW is optional<br /> |}<br /> <br /> '''Option. '''The In-Street Pedestrian Crossing (R1-6) sign, In-Street Trail Crossing (R1-6d) sign, may be used to remind road users of laws regarding right-of-way at an unsignalized crosswalk. The legend STATE LAW may be displayed at the top of the R1-6 series signs if applicable. On the R1-6 series signs, the legend YIELD may be used instead of the appropriate YIELD sign symbol.<br /> <br /> MoDOT may develop and apply criteria for determining the applicability of In-Street Pedestrian Crossing signs.<br /> <br /> '''Standard. '''If used, In-Street Pedestrian or Trail Crossing signs shall only be placed in the roadway at the crosswalk location on a raised island.<br /> <br /> The In-Street Pedestrian or Trail Crossing sign shall not be post-mounted on the left-hand or right-hand side of the roadway. <br /> <br /> '''Support. ''' [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I) #620.8.2|EPG 620.8.2]] contains information about the use of tubular markers to provide additional emphasis for a pedestrian crossing. '''<br /> <br /> '''Standard. '''When used at an uncontrolled crossing, the In-Street Pedestrian Crossing sign shall be used only as a supplement to a Pedestrian Crossing (W11-2) warning sign with a diagonal downward-pointing arrow (W16-7P) plaque at the crosswalk location. <br /> <br /> When used at an uncontrolled crossing, the In-Street Trail Crossing sign shall be used only as a supplement to a Trail Crossing (W11-15) warning sign with a diagonal downward-pointing arrow (W16-7P) plaque at the crosswalk location.<br /> <br /> An In-Street or Trail Crossing sign shall not be placed in advance of the crosswalk to educate road users about the State law prior to reaching the crosswalk, nor shall it be installed as an educational display that is not near any crosswalk.<br /> <br /> '''Option. '''In-Street Pedestrian or Trail Crossing signs may be mounted back-to-back on a raised island in the median of an undivided roadway. <br /> <br /> '''Standard. '''The In-Street Pedestrian or Trail Crossing sign shall not be used at crosswalks on approaches controlled by a traffic control signal, pedestrian hybrid beacon, or an emergency-vehicle hybrid beacon. <br /> <br /> '''Option. '''The In-Street Pedestrian or Trail Crossing sign may be used at intersections or midblock pedestrian crossings with flashing beacons. <br /> <br /> '''Support. '''The provisions of [[903.1 General (MUTCD Chapter 2A) #903.1.15|EPG 903.1.15]] concerning mounting height are not applicable for the In-Street Pedestrian Crossing sign. [[903.1 General (MUTCD Chapter 2A) #903.1.18|EPG 903.1.18]] contains information about sign mounting methods.<br /> <br /> '''Standard. '''The top of an In-Street Pedestrian or Trail Crossing sign placed in an island shall be a maximum of 4 feet above the island surface.<br /> <br /> '''Option. '''The In-Street Pedestrian Crossing or Trail Crossing signs may be used seasonally to prevent damage in winter because of plowing operations, and may be removed at night if the pedestrian activity at night is minimal.<br /> <br /> =={{SpanID|903.2.20}}903.2.20 Speed Limit Sign (R2-1) (MUTCD Section 2B.21)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R2-1.png|left|thumb|150px|&lt;center&gt;'''R2-1'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Support. '''In general, the maximum speed limits applicable to roads are established:<br /> ::A. Statutorily – a maximum speed limit applicable to a particular class of road, such as freeways or city streets, that is established by State law; or<br /> ::B. As speed zones – based on engineering studies.<br /> <br /> State statutory limits restrict the maximum speed limit that can be established on a particular road, notwithstanding what an engineering study might indicate. Maximum speed limits in Missouri are governed by the Missouri Revised Statutes, Section 304.010.<br /> <br /> MoDOT can establish non-statutory speed limits or designate reduced speed zones using an engineering study. Setting appropriate speed limits is especially important to ensure safety for all road users in varying types of contexts, particularly on roadways where adjacent land use suggests that trips could be served by varied modes. These situations include urban and suburban non-freeway arterials or rural arterials that serve as main streets in smaller communities, consistent with the context classifications of urban core, urban, suburban, and rural towns found in “A Policy on Geometric Design of Highways and Streets,” 2018 Edition, AASHTO. When setting a speed limit, a range of factors such as land-use context, pedestrian and bicyclist activity, crash history, intersection spacing, driveway density, roadway geometry, roadside conditions, roadway functional classification, traffic volume, and observed speeds can influence the speed limit determined in the engineering study. The engineering study will determine which of the recommended factors will prevail in setting the speed limit. <br /> <br /> MoDOT can use speed limit setting tools and methods such as expert systems and those consistent with the safe system approach as part of the required engineering study for a non-statutory speed limit. As speed limit setting tools vary, practitioners needs to be aware of their limitations and advantages, possible variation between the tools and the need to explore gaps or weaknesses of tools, and weigh the output accordingly in consideration of setting speed limits. <br /> <br /> To achieve desired operating speeds, agencies often implement other speed management strategies concurrently with setting speed limits, such as traffic calming measures, geometric design features, and increased enforcement. See [[905.2 Traffic Studies #905.2.14|EPG 905.2.14]] for more information regarding speed limit guidelines.<br /> <br /> '''Standard. '''Speed zones (other than statutory speed limits) shall only be established on the basis of an engineering study that has been performed in accordance with traffic engineering practices. The engineering study shall consider the roadway context. <br /> <br /> '''Guidance. '''Among the factors that should be considered when conducting an engineering study for establishing or reevaluating speed limits within speed zones are the following:<br /> ::A. Roadway environment (such as roadside development, number and frequency of driveways and access points, and land use), functional classification, public transit volume and location or frequency of stops, parking practices, and pedestrian and bicycle facilities and activity;<br /> ::B. Roadway characteristics (such as lane widths, shoulder condition, grade, alignment, median type, and sight distance);<br /> ::C. Geographic context (such as an urban district, rural town center, non-urbanized rural area, or suburban area), and multi-modal trip generation;<br /> ::D. Reported crash experience for at least a 12-month period;<br /> ::E. Speed distribution of free-flowing vehicles including the pace, median (50th-percentile), and 85th-percentile speeds; and<br /> ::F. A review of past speed studies to identify any trends in operating speeds.<br /> <br /> When the 85th-percentile speed is appreciably greater than the posted speed limit, and the roadway context does not support setting a higher speed limit, the engineering study should consider whether changes to geometric features, enforcement, and/or other speed-reduction countermeasures might improve compliance with the posted speed limit. A similar approach should be used if the results of past speed studies indicate that the 85th-percentile speed has consistently increased.<br /> <br /> On urban and suburban arterials, and on rural arterials that serve as main streets through developed areas of communities, the 85th-percentile speed should not be used to set speed limits without consideration of all factors described in the first Guidance paragraph of this article. <br /> <br /> On a freeway, expressway, or rural highway (outside urbanized locations or conditions), the speed limit that is posted within a speed zone should be within 5 mph of the 85th-percentile speed of free-flowing motor-vehicle traffic under the following conditions: <br /> ::A. All factors described in the first Guidance paragraph of this article have been considered and determined to be non-mitigating, and<br /> ::B. The measures described in the second Guidance paragraph of this article have been considered to the extent practicable. <br /> <br /> See [[905.2 Traffic Studies #905.2.14|EPG 905.2.14]] for additional information regarding setting speed limits<br /> <br /> MoDOT should conduct engineering studies to reevaluate non-statutory speed limits on segments of their roadways that have undergone significant changes since the last review (such as changes to roadway context, the addition or elimination of parking or driveways, changes in the number of travel lanes, changes in the configuration of bicycle lanes, changes to road geometrics, changes in traffic control signal coordination, or significant changes in traffic volumes).<br /> <br /> Speed studies for signalized intersection approaches should be taken outside the influence area of the traffic control signal, which is generally considered to be approximately ½ mile, to avoid obtaining skewed results for the speed distribution. If the signal spacing is less than 1 mile, the speed study should be at approximately the middle of the segment.<br /> <br /> '''Standard. '''The Speed Limit (R2-1) sign shall display the limit established by law, ordinance, regulation, or as adopted by the authorized agency based on an engineering study. The speed limits displayed shall be in multiples of 5 mph.<br /> <br /> Speed Limit (R2-1) signs, indicating speed limits for which posting is required by law, shall be located at the points of change from one speed limit to another.<br /> <br /> At the downstream end of the section to which a particular speed limit applies, a Speed Limit sign showing the next speed limit shall be installed. <br /> <br /> Speed Limit signs indicating the statutory speed limits shall be installed at entrances to Missouri and at city limits, where appropriate.<br /> <br /> '''Guidance'''. Additional Speed Limit signs should be installed beyond interchanges and major intersections and at other locations where it is necessary to remind road users of the speed limit that is applicable. <br /> <br /> Speed Limit signs should not be located at curves or other locations where the legal speed limit is greater than the safe operating speed. If Speed Limit signs are installed on the same sign supports and above a City Limit sign, the sign supports should be sized to properly support both signs.<br /> <br /> The following are recommended locations for posting a Speed Limit sign:<br /> ::A. Downstream from all acceleration ramps on the freeway/expressway system, posted after the route confirmation marker, if space allows;<br /> ::B. Downstream from major intersections such as state system junctions, signalized intersections, and major county road junctions;<br /> ::C. Where it is necessary to remind road users of the speed limit that is applicable;<br /> ::D. In each direction of travel for road users leaving the Interstate system onto a state route. The sign should be located, if practical, approximately 400 ft. beyond the route confirmation assembly. If the crossroad is not located on the state system, the proper jurisdiction should be notified; or<br /> ::E. When the speed limit is reduced on the freeway/expressway, an additional sign should be posted in the median.<br /> <br /> '''Support. '''The “Traffic Control Devices Handbook – 2nd Edition, 2013, ITE.” contains suggested criteria on the spacing of speed limit signs.<br /> <br /> [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.32|EPG 903.3.32]] contains information about the use of speed zone signs to inform road users of a reduced or variable speed zone to provide advance notice to comply with the posted speed limit ahead.<br /> <br /> '''Option. '''If a W3-5b sign is posted to provide notice of a variable speed zone, an END VARIABLE SPEED LIMIT (R2-13) sign may be installed at the downstream end of the zone to provide notice to road users of the termination of the speed zone.<br /> <br /> Advance traffic control warning signs (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.29|EPG 903.2.29]]), intersection warning signs (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.33|EPG 903.3.33]]), and/or other traffic control devices are appropriate warning prior to a signalized intersection. A Speed Limit sign should not be used for this purpose.<br /> <br /> '''Guidance. '''An advisory speed plaque (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.59|EPG 903.3.59]]) mounted below a warning sign should be used to warn road users of an advisory speed for a roadway condition. A Speed Limit sign should not be used for this purpose.<br /> <br /> '''Option. '''A variable speed limit sign that changes the speed limit for traffic and ambient conditions may be installed provided that the appropriate speed limit is displayed at the proper times and locations in accordance with the third and fourth Guidance paragraphs of this article. <br /> <br /> '''Standard. '''The variable speed limit sign legend “SPEED LIMIT” shall be a black legend on a white retroreflective background. The variable speed limit legend shall be displayed in white LEDs on an opaque black background. <br /> <br /> '''Support. ''' [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.13|EPG 903.3.13]] contains information about the use of a Vehicle Speed Feedback plaque mounted below a Speed Limit sign that displays to approaching drivers the speed at which they are traveling.<br /> <br /> Advisory speed signs and plaques are discussed in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.12|EPG 903.3.12]] and [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.59|903.3.59]]. Temporary traffic control zone speed signs are discussed in [[--|Part 6]]. The WORK ZONE (G20-5aP) plaque intended for installation above a Speed Limit sign is discussed in [[--|Section 6G.08]]. School Speed Limit signs are discussed in [[908.2 Signs (MUTCD Chapter 7B) #908.2.5|EPG 908.2.5]]. <br /> <br /> =={{SpanID|903.2.21}}903.2.21 Combined Maximum and Minimum Speed Limits Sign (R2-4a) (MUTCD Section 2B.24)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R2-4a.png|left|thumb|150px|&lt;center&gt;'''R2-4a'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Standard. '''Combined Maximum and Minimum Speed Limits (R2-4a) signs shall be installed only on interstate routes in lieu of Speed Limit (R2-1) signs to designate the maximum and minimum speed limits that apply. <br /> <br /> '''Guidance. '''The Combined Maximum and Minimum Speed Limits sign should be located in the same manner as Speed Limit signs (See [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.9|EPG 903.2.9]]). Additionally, the R2-4a sign should be installed on interstate routes at entrances to Missouri and where interstate routes cross county lines. '''<br /> <br /> =={{SpanID|903.2.22}}903.2.22 Speed Limit XX Except Where Posted Sign (R2-5d)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R2-5d.png|left|thumb|150px|&lt;center&gt;'''R2-5d'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Standard. '''The SPEED LIMIT XX EXCEPT WHERE POSTED (R2-5d) sign shall be installed only at locations where it has been requested and is required by an enabling ordinance.<br /> <br /> '''Guidance. '''The SPEED LIMIT XX EXCEPT WHERE POSTED sign should be placed immediately to the right of the City Limit sign on its own post.<br /> <br /> '''Option. '''The SPEED LIMIT XX EXCEPT WHERE POSTED sign may be used on all state highways and outer roads except the Interstate system.<br /> <br /> =={{SpanID|903.2.23}}903.2.23 Higher Fines Signs and Plaque (MUTCD Section 2B.25)==<br /> <br /> '''Support. '''See [[907.3 Travel Safe Zones #907.3|EPG 907.3]] for information on Travel Safe Zones.<br /> <br /> =={{SpanID|903.2.24}}903.2.24 Movement Prohibition Signs (R3-1 through R3-4, R3-18, and R3-27) (MUTCD Section 2B.26)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R3-1.gif|left|thumb|&lt;center&gt;'''R3-1'''&lt;/center&gt;|95px]]<br /> ||[[image:R3-2.gif|left|thumb|&lt;center&gt;'''R3-2'''&lt;/center&gt;|95px]]<br /> ||[[image:R3-3.gif|left|thumb|&lt;center&gt;'''R3-3'''&lt;/center&gt;|95px]]<br /> ||[[image:R3-4.gif|left|thumb|&lt;center&gt;'''R3-4'''&lt;/center&gt;|95px]]<br /> ||[[image:R3-18.gif|left|thumb|&lt;center&gt;'''R3-18'''&lt;/center&gt;|95px]]<br /> ||[[image:R3-27.jpg|left|thumb|&lt;center&gt;'''R3-27'''&lt;/center&gt;|95px]]<br /> |}<br /> <br /> '''Standard. '''Movement Prohibition signs shall be installed where specific movements are prohibited at an intersection approach except as provided in the second Option and fourth Standard paragraphs of this article.<br /> <br /> '''Support. '''Missouri Statute 304.341, which governs U-turn Movements at signalized intersections, states: It shall be unlawful for the driver of any vehicle to turn such vehicle so as to proceed in the opposite direction at any intersection controlled by a traffic signal or police officer; nor shall such turn be made at any place unless the movement can be made in safety and without interfering with other traffic.<br /> <br /> Missouri Statute 304.120 allows municipalities, by ordinance, to make additional rules of the road or traffic regulations to meet their needs and traffic conditions, which would allow U-turn Movements to be permitted at certain unsignalized intersections.<br /> <br /> '''Guidance. '''Movement Prohibition signs should only be used to prohibit a turn or through movement from an entire approach and should not be used to designate movements that are required or permitted from a specific lane or lanes on a multi-lane approach. <br /> <br /> Movement Prohibition signs should be placed where they will be most easily seen by road users who might be intending to make the movement.<br /> <br /> If a No Right Turn (R3-1) sign is used, at least one should be placed either over the roadway or at a right-hand corner of the intersection.<br /> <br /> If a No Left Turn (R3-2) sign is used, at least one should be placed over the roadway, at the far left corner of the intersection, on a median, or in conjunction with the STOP sign or YIELD sign located on the near right corner.<br /> <br /> Except as provided in Item C of the third Standard paragraph of this article for signalized locations, if a NO TURNS (R3-3) sign is used, two signs should be used, one at a location specified for a No Right Turn sign and one at a location specified for a No Left Turn sign.<br /> <br /> If a No U-Turn (R3-4) sign or a combination No U or Left Turn (R3-18) sign is used, at least one should be used at a location specified for a No Left Turn sign.<br /> <br /> The No U-Turn sign (R3-4) should be used sparingly and only where a specific problem has been documented and not as standard practice for median breaks. If used, these signs should be placed at or between intersections to indicate where U-turns are prohibited.<br /> <br /> If both left turns and U-turns are prohibited, the combination No U or Left Turn (R3-18) sign should be used instead of separate R3-2 and R3-4 signs.<br /> <br /> '''Standard. '''The No U-Turn sign shall be installed above the AUTHORIZED AND EMERGENCY VEHICLES ONLY (R5-29) sign (See [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.36|EPG 903.2.36]]).<br /> <br /> '''Support. ''' [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]] through [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.28|EPG 903.2.28]] contain information regarding lane control signs that indicate the required or permitted movements from individual lanes.<br /> <br /> '''Guidance. '''If a No Straight Through (R3-27) sign is used, at least one should be placed either over the roadway or at a location where it can be seen by road users who might be intending to travel straight through the intersection.<br /> <br /> If turn prohibition signs are installed in conjunction with traffic control signals:<br /> ::A. The No Right Turn sign should be installed adjacent to a signal face viewed by road users in the right-hand lane.<br /> ::B. The No Left Turn (or No U-Turn or combination No U or Left Turn) sign should be installed adjacent to a signal face viewed by road users in the left-hand lane.<br /> ::C. A NO TURNS sign should be placed adjacent to a signal face viewed by all road users on that approach, or two signs should be used.<br /> <br /> '''Option. '''If turn prohibition signs are installed in conjunction with traffic control signals, an additional turn prohibition sign may be post-mounted to supplement the sign mounted overhead.<br /> <br /> Where ONE WAY signs are used (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.40|EPG 903.2.40]]), No Left Turn and No Right Turn signs may be omitted.<br /> <br /> Where the movement restriction applies to certain vehicle classes, signs incorporating a supplementary legend, modified as appropriate, may be used to indicate the specific vehicle class restriction or exception. When the movement restriction applies during certain time periods only, the following Movement Prohibition signing alternatives may be used and are listed in order of preference:<br /> ::A. A blank-out or changeable message sign (see Chapter 2L) that displays the prohibited movement only during the time that the movement prohibition is applicable, especially at signalized intersections.<br /> ::B. Permanently-mounted signs incorporating a supplementary legend showing the hours and days during which the prohibition is applicable. Contact the Highway Safety and Traffic Division for the design of supplementary legends and plaques.<br /> ::C. Portable signs, installed by proper authority, located off the roadway at each corner of the intersection. The portable signs are only to be used during the time that the movement prohibition is applicable.<br /> <br /> '''Standard. '''The blank-out part-time electronic-display Movement Prohibition sign shall consist of a red circle and diagonal with a white prohibited movement on an opaque black background.<br /> <br /> '''Option. '''Movement Prohibition signs may be omitted at a ramp entrance to an expressway or a channelized intersection where the design is such as to indicate clearly the one-way traffic movement on the ramp or turning lane.<br /> <br /> '''Standard. '''The No Left Turn (R3-2) sign, the No U-Turn (R3-4) sign, and the combination No U or Left Turn (R3-18) sign shall not be used at approaches to roundabouts to prohibit drivers from turning left onto the circulatory roadway of a roundabout.<br /> <br /> '''Support. '''At roundabouts, the use of R3-2, R3-4, or R3-18 signs to prohibit left turns onto the circulatory roadway might confuse drivers about the possible legal turning movements around the roundabout. ONE WAY (R6-1 or R6-2) signs are appropriate to indicate the travel direction within a roundabout.<br /> <br /> =={{SpanID|903.2.25}}903.2.25 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.27)==<br /> <br /> '''Standard. '''Intersection Lane Control signs, if used, shall require road users in certain lanes to turn, shall permit turns from a lane where such turns would otherwise not be permitted, shall require a road user to stay in the same lane and proceed straight through an intersection, or shall indicate permitted movements from a lane.<br /> <br /> Intersection Lane Control signs shall not be used in lieu of turn prohibition signs, such as No Right-Turn (R3-1).<br /> <br /> '''Support. '''Intersection Lane Control signs have three applications:<br /> ::A. Mandatory Movement Lane Control (R3-5 series and R3-7 series) signs,<br /> ::B. Optional Movement Lane Control (R3-6 series) signs, and<br /> ::C. Advance Intersection Lane Control (R3-8 series) signs.<br /> <br /> '''Guidance. '''When Intersection Lane Control signs are mounted overhead, each sign used should be placed over the lane or a projection of the lane to which it applies. <br /> <br /> On signalized approaches where through lanes that become mandatory turn lanes, multiple-lane turns that include shared lanes for through and turning movements, ramps with two or more lanes or other lane-use regulations are present that would be unexpected by unfamiliar road users, overhead Intersection Lane Control signs should be installed approximately 250 ft. in advance of the stop bar over the appropriate lanes. A one-arm cantilever tubular truss to support these signs should be used to eliminate an obstacle on one side of the roadway.<br /> <br /> '''Option. '''A signal mast arm design (without signal head) may be used to mount Intersection Lane Control signs, which allows a longer arm than standard one or two arm tubular sign supports. The upright post may be placed on either side of the roadway, and if possible, placed so that roadway geometrics draw traffic away from the post and footing.<br /> <br /> '''Guidance. '''The Left Only (R3-5L) sign should be installed on the back side of the mast arms over the left turn lanes where practical.<br /> <br /> Where overhead mounting on the approach is impracticable for the Advance and/or Intersection Lane Control signs, one of the following alternatives should be employed:<br /> ::A. At locations where through lanes become mandatory turn lanes, a Mandatory Movement Lane Control (R3-7) sign should be post-mounted on the left-hand side of the roadway where a through lane is becoming a mandatory left-turn lane on a one-way street or where a median of sufficient width for the signs is available, or on the right-hand side of the roadway where a through lane is becoming a mandatory right-turn lane.<br /> ::B. At locations where a through lane is becoming a mandatory left-turn lane on a two-way street where a median of sufficient width for the signs is not available, and at locations where multiple-lane turns that include shared lanes for through and turning movements are present, an Advance Intersection Lane Control (R3-8 series) sign should be post-mounted in a prominent location in advance of the intersection, and consideration should be given to the use of an oversized version in accordance with [[#tab903.2.3|Table 903.2.3]].<br /> <br /> Use of an overhead sign for one approach lane should not require installation of overhead signs for the other lanes of that approach. <br /> <br /> '''Option. '''Intersection Lane Control signs may be omitted where:<br /> ::A. A turn bay has been provided by physical construction or pavement markings, and<br /> ::B. Only the road users using such turn bays are permitted to make a turn in that direction.<br /> <br /> '''Standard. '''Except as provided in the last paragraph of this article, at roundabouts, Intersection Lane Control (R3-5, R3-6, and R3-8 series) signs shall display curved-stem arrow symbols as shown in [[#fig903.2.25|Figure 903.2.25]].<br /> <br /> '''Option. '''Normal-stem arrow symbol options may be displayed on Intersection Lane Control (R3-5, R3-6, and R3-8 series) signs at roundabouts where they more effectively indicate road geometry based on engineering judgment.<br /> <br /> {{SpanID|fig903.2.25}}<br /> [[File:Figure 903.2.25 Intersection Lane Control Signal Arrow Options for Roundabouts.jpg|center|thumb|alt=A: The first example shows a vertical black curved-stem arrow curving up and then slightly to the right and then to the left. Three “match arrows with desired lane-use configuration” are shown attached to the black arrows. One is attached to the arrow indicating a left-turn maneuver. One is attached to the arrow indicating a through maneuver. One is attached to the arrow indicating a right-turn maneuver.<br /> B: The second example shows a vertical black normal-stem arrow curving up and to the left. The arrow is shown curving around an “optional for left-most lane” circle. Three “match arrows with desired lane-use configuration” are shown attached to the black arrows. One is attached to the arrow indicating a left-turn maneuver. One is attached to the arrow indicating a through maneuver. One is attached to the arrow indicating a right-turn maneuver.|800px|'''Figure 903.2.25''' Intersection Lane Control Signal Arrow Options for Roundabouts]]<br /> <br /> =={{SpanID|903.2.26}}903.2.26 Mandatory Movement Lane Control Signs (R3-5, R3-5a, and R3-7) and Plaques (MUTCD Section 2B.28)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[File:R3-5.gif|left|thumb|&lt;center&gt;'''R3-5'''&lt;/center&gt;|105px]]<br /> ||[[File:R3-5a.gif|left|thumb|&lt;center&gt;'''R3-5a'''&lt;/center&gt;|95px]]<br /> ||[[File:R3-7L.png|left|thumb|&lt;center&gt;'''R3-7L'''&lt;/center&gt;|130px]]<br /> ||[[File:R3-7R.png|left|thumb|&lt;center&gt;'''R3-7R'''&lt;/center&gt;|130px]]<br /> |}<br /> <br /> '''Standard. '''Mandatory Movement Lane Control (R3-5, R3-5a, and R3-7) signs, if used, shall indicate only the single vehicle movement that is required from the lane. <br /> <br /> The Mandatory Movement Lane Control (R3-5 and R3-5a) symbol signs shall include the legend ONLY and shall be mounted overhead over the specific lanes to which they apply (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]]). The R3-7 sign shall be for post-mounting only. The R3-7 sign shall not be mounted at the far side of the intersection.<br /> <br /> If used, the Mandatory Movement Lane Control (R3-7) sign shall be located in advance of the intersection, such as near the upstream end of the mandatory movement lane, and/or at the near side of the intersection where the regulation applies. <br /> <br /> The use of the Mandatory Movement Lane Control (R3-7) word message sign shall be limited to only locations where through lanes approaching an intersection become mandatory turn lanes. <br /> <br /> Mandatory Movement Lane Control Signs shall not be used on roadways with speed limits 50 mph or greater. Contact Highway Safety and Traffic Division for alternatives when speed limits are 50 mph or greater.<br /> <br /> '''Guidance. '''Mandatory Movement Lane Control signs should be accompanied by lane-use arrow markings, especially where traffic volumes are high, where there is a high percentage of commercial vehicles, or where other distractions exist.<br /> <br /> '''Option. '''The Through Only (R3-5a) sign may be used to require a road user in a particular lane to proceed straight through an intersection.<br /> <br /> On an approach to a mandatory turn lane where traffic regularly enters the shoulder to access the turn lane inappropriately, creating safety or operational issues, a DO NOT DRIVE ON SHOULDER (R4-17) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.35|EPG 903.2.35]]) may be used to supplement the standard Mandatory Movement Lane Control (R3-5 and/or R3-7 series) signs.<br /> <br /> =={{SpanID|903.2.27}}903.2.27 Optional Movement Lane Control Signs (R3-6 Series) (MUTCD Section 2B.29)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R3-6.png|left|thumb|&lt;center&gt;'''R3-6'''&lt;/center&gt;|130px]]<br /> ||[[image:R3-6a.png|left|thumb|&lt;center&gt;'''R3-6a'''&lt;/center&gt;|130px]]<br /> ||[[image:R3-6b.png|left|thumb|&lt;center&gt;'''R3-6b'''&lt;/center&gt;|130px]]<br /> |}<br /> <br /> '''Standard. '''Optional Movement Lane Control (R3-6, R3-6a and R3-6b) signs, if used, shall be used for two or more movements from a specific lane or to emphasize permitted movements. The Optional Movement Lane Control sign shall be mounted overhead over the specific lane to which it applies. <br /> <br /> If used, the Optional Movement Lane Control signs shall indicate all permissible movements from specific lanes.<br /> <br /> Because more than one movement is permitted from the lane, the word message ONLY shall not be used on an Optional Movement Lane Control sign. <br /> <br /> Optional Movement Lane Control signs shall be used for two or more movements from a specific lane where a movement, not allowed by State statute or local ordinance, is permitted.<br /> <br /> The Optional Movement Lane Control signs shall not be used alone to effect a turn prohibition.<br /> <br /> '''Guidance. '''If used, the Optional Movement Lane Control sign should be located overhead in advance of the intersection, such as near the upstream end of an adjacent mandatory movement lane, and/or overhead at the intersection where the regulation applies.<br /> <br /> =={{SpanID|903.2.28}}903.2.28 Advance Intersection Lane Control Signs (R3-8 Series) (MUTCD Section 2B.30)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto; text-align: center;&quot;<br /> |-<br /> ||[[image:R3-8.png|left|thumb|&lt;center&gt;'''R3-8'''&lt;/center&gt;|130px]]<br /> ||[[image:R3-8a.png|left|thumb|&lt;center&gt;'''R3-8a'''&lt;/center&gt;|195px]]<br /> ||[[image:R3-8b.png|left|thumb|&lt;center&gt;'''R3-8b'''&lt;/center&gt;|195px]]<br /> |-<br /> ||[[image:R3-8xa.png|left|thumb|&lt;center&gt;'''R3-8xa'''&lt;/center&gt;|195px]]<br /> ||[[image:R3-8xb.png|left|thumb|&lt;center&gt;'''R3-8xb'''&lt;/center&gt;|195px]]<br /> ||[[image:R3-8xc.png|left|thumb|&lt;center&gt;'''R3-8xc'''&lt;/center&gt;|195px]]<br /> |}<br /> <br /> '''Option. '''Advance Intersection Lane Control (R3-8, R3-8a, and R3-8b) signs may be used to indicate the configuration of all lanes ahead.<br /> <br /> The word message ONLY or the bicycle symbol, may be used within the border in combination with the arrow symbols of the R3-8 sign series. <br /> <br /> Where a bicycle lane is between two general-purpose lanes the R3-8 series signs may be modified to show the bicycle lane with a white legend on a black background in accordance with designs of the R3-8x series signs (see [[914.2 Regulatory Signs (MUTCD Chapter 9B) #914.2.2|EPG 914.2.2]]).<br /> <br /> '''Guidance. '''When used, an Advance Intersection Lane Control sign should be placed at an adequate distance in advance of the intersection, either along the lane tapers or at the beginning of the turn lane so that road users can select the appropriate lane. <br /> <br /> '''Option. '''An Advance Intersection Lane Control sign may be repeated closer to the intersection along the approach for additional emphasis.<br /> <br /> '''Standard. '''An Advance Intersection Lane Control (R3-8 series) sign shall not be mounted at the far side of an intersection to which it applies. <br /> <br /> Where three or more approach lanes are available to traffic, Advance Intersection Lane Control (R3-8 series) signs, if used, shall be post-mounted in advance of the intersection and shall not be mounted overhead.<br /> <br /> =={{SpanID|903.2.29}}903.2.29 Two-Way Left-Turn-Only Signs (R3-9a and R3-9b) and Plaques (MUTCD Section 2B.32)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[File:R3-9a.gif|left|thumb|&lt;center&gt;'''R3-9a'''&lt;/center&gt;|105px]]<br /> ||[[File:R3-9b.gif|left|thumb|&lt;center&gt;'''R3-9b'''&lt;/center&gt;|85px]]<br /> |}<br /> <br /> '''Support. '''Missouri Statute 300.215, which governs two-way left turn lane movements states:<br /> <br /> Designated two-way left turn lanes: Where a special lane for making left turns by drivers proceeding in opposite directions have been indicated by official traffic control devices:<br /> <br /> ::A. A left turn shall not be made from any other lane;<br /> <br /> ::B. A vehicle shall not be driven in the lane except when preparing for or making a left turn from or into the roadway or when preparing for or making a U-turn when otherwise permitted by law;<br /> <br /> ::C. A vehicle shall not be driven in the lane for a distance more than five hundred feet.<br /> <br /> '''Standard. '''Two-Way Left Turn Only (R3-9a) signs shall be used for overhead installation only. Center Lane Only (R3-9b) signs shall be post mounted installations.<br /> <br /> '''Guidance. '''A Two-Way Left-Turn-Only (R3-9a or R3-9b) sign should be used in conjunction with the required pavement markings where a non-reversible lane is reserved for the exclusive use of left-turning vehicles in either direction and is not used for passing, overtaking, or through travel.<br /> <br /> '''Option. '''The post-mounted R3-9b sign may be used as an alternate to or a supplement to the overhead R3-9a sign<br /> <br /> Additional R3-9b signs may be installed after major intersections, or in situations that require additional emphasis of the proper use of this lane. <br /> <br /> '''Support. '''Signing is especially helpful to drivers in areas where the two-way left-turn-only maneuver is new, in areas subject to environmental conditions that frequently obscure the pavement markings, and on peripheral streets with two-way left-turn-only lanes leading to an extensive system of routes with two-way left-turn-only lanes.<br /> <br /> =={{SpanID|903.2.30}}903.2.30 Jughandle Signs (R3-23, R3-24, R3-25, and R3-26 Series) (MUTCD Section 2B.35)==<br /> <br /> '''Guidance. '''There are limited cases where these signs are applicable to the MoDOT system. Any use of these signs requires authorization from the Highway Safety and Traffic Division.''' <br /> <br /> <br /> =={{SpanID|903.2.31}}903.2.31 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.36)==<br /> <br /> [[File:R4-1.gif|center|thumb|&lt;center&gt;'''R4-1'''&lt;/center&gt;|105px]]<br /> <br /> '''Option. '''The DO NOT PASS (R4-1) sign may be used in addition to pavement markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.3|EPG 620.2.3]]) to emphasize the restriction on passing. The DO NOT PASS sign may be used at one-lane bridges and work zones. Any other use of this sign requires authorization from the Highway Safety and Traffic Division.<br /> <br /> '''Support. '''Standards for determining the location and extent of no-passing zone pavement markings are set forth in [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.3|EPG 620.2.3]].<br /> <br /> '''Standard. '''PASS WITH CARE (R4-2) signs shall be used in conjunction with the DO NOT PASS sign.<br /> <br /> =={{SpanID|903.2.32}}903.2.32 PASS WITH CARE Sign (R4-2) (MUTCD Section 2B.37)==<br /> <br /> [[File:R4-2.png|center|thumb|&lt;center&gt;'''R4-2'''&lt;/center&gt;|105px]]<br /> <br /> '''Guidance. '''The PASS WITH CARE (R4-2) sign should be installed at the downstream end of a no-passing zone if a DO NOT PASS sign has been installed at the upstream end of the zone.<br /> <br /> '''Standard. '''The PASS WITH CARE sign shall be the same size and shall be erected in the same manner as the DO NOT PASS (R4-1) sign.<br /> <br /> =={{SpanID|903.2.33}}903.2.33 KEEP RIGHT EXCEPT TO PASS Sign (R4-16) and SLOWER TRAFFIC KEEP RIGHT Sign (R4-3) (MUTCD Section 2B.38)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[File:R4-3.jpg|left|thumb|&lt;center&gt;'''R4-3'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-16.jpg|left|thumb|&lt;center&gt;'''R4-16'''&lt;/center&gt;|105px]]<br /> |}<br /> <br /> '''Option. '''The KEEP RIGHT EXCEPT TO PASS (R4-16) sign may be used on roadways where there are two lanes in one direction of travel to direct drivers to stay in the right-hand lane except when they are passing another vehicle.<br /> <br /> '''Guidance. '''If used, the KEEP RIGHT EXCEPT TO PASS sign should be installed at or just beyond the beginning of a two-lane section of roadway and at selected locations along two-lane roadways where additional emphasis is needed.<br /> <br /> '''Option. '''The SLOWER TRAFFIC KEEP RIGHT (R4-3) sign may be used on multi-lane through roadways to improve capacity or reduce unnecessary lane changing due to the presence of slower vehicles that impede the normal flow of traffic.<br /> <br /> '''Standard. '''The SLOWER TRAFFIC KEEP RIGHT (R4-3) sign shall be required for climbing lanes.<br /> <br /> '''Guidance. '''If used, the SLOWER TRAFFIC KEEP RIGHT sign should be installed at or just beyond the beginning of a multi-lane roadway section or at the beginning of an extra lane provided for trucks and/or other slow-moving traffic, and at selected locations where there is a tendency on the part of some road users to drive in the left-hand lane(or lanes) below the normal speed of traffic. These signs should not be used on the approach to an interchange or through an interchange area where traffic is entering or exiting, or along deceleration or acceleration lanes.<br /> <br /> If an extra lane has been provided for trucks and other slow-moving traffic, a Lane Ends sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.39|EPG 903.3.39]]) should be installed in advance of the point where the extra lane ends. Appropriate pavement markings should be installed at both the upstream and downstream ends of the extra lane (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.14|EPG 620.2.14]] and [[#fig620.2.14|Figure 620.2.14]] ).<br /> <br /> =={{SpanID|903.2.34}}903.2.34 Keep Right and Keep Left Signs (R4-7 Series and R4-8 Series) (MUTCD Section 2B.39)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[File:R4-7.gif|left|thumb|&lt;center&gt;'''R4-7'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-7a.gif|left|thumb|&lt;center&gt;'''R4-7a'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-7b.gif|left|thumb|&lt;center&gt;'''R4-7b'''&lt;/center&gt;|115px]]<br /> ||[[File:R4-7c.jpg|left|thumb|&lt;center&gt;'''R4-7c'''&lt;/center&gt;|85px]]<br /> |-<br /> ||[[File:R4-8.gif|left|thumb|&lt;center&gt;'''R4-8'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-8a.jpg|left|thumb|&lt;center&gt;'''R4-8a'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-8b.jpg|left|thumb|&lt;center&gt;'''R4-8b'''&lt;/center&gt;|105px]]<br /> ||[[File:R4-8c.jpg|left|thumb|&lt;center&gt;'''R4-8c'''&lt;/center&gt;|85px]]<br /> |}<br /> <br /> '''Option. '''The Keep Right (R4-7) sign may be used at locations where it is necessary for traffic to pass only to the right-hand side of a roadway feature or obstruction. The Keep Left (R4-8) sign may be used at locations where it is necessary for traffic to pass only to the left-hand side of a roadway feature or obstruction.<br /> <br /> '''Guidance. '''At locations where it is not readily apparent that traffic is required to keep to the right, a Keep Right sign should be used.<br /> <br /> '''Standard. '''If Keep Right signs are installed at the start of a median or at a median opening, they shall be placed as close as practicable to the approach ends of the medians, and shall be visible to traffic on the divided highway.<br /> <br /> '''Guidance. '''If used, the Keep Right sign should be mounted on the face of or just in front of a pier or other obstruction separating opposite directions of traffic in the center of the highway such that traffic will have to pass to the right-hand side of the sign.<br /> <br /> Where the approach end of the island channelizes traffic away from the approach direction, the word legend (R4-7a, R4-7b, R4-8a, or R4-8b) signs should be used instead of the symbol (R4-7 or R4-8) signs to emphasize the degree of curvature away from the approach direction (see [[#fig903.2.34.1|Figure 903.2.34.1]] ).<br /> <br /> Where a two-lane, two-way highway transitions to a divided highway, the KEEP RIGHT (R4-7b) sign should be installed within 50 ft. of the gore point, if possible. The edge of the sign should be a minimum of 6 ft. from the curb or shoulder point.<br /> <br /> '''Standard. '''The Keep Right (Left) sign shall not be installed on the right-hand (left-hand) side of the roadway in a position where traffic must pass to the left-hand (right-hand) side of the sign.<br /> <br /> '''Option. '''The Keep Right sign may be omitted at intermediate ends of divisional islands and medians.<br /> <br /> A narrow Keep Right (R4-7c) sign may be installed on the approach end of a median island that is less than 4 feet wide at the point where the sign is to be located.<br /> <br /> '''Standard. '''A narrow Keep Right (R4-7c) sign shall not be installed on a median island that has a width of 4 feet or more at the point where the sign is to be located. <br /> <br /> '''Option. '''The Keep Right sign may be installed in the median of a divided highway crossing that functions as a single intersection such that it is visible to traffic on the divided highway as shown in [[#fig903.2.41.3|Figure 903.2.41.3]] and [[#fig903.2.41.4|Figure 903.2.41.4]] . <br /> <br /> '''Support. '''[[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.40|EPG 903.2.40]] provides more information about the use of the Keep Right sign in combination with or in lieu of ONE-WAY signs at divided highway crossings.<br /> <br /> '''Standard. '''The KEEP RIGHT (R4-7b) sign shall be installed as near the nose of the median as possible where an undivided highway transitions into a divided highway.<br /> <br /> {{SpanID|fig903.2.34.1}}<br /> [[File:Figure 903.2.34.1 Examples of Keep Right and Keep Left Sign Placement (Sheet 1 of 2).jpg|center|800px|alt=The first example shows a two-lane vertical roadway on the left of a two-lane horizontal roadway. Both lanes of the horizontal roadway are traveling eastbound. Posted on a triangular median island, which separates the southbound lane from the northbound lane, an R4-7a sign is shown facing south toward northbound traffic merging east onto the horizontal roadway.<br /> <br /> The second example shows a two-lane vertical roadway intersecting a three-lane horizontal roadway. All lanes of the horizontal roadway are traveling eastbound. Posted on a triangular median island, an R4-7a sign is shown facing south toward northbound traffic merging east onto the horizontal roadway.<br /> <br /> The third example shows a two-lane vertical roadway curving to the east into a one-lane ramp. Posted on a triangular median island, an R4-7a sign is shown facing south toward northbound traffic merging onto the curved ramp.|thumb|'''Figure 903.2.34.1 '''Examples of Keep Right and Keep Left Sign Placement ''(Sheet 1 of 2)'']]<br /> <br /> {{SpanID|fig903.2.34.2}}<br /> [[File:Figure 903.2.34.2 Examples of Keep Right and Keep Left Sign Placement (Sheet 2 of 2).jpg|center|800px|alt=The first example shows a three-lane vertical roadway intersecting a two-lane horizontal roadway. Both directions of the vertical roadway are separated by a narrow median island. Posted on the median island, an R4-7 sign is shown facing north toward the horizontal roadway, indicating vehicles must keep right when traveling on the south receiving leg of the intersection. <br /> <br /> The second example shows a four-lane vertical roadway, two lanes in each direction, separated by a yellow painted median. The median transitions into a wider raised median that tapers outward as it continues north. Posted at the start of the wider median, an R4-7b sign is shown facing south toward northbound traffic, indicating vehicles must keep right.|thumb|'''Figure 903.2.34.2 '''Examples of Keep Right and Keep Left Sign Placement ''(Sheet 2 of 2)'']]<br /> <br /> =={{SpanID|903.2.35}}903.2.35 DO NOT DRIVE ON SHOULDER Sign (R4-17) (MUTCD Section 2B.43)==<br /> <br /> [[image:R4-17.jpg|center|thumb|&lt;center&gt;'''R4-17'''&lt;/center&gt;|105px]]<br /> <br /> '''Option. '''The DO NOT DRIVE ON SHOULDER (R4-17) sign may be installed to inform road users that using the shoulder of a roadway as a travel lane is prohibited.<br /> <br /> '''Guidance. '''The DO NOT DRIVE ON SHOULDER (R4-17) sign should be considered for special conditions if there is a need determined by district traffic engineering staff. The sign should be considered as a temporary tool to aid in the enforcement of the condition. After it appears the problem has been corrected, these signs should be removed.<br /> <br /> '''Support. '''The R4-17 sign is to be used only where necessary. MoDOT does not want to set driver expectations for general use of this sign.<br /> <br /> =={{SpanID|903.2.36}}903.2.36 Selective Exclusion Signs and Plaques (MUTCD Section 2B.45)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R5-2.jpg|left|thumb|&lt;center&gt;'''R5-2'''&lt;/center&gt;|105px]]<br /> ||[[image:R5-2aP.jpg|left|thumb|&lt;center&gt;'''R5-2aP'''&lt;/center&gt;|105px]]<br /> ||[[image:R5-25.jpg|left|thumb|&lt;center&gt;'''R5-25'''&lt;/center&gt;|105px]]<br /> ||[[image:R5-29.jpg|left|thumb|&lt;center&gt;'''R5-29'''&lt;/center&gt;|105px]]<br /> |}<br /> <br /> '''Option. '''Selective Exclusion signs may be used to provide notice to road users that State or local statutes or ordinances exclude designated types of traffic from using particular roadways or facilities.<br /> <br /> '''Standard. '''Selective Exclusion signs shall clearly indicate the type of traffic that is excluded.<br /> <br /> '''Support. '''Typical exclusion messages include:<br /> ::A. No Trucks (R5-2),<br /> ::B. No Pedestrian Crossing (R9-3),<br /> ::C. EXCEPT LOCAL DELIVERY (R5-2aP) plaque.<br /> ::D. NO VENDING (R5-24)<br /> ::E. NO FISHING FROM BRIDGE (R5-25)<br /> ::F. AUTHORIZED AND EMERGENCY VEHICLES ONLY (R5-29)<br /> <br /> '''Guidance. '''If an exclusion is governed by vehicle weight, a Weight Limit sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.53|EPG 903.2.53]]) should be used instead of a Selective Exclusion sign.<br /> <br /> The Selective Exclusion sign should be placed on the right-hand side of the roadway at an appropriate distance from the intersection so as to be clearly visible to all road users turning into the roadway that has the exclusion. The No Pedestrian Crossing (R9-3) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.46|EPG 903.2.46]]) should be installed so as to be clearly visible to pedestrians who are at a location where an alternative route is available.<br /> <br /> '''Option. '''The No Pedestrian Crossing (R9-3) sign may also be used at underpasses or elsewhere where pedestrian facilities are not provided.<br /> <br /> The EXCEPT LOCAL DELIVERY (R5-2aP) plaque may be mounted below the R5-2 sign.<br /> <br /> The NO VENDING (R5-24) sign may be used at locations where vending is taking place within the right-of-way.<br /> <br /> '''Standard. '''When used, the NO FISHING FROM BRIDGE (R5-25) sign shall be mounted at or near the bridge ends.<br /> <br /> '''Option. '''The NO FISHING FROM BRIDGE (R5-25) sign may be used at locations where fishing from a bridge creates a safety hazard.<br /> <br /> '''Guidance. '''The AUTHORIZED AND EMERGENCY VEHICLES ONLY (R5-29) sign should be used at emergency crossovers to prohibit vehicles from using the emergency crossover unless they have special permission (such as law enforcement vehicles or emergency vehicles) or are performing official business (such as highway agency vehicles).<br /> <br /> The No U Turn sign should be installed above the AUTHORIZED AND EMERGENCY VEHICLES ONLY sign.<br /> <br /> Signing for both directions of traffic should be provided on one post with the signs being installed 90 degrees to the roadway. The signs should be mounted back to back. The post should be located approximately in the middle of the median. If median width is greater than 60 ft., consideration should be given to install separate signs.<br /> <br /> =={{SpanID|903.2.37}}903.2.37 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.46)==<br /> <br /> [[image:R5-1.gif|thumb|center|&lt;center&gt;'''R5-1'''&lt;/center&gt;|105px]]<br /> <br /> '''Standard. '''The DO NOT ENTER (R5-1) sign shall be used at the following locations:<br /> ::A. Where a two-way roadway becomes a one-way roadway;<br /> ::B. The intersection of an interchange exit ramp with a crossroad as specified in [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.39|EPG 903.2.39]] (see [[#fig903.2.39.1|Figure 903.2.39.1]]);<br /> ::C. The intersection of a channelized or turning roadway with a two-way undivided crossroad; and<br /> ::D. Except as provided in the fourth paragraph of this article, an intersection with a divided highway (see [[#fig903.2.37|Figure 903.2.37]]).<br /> <br /> If the DO NOT ENTER sign is mounted behind a STOP or YIELD sign:<br /> ::A. 36 x 36 inch DO NOT ENTER sign shall be used behind a 48 x 48 inch STOP sign; and<br /> ::B. 30 x 30 inch. DO NOT ENTER sign shall be used behind a 60 x 60 inch YIELD sign.<br /> <br /> '''Guidance. '''A DO NOT ENTER sign should be installed at other locations where additional emphasis is needed where wrong-way movements are prominent or where the intersecting angle of roadways is such that the visibility of ONE WAY signs alone does not sufficiently convey the restriction. <br /> <br /> '''Option. '''A DO NOT ENTER sign may be omitted on a low-speed urban street that is a divided highway at a crossing that functions as two separate intersections.<br /> <br /> '''Guidance. '''The DO NOT ENTER sign, if used, should be placed directly in view of a road user at the point where a road user could wrongly enter a divided highway, one-way roadway, or ramp. The sign should be mounted facing traffic that might enter the roadway or ramp in the wrong direction. <br /> <br /> At a crossing with a divided highway; the sign, if used, should be placed on the outside edge side of the roadway facing traffic that might enter the roadway in the wrong direction.<br /> <br /> If the DO NOT ENTER sign would be visible to traffic to which it does not apply, the sign should be turned away from, or shielded from, the view of that traffic.<br /> <br /> A second DO NOT ENTER sign should be used, particularly where traffic approaches from an intersecting roadway ([[#fig903.2.37|Figure 903.2.37]]).<br /> <br /> [[903.1 General (MUTCD Chapter 2A) #903.1.12|EPG 903.1.12]] contains the provisions for the use of continuously-operated or actuated LEDs to enhance the conspicuity of signs.<br /> <br /> {{SpanID|fig903.2.37}}<br /> [[File:Figure 903.2.37 Locations of DO NOT ENTER and WRONG WAY Signing for Divided Highway Crossings that Function as Two Separate Intersections.jpg|thumb|800px|alt=A vertical two-lane roadway intersects a horizontal divided highway with two eastbound lanes, a median, and two westbound lanes. Each direction of the horizontal highway has a left-turn lane at its intersection with the vertical roadway.<br /> <br /> Along the eastbound lanes, a required R5-1 “DO NOT ENTER” sign is posted on the median to the left of the left-turn lane, facing westbound traffic. A second R5-1 sign is posted to the right of the eastbound right lane at the intersection, also facing westbound traffic. Farther west along the eastbound lanes, two R5-1a “WRONG WAY” signs are installed outside of the travel lanes, one on each side of the roadway, both facing westbound traffic.<br /> <br /> Along the westbound lanes, a required R5-1 “DO NOT ENTER” sign is posted on the median to the left of the left-turn lane, facing eastbound traffic. A second R5-1 sign is posted to the right of the westbound right lane at the intersection, also facing eastbound traffic. Farther east along the westbound lanes, two R5-1a “WRONG WAY” signs are installed outside of the travel lanes, one on each side of the roadway, both facing eastbound traffic.<br /> <br /> Spacing guidance is shown: the R5-1 signs are placed 50 to 80 feet from the intersection, while the R5-1a signs are placed 200 to 250 feet from the R5-1 signs.|center|'''Figure 903.2.37 '''Locations of DO NOT ENTER and WRONG WAY Signing for Divided Highway Crossings that Function as Two Separate Intersections]]<br /> <br /> =={{SpanID|903.2.38}}903.2.38 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.47)==<br /> <br /> [[image:R5-1a.gif|thumb|center|&lt;center&gt;'''R5-1a'''&lt;/center&gt;|105px]]<br /> <br /> '''Option. '''The WRONG WAY (R5-1a) sign may be used as a supplement to the DO NOT ENTER sign where a crossroad intersects a one-way roadway in a manner that does not physically discourage or prevent wrong-way entry (see [[#fig903.2.37|Figure 903.2.37]]).<br /> <br /> '''Guidance. '''If used, the WRONG WAY sign should be placed at a location along the one-way roadway farther from the crossroad than the DO NOT ENTER sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.37|EPG 903.2.37]]).<br /> <br /> The WRONG WAY sign should be placed on the same side of the road as the DO NOT ENTER sign.<br /> <br /> '''Support. '''[[903.1 General (MUTCD Chapter 2A) #903.1.12|EPG 903.1.12]] contains the provisions for the use of continuously-operated or actuated LEDs to enhance the conspicuity of signs.<br /> <br /> =={{SpanID|903.2.39}}903.2.39 Wrong-Way Traffic Control at Interchange Ramps (MUTCD Section 2B.48)==<br /> <br /> '''Standard. '''At interchange exit ramp terminals where the ramp intersects a crossroad in such a manner that wrong-way entry could inadvertently be made, the following signs shall be used (see [[#fig903.2.39.1|Figure 903.2.39.1]]):<br /> ::A. At least one ONE WAY sign for each direction of travel on the crossroad shall be placed where the exit ramp intersects the crossroad.<br /> ::B. At least one DO NOT ENTER sign shall be conspicuously placed near the downstream end of the exit ramp in positions appropriate for full view of a road user starting to enter wrongly from the crossroad.<br /> ::C. At least one WRONG WAY sign shall be placed on the exit ramp facing a road user traveling in the wrong direction.<br /> <br /> '''Guidance. '''In addition, the following pavement markings should be used (see [[#fig903.2.39.1|Figure 903.2.39.1]]):<br /> ::A. On two-lane paved crossroads at interchanges, solid double yellow lines should be used as a center line for an adequate distance on both sides approaching the ramp intersections.<br /> ::B. Where crossroad channelization or ramp geometrics do not make wrong-way movements difficult, a lane-use arrow should be placed in each lane of an exit ramp near the crossroad terminal where it will be clearly visible to a potential wrong-way road user.<br /> <br /> '''Option. '''The following traffic control devices may be used to supplement the signs and pavement markings described in the first and second paragraphs of this article:<br /> ::A. Additional ONE WAY signs may be placed, especially on two-lane rural crossroads, appropriately in advance of the ramp intersection to supplement the required ONE WAY sign(s).<br /> ::B. Additional WRONG WAY signs may be used.<br /> ::C. Slender, elongated wrong-way arrow pavement markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #fig3b21|Figure 620.2.22.1]]) intended primarily to warn wrong-way road users that they are traveling in the wrong direction may be placed upstream from the ramp terminus (see [[#fig903.2.39.1|Figure 903.2.39.1]] ) to indicate the correct direction of traffic flow. Wrong-way arrow pavement markings may also be placed on the exit ramp at appropriate locations near the crossroad junction to indicate wrong-way movement.<br /> ::D. Lane-use arrow pavement markings may be placed on the exit ramp and crossroad near their intersection to indicate the permissive direction of flow.<br /> ::E. Lane control signs or movement prohibition signs may be used on the approaches to the exit ramp.<br /> ::D. A Keep Right (R4-7 or R4-7c) may be used on a ramp median nose for wrong-way traffic control.<br /> <br /> '''Guidance. '''On interchange entrance ramps where the ramp merges with the through roadway and the design of the interchange does not clearly make evident the direction of traffic on the separate roadways or ramps, a ONE WAY sign visible to traffic on the entrance ramp and through roadway should be placed on each side of the through roadway near the entrance ramp merging point.<br /> <br /> '''Option. '''On interchange entrance ramps where the ramp merges with the through roadway and the design of the interchange does not clearly make evident the direction of traffic on the separate roadways or ramps a No Left Turn (R3-2) sign may be located on the left-hand side of the entrance ramp at the gore. If a No Left Turn (R3-2) sign is located on the left-hand side, a supplemental R3-2 sign may be installed on the right-hand side of the entrance ramp. <br /> <br /> On interchange entrance ramps where the ramp merges with the through roadway and the design clearly indicates the direction of flow, a ONE WAY sign may be placed visible to traffic on the entrance ramp and/or a NO TURNS (R3-3) sign may be placed visible to traffic on the entrance ramp and through roadway at the gore area.<br /> <br /> '''Support. '''[[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.37|EPG 903.2.37]], [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.38|EPG 903.2.38]], and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.40|EPG 903.2.40]] contain further information on signing to avoid wrong-way movements at at-grade intersections on expressways.<br /> <br /> {{SpanID|fig903.2.39.1}}<br /> [[File:Figure 903.2.39.1. Example of Application of Regulatory Signing and Pavement Markings at an Exit Ramp Termination to Deter Wrong-Way Entry.jpg|800px|alt=The example shows a horizontal two-lane roadway with an entrance ramp connecting from the north and a vertical exit ramp intersecting from the south.<br /> <br /> At the top of the figure, on the horizontal roadway, a guide sign for “I-70 East Columbia” is shown to the right of the roadway, adjacent to a R3-1 “No Right Turn” sign and two R6-1 one-way signs, all facing eastbound traffic. Further east, at the intersection, there are two additional R6-1 one-way signs, back to back—one facing eastbound traffic and the other facing westbound traffic.<br /> <br /> At the bottom of the figure, on the vertical exit ramp, two R5-1a “WRONG WAY” signs are shown, one on each side of the roadway, both facing north. A Wrong-Way arrow is marked on the pavement between the signs. Further north, two R5-1 “DO NOT ENTER” signs are shown on both sides of the roadway, both facing north. As the exit ramp approaches the intersection, it splits into two lanes, one for right turns and one for through/left turns, separated by a triangular-shaped channelizing island.<br /> <br /> At the intersection of the exit ramp right-turn lane, a Wrong-Way arrow is marked on the pavement. A yield line pavement marking is shown across the lane. Adjacent to this marking and on the right side of the lane, an R1-2 “Yield” sign is shown, with an optional R1-1 “Stop” sign alternative, in which case the marking should be a stop line. Immediately behind these signs, an R5-1 “DO NOT ENTER” sign is shown facing toward the northeast and the horizontal roadway.<br /> <br /> In the through/left-turn lane of the exit ramp, an R1-1 “Stop” sign is posted on the island in front of two back-to-back R6-1 one-way signs that face both directions of the horizontal roadway.<br /> <br /> Spacing guidance is shown: the R5-1 signs are placed 50 to 80 feet from the intersection, while the R5-1a “WRONG WAY” signs are placed 200 to 250 feet from the DO NOT ENTER sign.|thumb|center|'''Figure 903.2.39.1.''' Example of Application of Regulatory Signing and Pavement Markings at an Exit Ramp Termination to Deter Wrong-Way Entry]]<br /> <br /> {{SpanID|fig903.2.39.2}}<br /> [[File:Figure 903.2.39.2. Locations of Wrong-Way signing for Divided Highways with Offset Left Turn Lanes.jpg|800px|alt=The example shows a horizontal divided highway intersected by a vertical two-lane roadway. The divided highway has two eastbound lanes, a median, and two westbound lanes, each with a left-turn lane at the intersection.<br /> <br /> Starting with the eastbound approach, two R5-1a “WRONG WAY” signs are located outside of the travel lane, one on each side of the roadway, both facing east. Just east of these, an R5-1 “DO NOT ENTER” sign is posted on the median to the left of the eastbound left-turn lane, and another R5-1 sign is posted to the right of the eastbound right lane. Additionally, a third “DO NOT ENTER” sign is placed just east of the first sign on the right.<br /> <br /> On the westbound approach, two R5-1a “WRONG WAY” signs are located outside of the travel lane, one on each side of the roadway, both facing west. Just west of these, an R5-1 “DO NOT ENTER” sign is posted on the median to the left of the westbound left-turn lane, and another R5-1 sign is posted to the right of the westbound right lane. Additionally, a third “DO NOT ENTER” sign is placed just west of the first sign on the right.<br /> <br /> In total, six R5-1 “DO NOT ENTER” signs and four R5-1a “WRONG WAY” signs are shown, oriented toward drivers who may mistakenly travel the wrong way.|thumb|center|'''Figure 903.2.39.2. ''' Locations of Wrong-Way signing for Divided Highways with Offset Left Turn Lanes&lt;br/&gt;&lt;br/&gt;'''Notes:'''&lt;br/&gt;<br /> &lt;ol style=&quot;margin-left: 1.5em;&quot;&gt;<br /> &lt;li&gt;Distances may be adjusted up to 20’ +/- based on engineering judgement&lt;/li&gt;<br /> &lt;li&gt;4”x72” red sign post delineators are optional&lt;/li&gt;<br /> &lt;li&gt;MoDOT maintained signs shall not be installed on the back of non-MoDOT maintained signs&lt;/li&gt;<br /> &lt;li&gt;See [[#fig903.2.41.1 |Figure 903.2.41.4 ]] for ONE WAY signing for Divided Highways with Offset Left Turn Lanes&lt;/li&gt;<br /> &lt;/ol&gt;<br /> ]]<br /> <br /> =={{SpanID|903.2.40}}903.2.40 ONE WAY Signs (R6-1 and R6-2) (MUTCD Section 2B.49)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R6-1.gif|left|thumb|&lt;center&gt;'''R6-1'''&lt;/center&gt;|170px]]<br /> |[[image:R6-2.gif|left|thumb|&lt;center&gt;'''R6-2'''&lt;/center&gt;|110px]]<br /> |}<br /> <br /> '''Standard. '''Except as provided in the sixth paragraph of this article, the ONE WAY (R6-1 or R6-2) sign shall be used to indicate streets or roadways upon which vehicular traffic is allowed to travel in one direction only.<br /> <br /> ONE WAY signs shall be placed parallel to the one-way street at all alleys and roadways that intersect one-way roadways.<br /> <br /> At the crossing of a roadway with a divided highway that functions as two separate intersections, ONE WAY signs shall be placed, visible to each crossroad approach, on the near right and far left corners of each intersection with the directional roadways (see [[#fig903.2.41.1|Figures 903.2.41.1]] and [[#fig903.2.41.2|903.2.41.2]]).<br /> <br /> At the crossing of a roadway with a divided highway that functions as a single intersection Keep Right (R4-7) signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.34|EPG 903.2.34]]) and/or ONE WAY signs shall be installed (see [[#fig903.2.41.3|Figure 903.2.41.3]] and [[#fig903.2.41.4|Figure 903.2.41.4]]). If Keep Right signs are installed, they shall be placed as close as practicable to the approach ends of the medians and shall be visible to traffic on the divided highway as shown in [[#fig903.2.41.3|Figure 903.2.41.3]] and [[#fig903.2.41.4|Figure 903.2.41.4]]. If ONE WAY signs are installed, they shall be placed on the near right and far left corners of the intersection and shall be visible to each crossroad approach.<br /> <br /> '''Option. '''At the crossing of a roadway with a divided highway, regardless of function as a single or separate intersections, ONE WAY signs may also be placed on the far right corner of the intersection as shown in [[#fig903.2.41.1|Figure 903.2.41.1]], [[#fig903.2.41.2|Figure 903.2.41.2]], [[#fig903.2.41.3|Figure 903.2.41.3]] and [[#fig903.2.41.4|Figure 903.2.41.4]]. <br /> <br /> ONE WAY signs may be omitted on the one-way roadways of divided highways, where the design of interchanges indicates the direction of traffic on the separate roadways.<br /> <br /> '''Support. ''' [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.39|EPG 903.2.39]] contains information for the placement of ONE WAY signs at a crossroad with an interchange.<br /> <br /> '''Standard. '''If used at unsignalized intersections with one-way streets, ONE WAY signs shall be placed on the near right and the far left corners of the intersection facing traffic entering or crossing the one-way street.<br /> <br /> If used at signalized intersections with one-way streets, ONE WAY signs shall be placed near the appropriate signal faces, on the poles holding the traffic signals, on the mast arm or span wire holding the signals, or at the locations specified for unsignalized intersections.<br /> <br /> At unsignalized T-intersections where the roadway at the top of the T-intersection is a one-way roadway, ONE WAY signs shall be placed on the near-right and the far side of the intersection facing traffic on the stem approach.<br /> <br /> ONE WAY (R6-2) signs may be used in lieu of ONE WAY (R6-1) signs on mast arms for signals or where lateral space is limited.<br /> <br /> Where the central island of a roundabout allows for the installation of signs, ONE WAY signs may be used to direct traffic counter-clockwise around the central island (see [[#fig903.2.40.2|Figure 903.2.40.2]] and [[#fig903.2.40.3|Figure 903.2.40.3]]).<br /> <br /> '''Guidance. '''Where used on the central island of a roundabout, the mounting height of a ONE WAY sign should be at least 4 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way.<br /> <br /> {{SpanID|fig903.2.40.1}}<br /> [[File:Figure 903.2.40.1 Example of Regulatory and Warning Signs for a Mini-Roundabout.jpg|center|thumb|alt=A central island surrounded by a circular roadway is shown with four roadways that enter from the north, south, east, and west.<br /> On the roadway entering the circular roadway from the south, a sign assembly composed of a W2-6 sign mounted above a W13-1P plaque is shown to the right of the roadway facing south. Farther north, a W11-2 sign mounted above a W16-7P plaque is shown to the right of the roadway facing south in advance of a crosswalk. Just beyond this crosswalk, an R1-2 “YIELD” sign is shown on the right side of the roadway facing south, at the entrance to the mini-roundabout.<br /> On the opposite side of the road, before the same crosswalk, a W11-2 sign mounted above a W16-7P plaque is shown facing north.|800px|'''Figure 903.2.40.1''' Example of Regulatory and Warning Signs for a Mini-Roundabout]]<br /> <br /> {{SpanID|fig903.2.40.2}}<br /> [[File:Figure 903.2.40.2 Example of Regulatory and Warning Signs for a One-Lane Roundabout.jpg|center|thumb|alt=A central island surrounded by a circular roadway is shown with four roadways that enter from the north, south, east, and west.<br /> On the roadway entering the circular roadway from the south, a sign assembly composed of a W2-6 sign mounted above a W13-1P plaque is shown to the right of the roadway facing south. Farther north, a W11-2 sign mounted above a W16-7P plaque is shown to the right of the roadway facing south in advance of a crosswalk. Just beyond this crosswalk, an R1-2 “YIELD” sign is shown on the right side of the roadway facing south as it enters the one-lane roundabout.<br /> Within the central island of the roundabout, an R6-1 “ONE WAY” sign is shown facing south. In the median of the north approach, prior to entering the roundabout, an R1-2 “YIELD” sign is shown facing south.<br /> On the opposite side of the south approach (before the same crosswalk), a W11-2 sign mounted above a W16-7P plaque is shown facing north.|800px|'''Figure 903.2.40.2''' Example of Regulatory and Warning Signs for a One-Lane Roundabout]]<br /> <br /> {{SpanID|fig903.2.40.3}}<br /> [[File:Figure 903.2.40.3 Example of a Regulatory and Warning Signs for a Two-Lane Roundabout with Consecutive Double lefts.jpg|center|thumb|alt=A central island surrounded by a circular roadway is shown with four roadways that enter from the north, south, east, and west.<br /> On the roadway entering the circular roadway from the south, a sign assembly composed of a W2-6 sign mounted above a W13-1P plaque is shown to the right of the roadway facing south. Farther north, a W11-2 sign mounted above a W16-7P plaque is shown to the right of the roadway facing south in advance of a crosswalk. Just beyond this crosswalk, an R1-2 “YIELD” sign is shown on the right side of the roadway facing south as it enters the one-lane roundabout.<br /> Within the central island of the roundabout, an R6-1 “ONE WAY” sign is shown facing south. In the median of the northbound approach, prior to entering the roundabout, an R1-2 “YIELD” sign is shown facing south. Additionally, in this same median, two sign assemblies composed of a W2-6 sign mounted above a W13-1P plaque are shown: one placed before the crosswalk facing south, and another placed just beyond the crosswalk facing north.<br /> On the opposite side of the north approach (before the same crosswalk), a W11-2 sign mounted above a W16-7P plaque is shown facing north.|800px|'''Figure 903.2.40.3''' Example of a Regulatory and Warning Signs for a Two-Lane Roundabout with Consecutive Double lefts]]<br /> <br /> =={{SpanID|903.2.41}}903.2.41 Divided Highway Crossing Signs (R6-3 and R6-3a) (MUTCD Section 2B.50)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R6-3.gif|left|thumb|&lt;center&gt;'''R6-3'''&lt;/center&gt;|150px]]<br /> |[[image:R6-3a.gif|left|thumb|&lt;center&gt;'''R6-3a'''&lt;/center&gt;|150px]]<br /> |}<br /> <br /> '''Standard. '''On unsignalized minor-street approaches from which both left turns and right turns are permitted onto a divided highway at a crossing that functions as two separate intersections (see [[903.1 General (MUTCD Chapter 2A) #903.1.23|EPG 903.1.23]]), a Divided Highway Crossing (R6-3 or R6-3a) sign shall be used to advise road users that they are approaching an intersection with a divided highway (see [[#fig903.2.41.1|Figure 903.2.41.1]] and [[#fig903.2.41.2|Figure 903.2.41.2]]).<br /> <br /> If a Divided Highway Crossing sign is used at a four-leg intersection, the R6-3 sign shall be used. If used at a T-intersection, the R6-3a sign shall be used.<br /> <br /> The Divided Highway Crossing sign shall be located on the near right corner of the intersection, mounted beneath a STOP or YIELD sign or on a separate support.<br /> <br /> The DIVIDED HIGHWAY (R6-3b) sign may be used in situations where the R6-3 or R6-3a Divided Highway Crossing signs may be confusing.<br /> <br /> {{SpanID|fig903.2.41.1}}<br /> [[File:Figure 903.2.41.1 ONE WAY Signing for Divided Highways with Median Widths Greater than 150 Feet.jpg|center|thumb|alt=The example shows a horizontal divided highway intersected by a vertical two-lane roadway. The divided highway has two lanes to the east, a wide median greater than 150 feet, and two lanes to the west, each with a left-turn lane at the intersection.<br /> On the vertical roadway, northbound approach, on the right just before the intersection with the east lanes there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing south. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the east lanes, there is an R6-1 “ONE WAY” sign on the right corner facing south.<br /> Further north, at the intersection with the west lanes, an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign faces south. Behind this sign, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the west lanes, there is an R6-1 “ONE WAY” sign on the right corner facing south.<br /> On the vertical roadway, southbound approach, the signing is mirrored. On the right just before the intersection with the west lanes, there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing north. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the west lanes, there is an R6-1 “ONE WAY” sign on the right corner facing north.<br /> Further south, at the intersection with the east lanes, an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign faces north. Behind this sign, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the east lanes, there is an R6-1 “ONE WAY” sign on the right corner facing north.|800px|'''Figure 903.2.41.1''' ONE WAY Signing for Divided Highways with Median Widths Greater than 150 Feet]]<br /> <br /> {{SpanID|fig903.2.41.2}}<br /> [[File:Figure 903.2.41.2 ONE WAY Signing for Divided Highways with Median Widths of 60 Feet to 150 Feet.jpg|center|thumb|alt=The example shows a horizontal divided highway intersected by a vertical two-lane roadway. The divided highway has two lanes to the east, a median width between 60 and 150 feet, and two lanes to the west, each with a left-turn lane at the intersection.<br /> On the vertical roadway, northbound approach, on the right just before the intersection with the east lanes there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing south. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the east lanes, there is an R6-1 “ONE WAY” sign on the right side of the roadway facing south.<br /> Further north, at the intersection with the west lanes, an R6-1 “ONE WAY” sign with either an R1-1 “STOP” sign or an R1-2 “YIELD” sign faces south. Behind this sign, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the west lanes, there is an R6-1 “ONE WAY” sign on the right corner facing south.<br /> On the vertical roadway, southbound approach, the signing is mirrored. On the right just before the intersection with the west lanes, there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing north. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the west lanes, there is an R6-1 “ONE WAY” sign on the right side of the roadway facing north.<br /> Further south, at the intersection with the east lanes, an R6-1 “ONE WAY” sign with either an R1-1 “STOP” sign or an R1-2 “YIELD” sign faces north. Behind this sign, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the east lanes, there is an R6-1 “ONE WAY” sign on the right corner facing north.|800px|'''Figure 903.2.41.2''' ONE WAY Signing for Divided Highways with Median Widths of 60 Feet to 150 Feet]]<br /> <br /> {{SpanID|fig903.2.41.3}}<br /> [[File:Figure 903.2.41.3 ONE WAY Signing for Divided Highways with Median Widths Narrower Than 60 Feet.jpg|center|thumb|alt=A vertical two-lane roadway intersects a horizontal highway with two lanes to the east, a median narrower than 60 feet, and two lanes to the west. Each direction of the horizontal highway has a left-turn lane at its intersection with the vertical roadway.<br /> On the vertical roadway, northbound approach, on the right just before the intersection with the east lanes there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing south. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the east lanes, there is an R4-7 “KEEP RIGHT” sign posted on the median facing west.<br /> Further north, past the intersection with the west lanes, an R6-1 “ONE WAY” sign faces south (optional).<br /> On the vertical roadway, southbound approach, the signing is mirrored. On the right just before the intersection with the west lanes, there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing north. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the west lanes, there is an R4-7 “KEEP RIGHT” sign posted on the median facing east.<br /> Further south, past the intersection with the east lanes, an R6-1 “ONE WAY” sign faces north (optional).|800px|'''Figure 903.2.41.3''' ONE WAY Signing for Divided Highways with Median Widths Narrower Than 60 Feet]]<br /> <br /> {{SpanID|fig903.2.41.4}}<br /> [[File:Figure 903.2.41.4 ONE WAY Signing for Divided Highways with Offset Left Turn Lanes.jpg|center|thumb|alt=A vertical two-lane roadway intersects a horizontal highway with two lanes to the east, a median, and two lanes to the west. Each direction of the horizontal highway has a left-turn lane at its intersection with the vertical roadway, and the left-turn lanes are offset across the median.<br /> On the vertical roadway, north approach, on the right just before the intersection with the east lanes there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing south. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing north. Just past the intersection with the east lanes, there is an R4-7 “KEEP RIGHT” sign posted on the median facing west.<br /> Further north, past the intersection with the west lanes, an R6-1 “ONE WAY” sign faces south (optional).<br /> On the vertical roadway, south approach, the signing is mirrored. On the right just before the intersection with the west lanes, there is an R6-1 “ONE WAY” sign with an R1-1 “STOP” sign and an R6-3 “Divided Highway” sign, all facing north. Behind these signs, back-to-back, there is an R6-1 “ONE WAY” sign facing south. Just past the intersection with the west lanes, there is an R4-7 “KEEP RIGHT” sign posted on the median facing east.<br /> Further south, past the intersection with the east lanes, an R6-1 “ONE WAY” sign faces north (optional).|800px|'''Figure 903.2.41.4''' ONE WAY Signing for Divided Highways with Offset Left Turn Lanes]]<br /> <br /> =={{SpanID|903.2.42}}903.2.42 Parking, Standing, and Stopping Signs (R7 and R8 Series) (MUTCD Section 2B.52)==<br /> <br /> '''Support. '''Parking signs pertain to the parking, standing, and stopping of vehicles along the roadway and in designated parking areas. They cover a wide variety of regulations, and only general guidance can be provided here. The word “standing” when used on the R7 and R8 series of signs refers to the practice of a driver keeping the vehicle in a stationary position while continuing to occupy the vehicle. The word “stopping” when used on the R7 and R8 series signs refers to any vehicle, occupied by a driver or not, that stops other than to avoid conflict with other traffic or to comply with official direction. Other types of activities such as active loading, active passenger loading, and/or waiting might be established in State or local codes for use on R7 and R8 series signs.<br /> <br /> Parking signs are categorized as either (1) prohibiting parking or (2) permitting parking with restrictions on how parking is allowed. <br /> <br /> The types of parking, standing, or stopping prohibitions that might be encountered include, but are not limited to:<br /> ::A. Prohibited at all times;<br /> ::B. Prohibited only at certain times of the day and/or days of the week;<br /> ::C. Prohibited with exceptions, such as for bus stops, loading/unloading zones, persons with disabilities, or electric vehicle charging stations; or<br /> ::D. Prohibited under certain conditions, such as Snow Emergency Routes.<br /> <br /> Permissive parking signs allowing parking with restrictions include, but are not limited to:<br /> ::A. Parking only allowed for limited time duration (such as 30 minutes or for 1 hour); <br /> ::B. Metered parking requiring payment at an individual or a multi-space parking meter, or through electronic means such as by telephone or mobile application.;<br /> ::C. Parking only for specific persons (such as those with disabilities or patrons or employees of a business) or specific vehicle types (such as electric vehicles, police/government vehicles, motorcycles, bicycles, or taxis); <br /> ::D. Angled or back-in angled parking when it is not commonly used in the area;<br /> ::E. Parking programs such as neighborhood/residential permits, school areas, or special events; and<br /> ::F. Emergency parking or stopping only.<br /> <br /> The District Engineer is authorized to act on requests for parking restrictions within incorporated areas upon receipt of a city ordinance requesting the same.<br /> <br /> '''Option. '''The District Engineer may authorize parking restrictions after completion of a study by the district staff and review by county and local law enforcement.<br /> <br /> Within interchange areas and on ramps the standard NO PARKING ANYTIME (R7-1) sign may be used.<br /> <br /> '''Guidance. '''Local law enforcement agencies should be consulted when determining if there is a need for no parking signs to be installed.<br /> <br /> =={{SpanID|903.2.43}}903.2.43 Design of Parking, Standing, and Stopping Signs (MUTCD Section 2B.53)==<br /> &lt;center&gt;<br /> {| style=&quot;text-align: center;&quot;<br /> |-<br /> | [[File:R7-1.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-1 '''&lt;/center&gt;]]<br /> | [[File:R7-108.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-108 '''&lt;/center&gt;]]<br /> | [[File:R7-111.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-111 '''&lt;/center&gt;]]<br /> | [[File:R7-111a.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-111a '''&lt;/center&gt;]]<br /> | [[File:R7-112.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-112 '''&lt;/center&gt;]]<br /> | [[File:R7-112a.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-112a '''&lt;/center&gt;]]<br /> |-<br /> | [[File:R7-112b.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-112b '''&lt;/center&gt;]]<br /> | [[File:R7-113.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-113 '''&lt;/center&gt;]]<br /> | [[File:R7-113aP.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-113aP '''&lt;/center&gt;]][[File:R7-113bP.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-113bP '''&lt;/center&gt;]]<br /> | [[File:R7-114a.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-114a '''&lt;/center&gt;]]<br /> | [[File:R7-114b.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R7-114b '''&lt;/center&gt;]]<br /> | [[File:R7-201P.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-201P '''&lt;/center&gt;]]<br /> |-<br /> | [[File:R7-202P.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-202P '''&lt;/center&gt;]]<br /> | [[File:R7-5.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-5 '''&lt;/center&gt;]]<br /> | [[File:R7-8.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-8 '''&lt;/center&gt;]]<br /> | [[File:R7-8aP.gif|center|thumb|alt=|105px|&lt;center&gt;'''R7-8aP '''&lt;/center&gt;]]<br /> | [[File:R7-35.png|center|thumb|alt=|105px|&lt;center&gt;'''R7-35 '''&lt;/center&gt;]]<br /> <br /> |}<br /> &lt;/center&gt;<br /> '''Standard. '''Parking, standing, or stopping signs shall be rectangular.<br /> <br /> Public agencies shall follow established law (State law, local ordinance, or regulation) as adopted by the authorized agency regarding what messages are allowed on parking signs. <br /> <br /> The legend on parking signs shall state applicable regulations. Parking signs shall comply with the standards of shape, color, and location.<br /> <br /> Prohibitive parking signs shall be used where parking is prohibited at all times or at specific times. Except as otherwise provided in this article, parking signs shall have a red legend and border on a white background and, when the parking prohibition symbol is used, the symbol “P” shall be black. <br /> <br /> Permissive parking signs shall be used where only time-limited parking or parking in a particular manner is allowed. Permissive parking signs shall have a green legend and border on a white background.<br /> <br /> '''Guidance. '''Parking information, should be displayed from top to bottom of the sign, as applicable, in the following order:<br /> ::A. The restriction or prohibition;<br /> ::B. The times of the day that it is applicable, if not all hours;<br /> ::C. The days of the week that it is applicable, if not every day;<br /> ::D. Qualifying or supplementary information;<br /> ::E. Exemptions to the restriction of prohibition; and<br /> ::F. Any tow-away message or symbol.<br /> <br /> If the parking regulation applies to a limited area or zone, the limits of the regulation should be shown by arrows or supplemental plaques. If arrows are used and if the sign is at the end of a parking zone, there should be a single-headed arrow pointing in the direction that the regulation is in effect. If the sign is at an intermediate point in a zone, there should be a double-headed arrow pointing both ways. When a single sign is used at the transition point between two parking zones, it should display a right arrow and a left arrow pointing in the direction that the respective regulations apply.<br /> <br /> '''Standard. '''The times and days for which the parking regulations are in effect shall be posted if they are not in effect at all times of day or all days of the week. <br /> <br /> '''Option. '''As an alternate to the use of arrows to show designated restriction zones, the following word messages may be used: BEGIN, END, HERE TO CORNER, HERE TO ALLEY, and THIS SIDE OF SIGN.<br /> <br /> '''Standard. '''Where parking spaces are reserved for persons with disabilities, the Accessible Parking (R7-8) sign shall be used to designate the space and shall display the official International Symbol of Accessibility. <br /> <br /> Where parking spaces that are reserved for persons with disabilities are designed to accommodate wheelchair vans, a VAN ACCESSIBLE (R7-8aP) plaque shall be mounted below the R7-8 sign. <br /> <br /> The RESERVED PARKING for Persons with Disabilities (R7-8) sign shall be installed in rest area parking lots 10 ft. to 16 ft. from the edge of the handicap ramp.<br /> <br /> '''Support. '''The R7-8L has a left arrow and the R7-8R a right arrow. The R7-8 does not have an arrow.<br /> <br /> '''Guidance. '''Where parking spaces are designated for parking of electric vehicles, an Electric Vehicle Parking (R7-111 series, R7-112 series, and R7-113) sign should be installed adjacent to the designated spaces. Where there is no time limit, the R7-111 series sign should be used. Where parking is subject to a time limit, the R7-112 series sign should be used. <br /> <br /> Where parking spaces are only designated for charging of electric vehicles, an R7-113 sign or R7-114 series sign should be installed adjacent to the designated spaces.<br /> <br /> Where additional restrictions apply while a vehicle occupies the designated space, the R7-113P series plaques should be installed below the R7-113 sign or the R7-114 series signs.<br /> <br /> '''Option. '''A Tow-Away Zone (R7-201P or R7-201aP) plaque may be mounted below any parking prohibition sign. The word legend TOW-AWAY ZONE may be incorporated into the parking prohibition sign in lieu of using a separate plaque. <br /> <br /> The R7-201P plaque may have a black or red symbol and border on a white background. <br /> <br /> '''Guidance. '''When a legend other than that on the standard parking signs is necessary, letter height, symbol size, and basic sign layout should be consistent with the those shown on the standard parking signs as detailed in the FHWA “Standard Highway Signs” publication (see [[911 General (MUTCD Part 1) #911.1.5|EPG 911 (MUTCD Section 1A.05)]]). '''<br /> <br /> In general, the letter height of the principal legend on parking signs sized for urbanized applications should be at least 2 inches. <br /> <br /> The NO PARKING ON BRIDGE sign (R7-35) should be used at bridge ends or on bridges where motorists tend to block or endanger through traffic by parking on the bridge.<br /> <br /> =={{SpanID|903.2.44}}903.2.44 Placement of Parking, Standing, and Stopping Signs (MUTCD Section 2B.54)==<br /> <br /> '''Support. '''The efficacy of parking, standing, and stopping signs, when used on conventional roads in urbanized or developed environments, depends on their visibility and consistent placement along a street or within a particular block. It is often impracticable for the entire legend to be legible from similar distances as for other types of signs. Therefore, it is important that their conventional form be recognizable from an adequate distance such that the road user can obtain the information upon closer inspection.<br /> <br /> '''Guidance. '''When signs with arrows are used to indicate the extent of the restricted zones, the signs should be set at an angle of not less than 30 degrees nor more than 45 degrees with the line of traffic flow in order to be visible to approaching traffic.<br /> <br /> When signs are placed at the head of perpendicular parking stalls, the signs should be parallel to the roadway facing the parking stall.<br /> <br /> Spacing of signs should be based on legibility, conspicuity, and sign orientation.<br /> <br /> If the zone is long, signs should be used at intermediate points within the zone.<br /> <br /> If the signs are mounted at an angle of 90 degrees to the curb line, two signs should be mounted back to back at the transition point between two parking zones, each with an appended THIS SIDE OF SIGN (R7-202P) supplemental plaque.<br /> <br /> If the signs are mounted at an angle of 90 degrees to the curb line, signs without any arrows or appended plaques should be used at intermediate points within a parking zone, facing in the direction of approaching traffic. Otherwise, the standards of placement should be the same as for signs using directional arrows.<br /> <br /> '''Option. '''Blanket parking regulations that apply to an entire jurisdiction may, if legal, be posted in the vicinity of the jurisdictional boundary lines. Blanket parking regulations that apply to a posted zone or district may, if legal, be posted at the entry points to the zone or district. <br /> <br /> =={{SpanID|903.2.45}}903.2.45 Emergency Restriction Signs (R8-7) (MUTCD Section 2B.55)==<br /> <br /> [[image:R8-7.gif|center|150px|thumb|&lt;center&gt;'''R8-7'''&lt;/center&gt;]]<br /> <br /> '''Standard. '''Emergency Restriction signs shall be rectangular and shall have a black legend and border on a white background. <br /> <br /> '''Option. '''The EMERGENCY STOPPING ONLY (R8-7) sign may be used to discourage or prohibit shoulder parking on the interstate and other freeway highway systems based on the Missouri Revised Statutes, Section 304.024.<br /> <br /> '''Guidance. '''The use of the EMERGENCY STOPPING ONLY sign should be held to a minimum and not erected unless there is a specific problem.<br /> <br /> '''Support. ''' [[913.2 Signs (MUTCD Chapter 8B) #913.2.7|EPG 913.2.7]] contains information for the use of the DO NOT STOP ON TRACKS (R8-8) sign to discourage or prohibit parking or stopping on railroad or light rail transit tracks.<br /> <br />  <br /> <br /> =={{SpanID|903.2.46}}903.2.46 Pedestrian Crossing Signs (R9-3) (MUTCD Section 2B.57)==<br /> &lt;center&gt;<br /> {|<br /> |-<br /> | [[File:R9-3.jpg|thumb|center|&lt;center&gt;'''R9-3'''&lt;/center&gt;|120px]]<br /> | [[File:R9-3a.jpg|thumb|center|&lt;center&gt;'''R9-3a'''&lt;/center&gt;|120px]]<br /> |}&lt;/center&gt;<br /> <br /> '''Option. '''Pedestrian Crossing signs may be used to limit pedestrian crossing to specific locations.<br /> <br /> '''Standard. '''If used, Pedestrian Crossing signs shall be installed to face pedestrian approaches.<br /> <br /> '''Option. '''The No Pedestrian Crossing (R9-3) sign may be used to prohibit pedestrians from crossing a roadway at an undesirable location or in front of a school or other public building where a crossing is not designated.<br /> <br /> The NO PEDESTRIAN CROSSING (R9-3a) word message sign may be used as an alternate to the R9-3 symbol sign.<br /> <br /> '''Support. '''Pedestrians with vision disabilities might need features other than traffic control devices to provide effective communication of the prohibition of pedestrian crossing.<br /> <br /> =={{SpanID|903.2.47}}903.2.47 Traffic Signal Pedestrian and Bicyclist Actuation Signs (R10-3b, R10-3d, R10-3e, R10-4, and R10-25) (MUTCD Section 2B.58)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |-<br /> | [[File:R10-3b.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-3b'''&lt;/center&gt;]]<br /> | [[File:R10-3d.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-3d'''&lt;/center&gt;]]<br /> | [[File:R10-3e.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-3e'''&lt;/center&gt;]]<br /> | [[File:R10-4.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-4'''&lt;/center&gt;]]<br /> | [[File:R10-25.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-25'''&lt;/center&gt;]]<br /> |-<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Standard. '''Where manual actuation of a traffic signal is required for pedestrians or bicyclists to call a signal phase to cross the roadway, traffic signal signs applicable to pedestrian actuation or bicyclist actuation shall be mounted immediately above or incorporated into the push button detector units (see [[902.9 Pedestrian Control Features (MUTCD Chapter 4I) #902.9.5|EPG 902.9.5]]). '''<br /> <br /> '''Support. '''Traffic signal signs applicable to pedestrians include:<br /> ::A. Push Button for Walk Signal (R10-3 series), and<br /> ::B. Push Button for Green Signal (R10-4 series).<br /> <br /> '''Option. '''If the signalized intersection has push buttons but no pedestrian heads the PUSH BUTTON FOR GREEN SIGNAL (R10-4) sign may be used instead of the R10-3e and R10-3j signs.<br /> <br /> '''Guidance. '''The finger in the push button symbol on the R10-4 sign should point in the same direction as the arrow on the sign.<br /> <br /> '''Option. '''Where symbolic pedestrian signal indications are used, an educational sign (R10-3b) may be used at signalized intersections. The R10-3d educational sign may be used to inform pedestrians that the pedestrian clearance time is sufficient only for the pedestrian to cross to the median at locations where pedestrians cross in two stages using a median refuge island. The R10-3e educational sign may be used where countdown pedestrian signals have been provided. <br /> <br /> The R10-3e sign shall be used with pre-timed pedestrian signals. For actuated pedestrian signal, the R10-3eL and R10-3eR shall be mounted immediately above or incorporated in pedestrian pushbutton units.<br /> <br /> The R10-25 sign may be used where a push button detector has been installed for pedestrians to activate In-Roadway Warning Lights (see [[902.20 In-Roadway Warning Lights (MUTCD Chapter 4U) #902.20|EPG 902.20]]) or flashing beacons that have been added to the pedestrian warning signs.<br /> <br /> =={{SpanID|903.2.48}}903.2.48 Traffic Signal Signs and Plaques (R10-5 through R10-23a) (MUTCD Section 2B.59)==<br /> &lt;center&gt;<br /> {|<br /> |-<br /> | [[File:R10-5.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-5 '''&lt;/center&gt;]]<br /> | [[File:R10-6.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-6 '''&lt;/center&gt;]]<br /> | [[File:R10-7.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-7 '''&lt;/center&gt;]]<br /> | [[File:R10-10.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-10 '''&lt;/center&gt;]]<br /> |-<br /> | [[File:R10-12.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-12 '''&lt;/center&gt;]]<br /> | [[File:R10-12a.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-12a '''&lt;/center&gt;]]<br /> | [[File:R10-13.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-13 '''&lt;/center&gt;]]<br /> | [[File:R10-14.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-14 '''&lt;/center&gt;]]<br /> | [[File:R10-14a.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-14a '''&lt;/center&gt;]]<br /> |-<br /> | [[File:R10-14b.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-14b '''&lt;/center&gt;]]<br /> | [[File:R10-15.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-15 '''&lt;/center&gt;]]<br /> | [[File:R10-23.gif|center|thumb|alt=|105px|&lt;center&gt;'''R10-23 '''&lt;/center&gt;]]<br /> | [[File:R10-23a.jpg|center|thumb|alt=|105px|&lt;center&gt;'''R10-23a '''&lt;/center&gt;]]<br /> |-<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''To supplement traffic signal control, traffic signal (R10-5 through R10-30) signs may be used to regulate road users.<br /> <br /> Traffic signal signs may be installed at certain locations to clarify signal control. Among the legends that may be used for this purpose are:<br /> ::A. LEFT (RIGHT) ON GREEN ARROW ONLY (R10-5), <br /> ::B. STOP HERE ON RED (R10-6) for observance of stop lines, <br /> ::C. DO NOT BLOCK INTERSECTION (R10-7) for avoidance of traffic obstructions, <br /> ::D. LEFT (RIGHT) TURN SIGNAL (R10-10),<br /> ::E. U TURN SIGNAL (R10-10a) for exclusive control of a U-turn movement,<br /> ::F. LEFT (RIGHT) TURN YIELD ON GREEN (symbolic circular green) (R10-12), and<br /> ::G. LEFT (RIGHT) TURN YIELD ON FLASHING YELLOW ARROW (R10-12a).<br /> <br /> '''Guidance. '''If used, the LEFT ON GREEN ARROW ONLY sign, the LEFT TURN SIGNAL sign, the LEFT TURN YIELD ON GREEN (symbolic circular green) sign, or the LEFT TURN YIELD ON FLASHING YELLOW ARROW sign should be located adjacent to the left-turn signal face.<br /> <br /> '''Standard. '''The LEFT TURN SIGNAL (R10-10L) sign has been discontinued by MoDOT. These signs shall remain in place until the circular red indication is replaced with a red left arrow (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.6|EPG 902.6.6]] Signal Indications for Protected Only Mode Left-Turn Movements in a Separate Signal Face).<br /> <br /> If an existing R10-10L is at the end of its service life, it shall be removed, and the circular red indication shall be replaced with a red left arrow.<br /> <br /> '''Guidance. '''If used, the RIGHT ON GREEN ARROW ONLY sign, the RIGHT TURN SIGNAL sign, or the RIGHT TURN YIELD ON FLASHING YELLOW ARROW sign should be located adjacent to the right-turn signal face.<br /> <br /> '''Option. '''If used, a U TURN SIGNAL (R10-10a) sign may be installed adjacent to the signal face that exclusively controls a U-turn movement.<br /> <br /> '''Standard. '''The CROSSWALK—STOP ON RED (symbolic circular red) (R10-23) and STOP ON RED-YIELD ON FLASHING RED AFTER STOP (R10-23a) signs shall only be used in conjunction with pedestrian hybrid beacons (see [[902.10 Pedestrian Hybrid Beacons (MUTCD Chapter 4J) #902.10.2|EPG 902.10.2]]).<br /> <br /> The EMERGENCY SIGNAL (R10-13) sign shall be used in conjunction with emergency-vehicle traffic control signals (see [[902.13 Traffic Control Signals for Emergency-Vehicle Access (MUTCD Chapter 4M) #902.13.2|EPG 902.13.2]]).<br /> <br /> The EMERGENCY SIGNAL—STOP ON FLASHING RED (R10-14 or R10-14a) sign shall be used in conjunction with emergency-vehicle hybrid beacons (see [[902.14 Hybrid Beacons for Emergency-Vehicle Access (MUTCD Chapter 4N) #902.14.2|EPG 902.14.2]]).<br /> <br /> '''Option. '''If needed for extra emphasis, a STOP HERE ON FLASHING RED (R10-14b) sign may be installed with an emergency-vehicle hybrid beacon.<br /> <br /> '''Standard. '''The Left Turn Yield to Bicycles (R10-12b) sign shall be limited to applications where the conflicting bicyclist movement would be unexpected in direction, location, or similar condition that would tend to violate the expectation of a turning motorist.<br /> <br /> '''Guidance. '''The Left Turn Yield to Bicycles sign should be located adjacent to the left-turn signal face. <br /> <br /> Currently the R10-12b sign is not used by MoDOT. Contact the Highway Safety and Traffic division when considering the use of this sign.<br /> <br /> Where conditions might warrant additional emphasis to drivers turning at a signalized intersection where potential pedestrian conflicts might not be readily apparent, a Turning Vehicles Yield to Pedestrians (R10-15) sign may be used.<br /> <br /> The R10-15 series signs, where used, should be placed as follows:<br /> ::A. On the near right corner of the signalized intersection for right-turning vehicles.<br /> ::B. On the far left corner of the signalized intersection for the left-turning vehicles onto a two-way street.<br /> ::C. On the near left corner of the signalized intersection for left-turning vehicles from a one-way street onto a one-way street.<br /> <br /> =={{SpanID|903.2.49}}903.2.49 No Turn on Red Signs (R10-11 and R10-30a) (MUTCD Section 2B.60)==<br /> <br /> &lt;center&gt;<br /> {|<br /> | [[File:R10-11.gif|thumb|center|105px|&lt;center&gt;'''R10-11'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Standard. '''Where a right turn on a circular red signal indication (or a left turn on a circular red signal indication from a one-way street to a one-way street) is to be prohibited, a NO TURN ON RED (R10-11) word message sign shall be used. <br /> <br /> The NO TURN ON RED (R10-11) sign shall be used to prohibit a right turn on red.<br /> <br /> '''Guidance. '''If used, the No Turn on Red sign should be installed near the appropriate signal head.<br /> <br /> A No Turn on Red sign should be considered when an engineering study finds that one or more of the following conditions exists:<br /> ::A. Inadequate sight distance to vehicles approaching from the left (or right, if applicable);<br /> ::B. Geometrics or operational characteristics of the intersection that might result in unexpected conflicts;<br /> ::C. An exclusive pedestrian or bicycle phase;<br /> ::D. An unacceptable number of conflicting pedestrian movements with right-turn-on-red maneuvers, especially involving children, older pedestrians, or persons with disabilities;<br /> ::E. More than three right-turn-on-red crashes reported in a 12-month period for the particular approach; or<br /> ::F. The skew angle of the intersecting roadways creates difficulty for drivers to see traffic approaching from their left (or right, if applicable).<br /> <br /> '''Standard. '''If an R10-11 sign with conventional road size as shown in [[#tab903.2.3|Table 903.2.3]] is used on an approach on the far side of the intersection and the distance between the stop line and the sign is greater than 120 feet, then a duplicate sign shall be located on the near side of the intersection to supplement the sign on the far side of the intersection. <br /> <br /> Except as provided by the option below, if right turn on red (RTOR) is restricted, then the NO TURN ON RED (R10-11) sign shall be used in lieu of the RIGHT TURN SIGNAL sign.<br /> <br /> '''Guidance. '''If used, the NO TURN ON RED sign should mounted adjacent to the far right signal indication. Refer to [[--|EPG 902.5.33]] to determine when a NO TURN ON RED sign should be considered.<br /> <br /> '''Option. '''Where space is limited, the square-shaped NO TURN ON RED (R10-11b) sign may be used instead of the R10-11 sign.<br /> <br /> When a no-turn-on-red restriction applies during certain time periods only, the following alternatives may be used: <br /> ::A Movement Prohibition (R3-1, R3-2, R3-4, R3-18, and R3-27) signs or NO TURN ON RED signs displayed by using a blank-out sign for the time period or one or more portion(s) of a particular cycle of the traffic control signal during which the prohibition is applicable; or<br /> <br /> White LEDs may be used in the border and activated during periods of turn prohibition to enhance the sign conspicuity.<br /> <br /> A RIGHT TURN ON RED MUST YIELD TO U-TURN (R10-30) sign may be installed to remind road users that they must yield to conflicting U-turn traffic on the street or highway onto which they are turning right on a red signal after stopping.<br /> <br /> A RIGHT TURN MUST YIELD TO U-TURN (R10-30a) sign may be installed under a yield sign to remind road users that they must yield to conflicting U-turn traffic on the street or highway on to which they are turning right controlled by a yield sign.<br /> <br /> =={{SpanID|903.2.50}}903.2.50 Ramp Metering Signs (R10-28 and R10-29) (MUTCD Section 2B.61)==<br /> <br /> &lt;center&gt;<br /> {|<br /> | [[File:R10-28.jpg|thumb|center|95px|&lt;center&gt;'''R10-28'''&lt;/center&gt;]]<br /> | [[File:R10-29.jpg|thumb|center|125px|&lt;center&gt;'''R10-29'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''When ramp control signals (see [[902.16 Traffic Control Signals for Freeway Entrance Ramps (MUTCD Chapter 4P) #902.2.16|EPG 902.16]]) are used to meter traffic on a freeway or expressway entrance ramp, regulatory signs with legends appropriate to the control may be installed adjacent to the ramp control signal faces.<br /> <br /> For entrance ramps with only one controlled lane, an XX VEHICLE(S) PER GREEN (R10-28) sign may be used to inform road users of the number of vehicles that are permitted to proceed during each short display of the green signal indication. For entrance ramps with more than one controlled lane, an XX VEHICLE(S) PER GREEN EACH LANE (R10-29) sign may be used to inform road users of the number of vehicles that are permitted to proceed from each lane during each short display of the green signal indication.<br /> <br /> '''Support. '''[[903.12 Changeable Message Signs (MUTCD Chapter 2L) #903.12|EPG 903.12]] contains provisions for the use of blank-out or changeable message signs when the metering is limited by time, day, or condition.<br /> <br /> =={{SpanID|903.2.51}}903.2.51 KEEP OFF MEDIAN Sign (R11-1) (MUTCD Section 2B.62)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |[[File:R11-1.jpg|thumb|center|105px|&lt;center&gt;'''R11-1'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''The KEEP OFF MEDIAN (R11-1) sign may be used to prohibit driving into or parking on the median.<br /> <br /> '''Guidance. '''The KEEP OFF MEDIAN sign should be installed on the left-hand side of the roadway within the median at random intervals as needed wherever there is a tendency for encroachment.<br /> <br /> '''Support. '''A median is the area between two roadways of a divided highway measured from edge of travel way to edge of travel way or the area between a highway and an outer road.<br /> <br /> =={{SpanID|903.2.52}}903.2.52 ROAD CLOSED Sign (R11-2) and LOCAL TRAFFIC ONLY Signs (R11-3 and R11-4) (MUTCD Section 2B.63)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |[[File:R11-2.jpg|thumb|center|135px|&lt;center&gt;'''R11-2'''&lt;/center&gt;]]<br /> |[[File:R11-3.jpg|thumb|center|170px|&lt;center&gt;'''R11-3'''&lt;/center&gt;]]<br /> |[[File:R11-4.jpg|thumb|center|170px|&lt;center&gt;'''R11-4'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Guidance. '''The ROAD CLOSED (R11-2) sign should be installed where roads have been closed to all traffic (except authorized vehicles).<br /> <br /> ROAD CLOSED—LOCAL TRAFFIC ONLY (R11-3) or ROAD CLOSED TO THRU TRAFFIC (R11-4) signs should be used where through traffic is not permitted, or for a closure some distance beyond the sign, but where the highway is open for local traffic up to the point of closure.<br /> <br /> '''Standard. '''The Road Closed (R11-2, R11-3, and R11-4) signs shall be designed as horizontal rectangles. These signs shall be preceded by the applicable Advance Road Closed warning sign with the secondary legend AHEAD and, if applicable, an Advance Detour warning sign (see [[616.8 TTC Zone Warning Signs (MUTCD Chapter 6H) #616.8.4|EPG 616.8.4]]).<br /> <br /> =={{SpanID|903.2.53}}903.2.53 Weight Limit Sign (R12-1) (MUTCD Section 2B.64)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |[[File:R12-1.jpg|thumb|center|105px|&lt;center&gt;'''R12-1'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''In 2022, a new load posting policy was implemented by MoDOT in the EPG. This new policy resulted from a plan of corrective action with FHWA. With this new policy, all structures on the national bridge inventory will be categorized under this new policy within the next 10 years. There are 10,387 structures on the state system. 270 of these structures are major or unusual structures and these will be categorized over the next 10 years. The remaining 10,117 structures consist of 6,940 normal bridges and 3,177 culverts. The normal bridges will be categorized in the next 4 years and the culverts will be reviewed in the last 3 years of the 10 year timeline of the plan. The R12-1 sign remains in use, with the remaining MoDOT bridge posting signs being replaced by one of three new bridge posting signs in this article.<br /> <br /> '''Standard. '''Weight limit signs shall be used to indicate a structure that has a vehicle weight restriction.<br /> <br /> '''Guidance. '''The units shown on any weight limit sign should be tons.<br /> <br /> '''Standard. '''Weight limit signs shall be installed in accordance with the new bridge posting classifications once completed. <br /> <br /> A weight limit sign shall be located at the applicable structure in accordance with (see [[#tab903.2.53|Table 903.2.53]] and [[#fig903.2.53.1|Figures 903.2.53.1]] to [[#fig903.2.53.3|903.2.53.3]]).<br /> <br /> An additional weight limit sign, with an advisory distance or directional legend, shall be located in advance of the applicable section of highway or structure so that prohibited vehicles can detour or turn around prior to the limit zone. <br /> <br /> In commercial zones, bridges with the capacity of more the 65 tons shall not be posted, as normally loads in excess of 65 tons will not occur.<br /> <br /> Once a bridge has been categorized, the bridge posting signs shall be updated within 30 days of the bridge posting reclassification. This includes installing the correct sign and configuring the sign locations to match the appropriate bridge posting figure (see [[#fig903.2.53.1|Figures 903.2.53.1]] to [[#fig903.2.53.3|903.2.53.3]]).<br /> <br /> '''Support. '''If existing weight limit signs need to be replaced prior to a bridge being categorized, contact Highway Safety and Traffic Division, Signing Section, for guidance.<br /> <br /> &lt;div align=&quot;center&quot;;&gt;<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;text-align:center;&quot;<br /> |+ Table 903.2.53, Listing of Bridge Posting Categories<br /> ! style=&quot;background:#BEBEBE&quot; colspan=&quot;6&quot; | Statewide Legal Load Posting Gross Weight Categories<br /> |-<br /> ! Classification || Category || Description || Sign Verbiage || Sign || Figure<br /> |-<br /> | Normal Legal || SW-1 || No Posting Required || N/A || N/A || N/A<br /> |-<br /> | Normal Legal || SW-2 || General Gross Weight Limit || Weight Limit XX Tons || R12-1 || 903.5.36.1<br /> |-<br /> | Normal Legal || SW-3 || Single Unit Vehicle Gross Weight Limit || Weight Limit Single Unit XX Tons || R12-12 || 903.5.36.1<br /> |-<br /> | Normal Legal || SW-4 || Combination Vehicle Gross Weight Limit || Weight Limit Combination XX Tons || R12-13 || 903.5.36.1<br /> |-<br /> | Normal Legal || SW-5 || Single Unit Vehicle and Combination Vehicle Gross Weight Limits || Weight Limit Single Unit XX Tons Combination XX Tons || R12-14 || 903.5.36.1<br /> |-<br /> | colspan=&quot;6&quot; | &lt;/br&gt;<br /> |-<br /> ! style=&quot;background:#BEBEBE&quot; colspan=&quot;6&quot; | Statewide Legal Load Posting Centerline Restriction with Gross Weight Categories<br /> |-<br /> ! Classification || Category || Description || Sign Verbiage || Sign || Figure<br /> |-<br /> | Lane Restricted || LR-1 || Lane Restriction Only || N/A || N/A || 903.5.36.3<br /> |-<br /> | Lane Restricted || LR-2 || Lane Restriction with General Gross Weight Limit || Weight Limit XX Tons || R12-1 || 903.5.36.2<br /> |-<br /> | Lane Restricted || LR-3 || Lane Restriction with Single Unit Vehicle Gross Weight Limit || Weight Limit Single Unit XX Tons || R12-12 || 903.5.36.2<br /> |-<br /> | Lane Restricted || LR-4 || Lane Restriction with Combination Vehicle Gross Weight Limit || Weight Limit Combination XX Tons || R12-13 || 903.5.36.2<br /> |-<br /> | Lane Restricted || LR-5 || Lane Restriction with Single Unit Vehicle and Combination Vehicle Gross Weight Limits || Weight Limit Single Unit XX Tons Combination XX Tons || R12-14 || 903.5.36.2<br /> |-<br /> | colspan=&quot;6&quot; | &lt;/br&gt;<br /> |-<br /> ! style=&quot;background:#BEBEBE&quot; colspan=&quot;6&quot; | Commercial Zone Areas Gross Weight Categories<br /> |-<br /> ! Classification || Category || Description || Sign Verbiage || Sign || Figure <br /> |-<br /> | Commercial Zone || CZ-1 || No Posting Required || N/A || N/A || N/A <br /> |-<br /> | Commercial Zone || CZ-2 || General Gross Weight Limit || Weight Limit XX Tons || R12-1 || 903.5.36.1<br /> |-<br /> | Commercial Zone || CZ-3 || Single Unit Vehicle Gross Weight Limit || Weight Limit Single Unit XX Tons || R12-12 || 903.5.36.1<br /> |-<br /> | Commercial Zone || CZ-4 || Combination Vehicle Gross Weight Limit || Weight Limit Combination XX Tons || R12-13 || 903.5.36.1<br /> |-<br /> | Commercial Zone || CZ-5 || Single Unit Vehicle and Combination Vehicle Gross Weight Limits || Weight Limit Single Unit XX Tons Combination XX Tons || R12-14 || 903.5.36.1<br /> |-<br /> | colspan=&quot;6&quot; | &lt;/br&gt;<br /> |-<br /> ! style=&quot;background:#BEBEBE&quot; colspan=&quot;6&quot; | Other Miscellaneous Load Posting Categories<br /> |-<br /> ! Classification || Category || Description || Sign Verbiage || Sign || Figure <br /> |-<br /> | Fire Truck || FT-1|| General Gross Weight Limit for Emergency Vehicles Included in the FAST Act, Federal Reauthorization Bill || Weight Limit XX Tons || R12-1 || 903.5.36.1<br /> |-<br /> | Closed Bridge || K-CD || Closed to All Traffic || N/A || N/A || N/A<br /> |-<br /> | Closed Bridge || K-CIF || Closed to All Traffic as the Result of a Critical Inspection Finding || N/A || N/A || N/A<br /> |-<br /> | Other || OT-1 || For Local Agency Bridges that have Signage that Doesn't Fit the Normal Legal, Lane Restricted, or Commercial Zone Categories || N/A || N/A || N/A<br /> |-<br /> |}<br /> &lt;/div&gt;<br /> <br /> &lt;div class=&quot;flex-container1&quot;&gt;<br /> {{SpanID|fig903.2.53.1}}<br /> &lt;div&gt;[[File:Figure 903.2.53.1 Weight Limit Restrictions.png|center|700px|thumb|&lt;center&gt;'''Figure 903.2.53.1''' Weight Limit Restrictions&lt;/center&gt;]] &lt;/div&gt;<br /> {{SpanID|fig903.2.53.2}}<br /> &lt;div&gt;[[File:Figure 903.2.53.2 One Lane Bridge Weight and Width Restrictions.png|center|700px|thumb|&lt;center&gt;'''Figure 903.2.53.2''' One Lane Bridge Weight and Width Restrictions&lt;/center&gt;]]&lt;/div&gt;<br /> {{SpanID|fig903.2.53.3}}<br /> &lt;div&gt;[[File:Figure 903.2.53.3 One Lane Bridge Width Restrictions.png|center|700px|thumb|&lt;center&gt;'''Figure 903.2.53.3''' One Lane Bridge Width Restrictions&lt;/center&gt;]]&lt;/div&gt;<br /> &lt;/div&gt;<br /> <br /> =={{SpanID|903.2.54}}903.2.54 Weigh Station Sign (R13 Series) (MUTCD Section 2B.65)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> ||[[image:R13-11.jpg|left|thumb|&lt;center&gt;'''R13-11'''&lt;/center&gt;|130px]]<br /> ||[[image:R13-15P.jpg|left|thumb|&lt;center&gt;'''R13-15P'''&lt;/center&gt;|130px]]<br /> ||[[image:R13-16.png|left|thumb|&lt;center&gt;'''R13-16'''&lt;/center&gt;|80px]]<br /> |}<br /> <br /> '''Standard. '''The BUSES WEIGH sign (R13-11) should be used at all weigh stations to supplement the standard weigh station signing.<br /> <br /> '''Guidance. '''The OPEN-CLOSED plaque (R13-15P) should be installed below all WEIGH STATION RIGHT LANE signs whenever an automatic OPEN-CLOSED sign has not been provided.<br /> <br /> The BEFORE PULLING ON SCALE (R13-16) sign should be installed just to the right of the weigh scale and immediately in front thereof. A 30 in. STOP sign should be mounted above the sign.<br /> <br /> =={{SpanID|903.2.55}}903.2.55 TRUCK ROUTE Sign (R14-1) (MUTCD Section 2B.66)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |[[File:R14-1.png|thumb|center|135px|&lt;center&gt;'''R14-1'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Guidance. '''The TRUCK ROUTE (R14-1) sign should be used to mark a route that has been designated to allow truck traffic.<br /> <br /> =={{SpanID|903.2.56}}903.2.56 Photo Enforced Signs and Plaques (R10-18a and R10-19P) (MUTCD Section 2B.69)==<br /> <br /> &lt;center&gt;<br /> {|<br /> |[[File:R10-18a.jpg|thumb|center|&lt;center&gt;'''R10-18a'''&lt;/center&gt;|105px]]<br /> |[[File:R10-19P.jpg|thumb|center|&lt;center&gt;'''R10-19P'''&lt;/center&gt;|105px]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''A Signal Ahead (W3-3) sign and a Traffic Signal Photo Enforced (R10-18a) sign may be used on the same approach provided that they are on separate supports.<br /> <br /> A Photo Enforced (R10-19P) plaque may be mounted below a regulatory sign to advise road users that the regulation is being enforced by photographic equipment.<br /> <br /> '''Standard. '''The Traffic Signal Photo Enforced (R10-18a) sign shall be used on approaches to signalized locations where red-light cameras are present.<br /> <br /> The Traffic Signal Photo Enforced (R10-18a) sign shall not be installed on approaches to signalized locations where red-light cameras are not present on any of the approaches to the signalized location.<br /> <br /> A Traffic Signal Photo Enforced (R10-18a) sign shall not be installed on the same support in combination with a Signal Ahead (W3-3) sign.<br /> <br /> If used below a regulatory sign, the Photo Enforced (R10-19P) plaque shall be a rectangle with a black legend and border on a white background.<br /> <br /> '''Support. '''For more information about photo enforcement requirements, see [[:Category:950 Automated Traffic Enforcement|EPG 950]].<br /> <br /> =={{SpanID|903.2.57}}903.2.57 STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLES Sign (R16-25) (MUTCD Section 2B.71)==<br /> <br /> &lt;center&gt;<br /> {|<br /> | [[File:R16-25.jpg|thumb|center|175px|&lt;center&gt;'''R16-25'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''The STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLES (R16-25) sign is used to inform motorists of Missouri Revised Statutes 304.022, which requires motorists to drive with caution when approaching stopped emergency vehicles.<br /> <br /> '''Guidance. '''The STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLES sign should be installed on Interstates entering the state at the state line. The location of the sign should be as close to the state line as possible and placed at the discretion of MoDOT.<br /> <br /> '''Option. '''Additional STATE LAW MOVE OVER OR SLOW DOWN FOR STOPPED EMERGENCY VEHICLES signs may be installed on U.S. routes entering the state where there are no adjacent interstates and rest areas at the request of the Missouri State Highway Patrol.<br /> <br /> '''Standard. '''Requests for additional signs shall be forwarded to the appropriate district engineer for approval. These signs shall only be installed on divided highways. The installation of this sign shall not interfere with or detract from any other regulatory, warning, or guide signs.<br /> <br /> =={{SpanID|903.2.58}}903.2.58 Headlight Use Signs (R16-5a) (MUTCD Section 2B.73)==<br /> <br /> '''Support. '''The HEADLIGHTS ON WHEN WIPERS ARE REQUIRED (R16-5a) sign, supported by RSMo 307.020 in 2004, were developed to inform motorists of the new law directing them to turn on headlights when wipers are on and during inclement weather. The use of these signs has been discontinued as the law has been in place for more than 15 years and many vehicles come equipped with headlights that turn on when wipers are activated. Existing signs are to be removed at the end of their sign life.<br /> <br /> =={{SpanID|903.2.59}}903.2.59 Seat Belt Symbol (MUTCD Section 2B.74)==<br /> <br /> &lt;center&gt;<br /> {|<br /> | [[File:R16-30.jpg|thumb|center|175px|&lt;center&gt;'''R16-30'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Guidance. '''The seat belt symbol should not be used alone. If used, the seat belt symbol should be incorporated into regulatory sign messages for mandatory seat belt use.<br /> <br /> '''Support. '''The seat belt symbol is illustrated in the FHWA “Standard Highway Signs” publication (see [[911 General (MUTCD Part 1) #911.1.5|EPG 911 (MUTCD Section 1A.05)]]).<br /> <br /> '''Guidance. '''The R16-2, R16-3, R16-24, R16-27, and R16-27a seatbelt signs have been discontinued. These signs should remain in place to the end of their service life.<br /> <br /> The STATE LAW BUCKLE UP PHONE DOWN (R16-30) sign should be installed at the end of the on ramp of rest areas and Missouri Welcome Centers on the interstate system. The STATE LAW BUCKLE UP PHONE DOWN (R16-30a) sign should be installed on Interstate and U.S. Routes at the state line entering Missouri. Neither sign should be installed at any other location along a roadway.<br /> <br /> '''Support. '''A growing number of cities and counties are passing local ordinances to make seat belt usage a primary law in their communities. To promote the use of seat belts a PRIMARY SEAT BELT CITY / COUNTY - ORDINANCE sign may be installed by MoDOT upon request.<br /> <br /> '''Standard. '''If a city/county has an established primary seat belt ordinance, MoDOT will install PRIMARY SEAT BELT CITY / COUNTY - ORDINANCE signs upon request once a copy of the ordinance has been received. When the PRIMARY SEAT BELT CITY / COUNTY - ORDINANCE is installed they shall be mounted to the right of the city limit sign or the entering county line sign.<br /> <br /> '''Option. '''If insufficient space is available to mount the assembly to the right of these signs, the assembly shall be installed 200 ft. downstream of the city limit or county line signs at the appropriate sign spacing.<br /> <br /> =={{SpanID|903.2.60}}903.2.60 Barricades (MUTCD Section 2B.75)==<br /> <br /> '''Option. '''Barricades may be used to mark any of the following conditions:<br /> ::A. The end of a roadway,<br /> ::B. A ramp or lane that is closed for operational purposes, or<br /> ::C. The permanent or semi-permanent closure or termination of a roadway.<br /> <br /> '''Standard. '''When used to warn and alert road users of the terminus of a roadway, other than in temporary traffic control zones, barricades shall meet the design criteria of [[616.11 TTC Zone Channelizing Devices (MUTCD Chapter 6K) #616.11.7|EPG 616.11.7]] for a Type 3 Barricade, except that the colors of the stripes shall be retroreflective white and retroreflective red.<br /> <br /> '''Option. '''An end-of-roadway marker or markers may be used as described in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.73|EPG 903.3.73]].<br /> <br /> '''Guidance. '''Appropriate advance warning signs (see [[903.3 Ground-Mounted Sign Supports #903.3|EPG 903.3]]) should be used.<br /> <br /> =={{SpanID|903.2.61}}903.2.61 NO PARKING ALL TRAILERS AND TRUCKS OVER 6 TONS (R7-36)==<br /> <br /> [[File:R7-36.png|thumb|center|105px|alt=|&lt;center&gt;'''R7-36'''&lt;/center&gt;]]<br /> <br /> '''Standard. '''NO PARKING ALL TRAILERS AND TRUCKS OVER 6 TONS (R7-36) signs shall be placed in each commuter parking lot. A sign shall be installed at or near each entrance of the commuter parking lot.<br /> <br /> '''Support. '''This parking restriction is necessary because commuter lots have been used by commercial trailers and trucks for extended periods of parking.<br /> <br /> =={{SpanID|903.2.62}}903.2.62 STOP FOR SCHOOL BUS SIGN (R16-26)==<br /> <br /> '''Standard. '''The STOP FOR SCHOOL BUS (R16-26) sign has been discontinued. MoDOT shall no longer provide STOP FOR SCHOOL BUS (R16-26) signs. Existing STOP FOR SCHOOL BUS (R16-26) signs shall be left in place until they reach the end of their service life.<br /> <br /> =={{SpanID|903.2.63}}903.2.63 Other Regulatory Signs==<br /> <br /> '''Option. '''Regulatory word message signs other than those classified and specified in the EPG and the federal Standard Highway Signs and Markings book may be developed to aid the enforcement of other laws or regulations.<br /> <br /> Except for symbols on regulatory signs, minor modifications in the design may be permitted provided that the essential appearance characteristics are met.<br /> <br /> '''Standard. '''Special regulatory signs shall be approved by the State Highway Safety and Traffic Engineer.<br /> <br /> =={{SpanID|903.2.64}}903.2.64 Engine Brake Muffler Required Signing==<br /> <br /> [[File:R5-23.jpg|thumb|center|105px|alt=|&lt;center&gt;'''R5-23'''&lt;/center&gt;]]<br /> <br /> '''History. '''MoDOT once had a NOISE ORDINANCE ENFORCED policy which was developed to address cities’ requests to install NO JAKE BRAKE signing. These requests were generated when a community experienced excessive noise related to improperly installed/operated engine braking systems on commercial vehicles. Jake brakes, or engine braking systems, are safety features of commercial vehicles. MoDOT was not willing to post signs on state routes which prohibited the use of these safety devices. However, to address the increasing requests for signing, MoDOT did permit the installation of NOISE ORDINANCE ENFORCED signs if a city passed an appropriate ordinance. This program was replaced with the current ENGINE BRAKE MUFFLERS REQUIRED signing in January 2022. This change was designed to address shortcomings of the noise ordinance signing program, which included difficulty in enforcing a noise level and noise ordinances which did not contain language relevant to engine braking noise levels. The current program is based on the direction other states have taken, focusing on the physical equipment on a commercial vehicle which can be more easily inspected and evaluated for deficiencies. This signing program is also targeting the primary concern of excessive noise from engine braking.<br /> <br /> '''Support. '''Commercial vehicles are commonly equipped with an engine braking system. These systems supplement the vehicle’s mechanical brakes aiding in slowing these heavy vehicles safely. These safety systems, when not properly installed, can create excessive noise which many communities find objectionable. MoDOT does not permit regulatory signs which prohibit the use of these safety devices, however, the ENGINE BRAKE MUFFLERS REQUIRED signing conveys to truck drivers they must use these safety devices in an appropriate manner.<br /> <br /> '''Option. '''If a community experiences issues with excessive noise from improperly used and installed engine braking systems on commercial vehicles, they can pass an ordinance and request MoDOT to install ENGINE BRAKE MUFFLERS REQUIRED signing at their city limit sign locations. MoDOT will install and maintain these signs with only a copy of the ordinance for our records, no fee or contract is involved. A jurisdiction can pass an ordinance specifically related to engine braking or include the language as part of another ordinance, such as a noise ordinance.<br /> <br /> '''Standard. '''Before MoDOT will install ENGINE BRAKE MUFFLERS REQUIRED signing, a city must pass an appropriate ordinance which will be approved and kept on file by CO Highway Safety and Traffic. The ordinance shall include the following language:<br /> <br /> Engine compression braking devices on any commercial vehicle, as defined in Missouri Revised Statute RSMo Section 301.010, may only be used within the city limits of [CITY NAME] if the truck is equipped with an adequate muffler (factory muffler or equivalent aftermarket muffler) which is properly maintained to prevent any excessive or unusual noise. If the truck’s exhaust system is equipped with a muffler cut-off, bypass, or similar device, that device shall not be activated when the engine brake is being utilized. Unmuffled engine braking system shall only be utilized within the city limits by commercial motor vehicles in emergency situations to protect life or property. Engine braking systems on rescue vehicles, city and state vehicles are exempt from this ordinance if used in the performance of official duties.<br /> <br /> ENGINE BRAKE MUFFLER REQUIRED signing shall only be installed at the city limit location.<br /> <br /> ENGINE BRAKE MUFFLER REQUIRED signing shall not be installed on freeways or expressways within the city limits where the posted speed limit is 45 mph or greater due to the critical need for the device at higher speeds.<br /> <br /> Existing NOISE ORDINANCE ENFORCED signs shall be removed at the end of the signs’ service life, with no new NOISE ORDINANCE ENFORCED signs being installed after January 2022.<br /> <br /> Individual sign installation locations can be denied by MoDOT if engineering judgement determines the prohibition would negatively impact safety, such as on long steep grades or abrupt/unexpected approaches to intersections.<br /> <br /> '''Option. '''If the city limit on a freeway or expressway is within a posted speed limit of 45 mph or greater and the posted speed limit on that route drops to 40 mph or less, the ENGINE BRAKE MUFFLER REQUIRED sign may be installed adjacent to the speed limit sign where the speed limit drops below 45 mph.<br /> <br /> At the end of a NOISE ORDINANCE ENFORCED sign’s life, or before, a city may request the new ENGINE BRAKE MUFFLER REQUIRED signing once the appropriate ordinance is passed.<br /> <br /> If there is insufficient space to the right of the city limit sign to place the ENGINE BRAKE MUFFLER REQUIRED sign, it may be installed 200 ft. downstream of the city limit sign.<br /> <br /> =={{SpanID|903.2.65}}903.2.65 Regulatory Signs For Trash/Dumping (R5-26, R5-28)==<br /> <br /> [[File:R5-18.gif|thumb|center|220px|alt=|&lt;center&gt;'''R5-28'''&lt;/center&gt;]]<br /> <br /> '''Standard. '''The NO DUMPING sign (R5-28) shall be erected only at locations where the Department of Natural Resources has given us written notice that solid waste is being disposed of on highway right of way. NO MORE TRASH signs (R5-26) are not typically installed along MoDOT roadways. NO MORE TRASH signs (R5-26) should only be installed at commuter lots, rest areas or roadside parks. NO MORE TRASH signs shall only be installed along the roadway if a major liter issue has been identified and the sign is needed for enforcement purposes. Existing NO MORE TRASH signs (R5-26) shall be left in place until they reach the end of their service life.<br /> <br /> =={{SpanID|903.2.66}}903.2.66 Regulation Signs For Roadside Parks and Commuter Parking Lots (R20-1)==<br /> <br /> [[image:R19-1.gif|center|thumb|&lt;center&gt;'''R20-1'''&lt;/center&gt;|175px]]<br /> <br /> '''Support. '''Regulation signs are displayed at MoDOT maintained roadside parks and commuter parking lots to convey the rules and regulations pertaining to each type of facility.<br /> <br /> '''Guidance. '''A minimum of one regulation sign should be installed at each MoDOT maintained roadside park and commuter parking lot, with the sign(s) being installed in centralized location(s) where the sign will be within normal sight of visitors once they leave their vehicles.<br /> <br /> =={{SpanID|903.2.67}}903.2.67 Rest Area Regulatory Signing (R20-2, R20-3, R20-4)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R20-2.jpg|left|thumb|&lt;center&gt;'''R20-2'''&lt;/center&gt;|195px]]<br /> ||[[image:R19-3.gif|left|thumb|&lt;center&gt;'''R20-3'''&lt;/center&gt;|175px]]<br /> || [[image:R19-4.gif|left|thumb|&lt;center&gt;'''R20-4'''&lt;/center&gt;|125px]]<br /> |} <br /> <br /> '''Guidance. '''The REST AREA MAINTAINED BY (R20-3) sign should be installed in a prominent area along the entrance ramp to the rest area, preferably in the gore area separating truck / car traffic.<br /> <br /> '''Standard. '''The TRUCKS-CARS (R20-4) sign shall be installed at the gore point inside the rest area to direct various vehicles to the appropriate parking lot.<br /> <br /> A minimum of three REST AREA REGULATIONS (R20-2) signs shall be installed at each rest area.<br /> <br /> The REST AREA MAINTAINED BY (R20-3) sign shall be installed at all rest areas to inform the public who is responsible to maintain the facility prior to the gore point.<br /> <br /> =={{SpanID|903.2.68}}903.2.68 Access Management Signing (R21-1 through R21-5)==<br /> <br /> '''Standard. '''ACCESS MANAGEMENT (R22-1 through R22-5) signs have been discontinued. MoDOT shall no longer provide ACCESS MANAGEMENT (R22-1 through R22-5) signs. Existing ACCESS MANAGEMENT (R22-1 through R22-5) signs shall be left in place until they reach the end of their service life.<br /> <br /> =={{SpanID|903.2.69}}903.2.69 Trucks and Buses 300 Ft Interval Sign (R4-30)==<br /> <br /> '''Standard.''' TRUCKS AND BUSES (R4-30) signs have been discontinued. MoDOT shall no longer provide TRUCKS AND BUSES (R4-30) signs. Existing TRUCKS AND BUSES (R4-30) signs shall be left in place until they reach the end of their service life.<br /> <br /> =={{SpanID|903.2.70}}903.2.70 FINES DOUBLED ENDS Sign (R2-20)==<br /> <br /> [[File:R2-20.jpg|center|thumb|70px|&lt;center&gt;'''R2-20'''&lt;/center&gt;]]<br /> <br /> '''Support. '''The FINES DOUBLED ENDS (R2-20) sign is not to be used on a system-wide basis. It is part of a signing package intended for special use at locations where severe crashes are occurring. There is a requirement for regional support to focus a safety campaign involving local law enforcement and public information efforts to reduce the number and severity of crashes within the travel safe zone (see [[907.3 Travel Safe Zones #907.3.2|EPG 907.3.2]] Signing).<br /> <br /> '''Standard: '''A FINES DOUBLED ENDS sign shall be used to mark the end of a designated travel safe zone. This sign is installed in conjunction with the TRAVEL SAFE ZONE – FINES DOUBLED (W26-1) sign.</div>

TaracksA https://epgtest.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)_Backup&diff=59994 2025-11-21T18:08:46Z

<p>TaracksA: </p> <hr /> <div>==616.6.1 Types of Devices (MUTCD 6F.01)==<br /> <br /> '''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.<br /> <br /> '''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.<br /> <br /> Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br /> <br /> As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”<br /> <br /> FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents. <br /> [[image:616.6.1 safety.jpg|right|350px|thumb|&lt;center&gt;'''In this photo probably dating from the 1930s, the safety equipment included a &quot;danger&quot; flag and a black and white barrier.'''&lt;/center&gt;]]<br /> <br /> '''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.<br /> <br /> All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.<br /> <br /> ==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==<br /> <br /> '''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.<br /> <br /> '''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].<br /> <br /> '''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.<br /> <br /> '''Option.''' Signs may be made of rigid or flexible material.<br /> <br /> '''Guidance.''' Where the color orange is required, the fluorescent orange color should be used, unless specifically stated in the plans.<br /> <br /> '''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.<br /> <br /> ===616.6.2.1 Existing Sign Use===<br /> <br /> '''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating &quot;UIP&quot; (use in place), &quot;cover&quot; or &quot;remove&quot;. <br /> <br /> To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs. <br /> <br /> In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.<br /> <br /> ===616.6.2.2 Flags and Advance Warning Rail System on Signs===<br /> {| style=&quot;margin: 1em auto 1em auto&quot; align=right<br /> |-<br /> |[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|&lt;center&gt;'''Examples of ROAD WORK AHEAD and FLAGGER AHEAD signs'''&lt;/center&gt;]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|&lt;center&gt;'''Example of flag assembly, viewed from behind the temporary sign'''&lt;/center&gt;]]<br /> |}<br /> Signs may be enhanced with flags, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night.<br /> [[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|&lt;center&gt;'''Typical Sign and AWRS Assembly''']]<br /> <br /> '''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.<br /> &lt;div id=&quot;The “Advance Warning Rail System” (AWRS)&quot;&gt;&lt;/div&gt;<br /> The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:<br /> <br /> :1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.<br /> :2. A crashworthy skid-mounted sign and rail assembly.<br /> :3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.<br /> <br /> ===616.6.2.3 Sign Dimension===<br /> <br /> Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.<br /> <br /> Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.<br /> <br /> Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.<br /> <br /> ==616.6.3 Sign Placement (MUTCD 6F.03)==<br /> <br /> ===616.6.3.1 Sign Location===<br /> <br /> '''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing (MUTCD Part 2)|EPG 903 Highway Signing]].<br /> <br /> ===616.6.3.2 Sign Height===<br /> <br /> '''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.<br /> <br /> '''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).<br /> <br /> Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).<br /> <br /> The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.<br /> <br /> '''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.<br /> <br /> '''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.<br /> <br /> '''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.<br /> <br /> '''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br /> <br /> Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).<br /> <br /> ===616.6.3.3 Sign Mounting and Payment=== <br /> <br /> '''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.<br /> <br /> '''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy. <br /> <br /> The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.<br /> <br /> Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted. <br /> <br /> '''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc.. <br /> <br /> These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements. <br /> <br /> A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.<br /> <br /> Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended. <br /> <br /> Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days. <br /> <br /> When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way. <br /> <br /> [[image:616.6.3.3.1.jpg|center|600px|thumb|&lt;center&gt;'''Picture 1: Easel portable sign. Pictures 2 &amp; 3: Fold-up signs at 1-ft. and 5-ft. heights.&lt;/center&gt;''']]<br /> <br /> [[image:616.6.3.3.4.jpg|center|400px|thumb|&lt;center&gt;'''Picture 4: Self-driving post. Picture5: Skid-mounted sign&lt;/center&gt;''']]<br /> <br /> <br /> '''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc.. <br /> <br /> These signs are constructed of a rigid substrate. <br /> <br /> A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified. <br /> <br /> A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections. <br /> <br /> [[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|&lt;center&gt;'''U-Channel Post-Mounted Sign'''&lt;/center&gt;]]<br /> <br /> '''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface. <br /> <br /> For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].<br /> <br /> [[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|&lt;center&gt;'''Vehicle-Mounted Signs'''&lt;/center&gt;]]<br /> <br /> '''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs. <br /> <br /> In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].<br /> <br /> [[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|&lt;center&gt;'''Barrier-Mounted Signs'''&lt;/center&gt;]]<br /> <br /> <br /> If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.<br /> <br /> ==616.6.4 Sign Maintenance (MUTCD 6F.04)==<br /> <br /> '''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.<br /> <br /> Signs that have lost significant legibility should be promptly replaced.<br /> <br /> [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.<br /> <br /> '''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.<br /> <br /> ==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==<br /> <br /> '''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.<br /> <br /> '''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].<br /> <br /> ==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==<br /> <br /> '''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).<br /> <br /> '''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.<br /> <br /> ==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==<br /> <br /> '''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction. <br /> <br /> '''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table. <br /> <br /> ===&lt;center&gt;Table 616.6.7&lt;/center&gt;===<br /> &lt;center&gt;<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot; width=&quot;100&quot;|Sign!!style=&quot;background:#BEBEBE&quot;|Title!!style=&quot;background:#BEBEBE&quot; |Sign No.!! style=&quot;background:#BEBEBE&quot;|EPG Article!!style=&quot;background:#BEBEBE&quot;|MUTCD section<br /> |-<br /> | [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br /> |-<br /> | [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11<br /> |-<br /> | [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11<br /> |-<br /> | [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05<br /> |-<br /> | [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] &amp; [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13<br /> |-<br /> | [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18<br /> |-<br /> | [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br /> |-<br /> | [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br /> |-<br /> | [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18<br /> |-<br /> | [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19<br /> |-<br /> | [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19<br /> |-<br /> | [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28<br /> |-<br /> | [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29<br /> |-<br /> | [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32<br /> |-<br /> | [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32<br /> |-<br /> | [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37<br /> |-<br /> | [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38<br /> |-<br /> | [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40<br /> |-<br /> | [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br /> |-<br /> | [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br /> |-<br /> | [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40<br /> |-<br /> | [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed. <br /> <br /> '''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].<br /> <br /> '''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]. <br /> <br /> '''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway. <br /> <br /> '''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.<br /> <br /> '''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.<br /> <br /> ==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==<br /> [[image:R11-2.gif|center|150px]]<br /> <br /> '''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br /> <br /> '''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).<br /> <br /> '''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.<br /> <br /> [[image:616.6.8.jpg|center|775px|thumb|'''&lt;center&gt;The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.&lt;/center&gt;]]<br /> <br /> ==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R11-3a.jpg|left|150px|thumb|&lt;center&gt;'''R11-3a'''&lt;/center&gt;]]<br /> ||[[image:R11-4.gif|left|150px|thumb|&lt;center&gt;'''R11-4'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).<br /> <br /> In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).<br /> <br /> In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.<br /> <br /> ==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:R12-1.gif|left|90px|thumb|&lt;center&gt;'''R12-1'''&lt;/center&gt;]]<br /> ||[[image:R12-2.jpg|left|90px|thumb|&lt;center&gt;'''R12-2'''&lt;/center&gt;]]||[[image:R12-5.jpg|left|90px|thumb|&lt;center&gt;'''R12-5'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.<br /> <br /> When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.<br /> <br /> ==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==<br /> <br /> MoDOT does not use this sign.<br /> <br /> ==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:G20-5aP 2013.jpg|left|160px|thumb|&lt;center&gt;'''G20-5aP WORK ZONE (Plaque)'''&lt;/center&gt;]]<br /> ||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|&lt;center&gt;''' WORK ZONE FINE (sign)'''&lt;/center&gt;]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|&lt;center&gt;'''SPEEDING/PASSING (plate)'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.<br /> <br /> WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].<br /> <br /> ==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==<br /> [[image:R9-8.jpg|center|140px|thumb|&lt;center&gt;'''R9-8'''&lt;/center&gt;]]<br /> <br /> '''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.<br /> <br /> '''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].<br /> <br /> ==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==<br /> &lt;center&gt;<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot; width=&quot;120&quot;|Sign!!style=&quot;background:#BEBEBE&quot;|Title!!style=&quot;background:#BEBEBE&quot; |Sign No.!! style=&quot;background:#BEBEBE&quot;|MUTCD section<br /> |-<br /> | [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14<br /> |-<br /> |[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)&lt;br&gt; USE OTHER SIDE|| R-10|| 6F.14<br /> |-<br /> |[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)&lt;br&gt; CROSS HERE|| R9-11L|| 6F.14<br /> |-<br /> |[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)&lt;br&gt; CROSS HERE|| R9-11R|| 6F.14<br /> |-<br /> |[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)&lt;br&gt; CROSS HERE|| R9-11aL ||6F.14<br /> |-<br /> |[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)&lt;br&gt; CROSS HERE|| R9-11aR ||6F.14<br /> |}<br /> &lt;/center&gt;<br /> '''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).<br /> <br /> The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.<br /> <br /> The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.<br /> <br /> The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.<br /> <br /> The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.<br /> <br /> '''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.<br /> <br /> Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].<br /> <br /> ==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==<br /> <br /> '''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br /> <br /> ==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==<br /> <br /> '''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.<br /> <br /> '''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds.<br /> <br /> The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.<br /> <br /> '''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].<br /> <br /> Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).<br /> <br /> In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.<br /> <br /> '''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.<br /> <br /> Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities. <br /> <br /> '''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.<br /> <br /> '''Option.''' Advance warning signs may be used singly or in combination.<br /> <br /> Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.<br /> <br /> ==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==<br /> <br /> '''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs. <br /> <br /> Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.<br /> <br /> '''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.<br /> <br /> '''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.<br /> <br /> '''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.<br /> <br /> '''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.<br /> <br /> ===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===<br /> <br /> To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10d DECM 2016.pdf|Fig. 616.8.10 - DECM]].<br /> <br /> ===616.6.17.2 Signs in Narrow Medians===<br /> <br /> Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series. <br /> [[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|&lt;center&gt;'''Raised Pavement Markers'''&lt;/center&gt;]]<br /> <br /> ===616.6.17.3 Signing for Mobile Operations===<br /> <br /> Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information. <br /> <br /> The most common mobile operation used with construction projects is the installation of pavement<br /> marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.<br /> <br /> ==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==<br /> [[image:WO20-1.jpg|center|180px]]<br /> <br /> '''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.<br /> <br /> Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.<br /> <br /> '''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.<br /> <br /> ==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==<br /> &lt;center&gt;<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot; width=&quot;100&quot; align=&quot;center&quot;|Sign!!style=&quot;background:#BEBEBE&quot;|Title!!style=&quot;background:#BEBEBE&quot; |Sign No.!! style=&quot;background:#BEBEBE&quot;|EPG Article!!style=&quot;background:#BEBEBE&quot;|MUTCD section<br /> |-<br /> | [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19<br /> |-<br /> |[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.<br /> <br /> '''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.<br /> <br /> These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.<br /> <br /> Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|&lt;center&gt;'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''&lt;/center&gt;]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing. <br /> [[image:616.13 county road.jpg|left|225px|thumb|&lt;center&gt;'''County Road'''&lt;/center&gt;]]<br /> <br /> Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections. <br /> <br /> Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque. <br /> <br /> Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].<br /> <br /> ==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==<br /> [[image:WO20-3.jpg|center|110px]]<br /> <br /> '''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.<br /> <br /> '''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.<br /> <br /> ==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==<br /> [[image:WO20-4.jpg|center|110px]]<br /> <br /> '''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.<br /> <br /> ==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:WO20-5.jpg|center|170px|thumb|&lt;center&gt;'''WO20-5'''&lt;/center&gt;]]||[[image:WO20-5a.jpg|center|170px|thumb|&lt;center&gt;'''WO20-5a'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.<br /> <br /> For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.<br /> <br /> '''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies<br /> the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in<br /> the center lane.<br /> <br /> ==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==<br /> <br /> See EPG 616.6.22.<br /> <br /> ==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==<br /> [[image:616.6.24.jpg|center|260px]]<br /> <br /> '''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.<br /> <br /> ==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==<br /> <br /> MoDOT does not use this sign.<br /> <br /> ==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==<br /> [[image:WO5-1.jpg|center|140px|thumb|&lt;center&gt;'''WO5-1'''&lt;/center&gt;]]<br /> <br /> '''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.<br /> <br /> ==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==<br /> <br /> MoDOT does not use this sign.<br /> <br /> ==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:EO5-1.jpg|left|105px|thumb|&lt;center&gt;'''EO5-1'''&lt;/center&gt;]]<br /> ||[[image:EO5-2.jpg|left|110px|thumb|&lt;center&gt;'''EO5-2'''&lt;/center&gt;]]||[[image:EO5-2a.jpg|left|110px|thumb|&lt;center&gt;'''EO5-2a'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.<br /> <br /> '''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.<br /> <br /> '''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.<br /> <br /> ==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==<br /> <br /> MoDOT does not use this sign.<br /> <br /> ==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==<br /> <br /> MoDOT does not use this sign.<br /> <br /> ==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:WO20-7_2024.jpg|left|115px|thumb|&lt;center&gt;'''WO20-7'''&lt;/center&gt;]]<br /> ||[[image:WO3-4.jpg|left|110px|thumb|&lt;center&gt;'''WO3-4'''&lt;/center&gt;]]<br /> |}<br /> '''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.<br /> <br /> '''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign . <br /> The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.<br /> <br /> ==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==<br /> <br /> '''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.<br /> <br /> ==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==<br /> <br /> MoDOT does not use this sign.<br /> <br /> ==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:WO21-2.jpg|left|110px|thumb|&lt;center&gt;'''WO21-2'''&lt;/center&gt;]]<br /> ||[[image:WO8-7.jpg|left|110px|thumb|&lt;center&gt;'''WO8-7'''&lt;/center&gt;]]||[[image:616.6.34 special.jpg|left|110px|thumb|&lt;center&gt;'''SPECIAL'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.<br /> <br /> ==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==<br /> <br /> MoDOT does not use this sign.<br /> <br /> ==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:WO8-6_2024.jpg|left|112px|thumb|&lt;center&gt;'''WO8-6'''&lt;/center&gt;]]<br /> ||[[image:616.6.36 special.jpg|left|110px|thumb|&lt;center&gt;'''SPECIAL'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur. <br /> <br /> '''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.<br /> <br /> ==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|&lt;center&gt;'''WO21-5'''&lt;/center&gt;]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|&lt;center&gt;'''WO21-5'''&lt;/center&gt;]]||[[image:WO21-5a.jpg|center|109px|thumb|&lt;center&gt;'''WO21-5a'''&lt;/center&gt;]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|&lt;center&gt;'''WO21-5b'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.<br /> <br /> '''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).<br /> <br /> '''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.<br /> <br /> '''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.<br /> <br /> ==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==<br /> [[image:WO21-6.jpg|center|110px|thumb|&lt;center&gt;'''WO21-6'''&lt;/center&gt;]]<br /> <br /> '''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.<br /> <br /> ==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==<br /> [[image:WO21-7.jpg|center|110px|thumb|&lt;center&gt;'''WO21-7'''&lt;/center&gt;]]<br /> <br /> '''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.<br /> <br /> '''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.<br /> <br /> ==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==<br /> <br /> These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections<br /> 6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.<br /> <br /> ==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==<br /> <br /> Refer to EPG 616.6.40.<br /> <br /> ==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==<br /> <br /> Refer to EPG 616.6.40.<br /> <br /> ==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==<br /> <br /> Refer to EPG 616.6.40.<br /> <br /> ==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:WO8-4.jpg|center|110px|thumb|&lt;center&gt;'''WO8-4'''&lt;/center&gt;]]||[[image:WO8-17.jpg|center|150px]]<br /> |}<br /> <br /> The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.<br /> <br /> '''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br /> <br /> When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.<br /> <br /> ==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==<br /> <br /> [[image:WO8-11.jpg|center|90px|thumb|&lt;center&gt;'''WO8-11'''&lt;/center&gt;]]<br /> <br /> '''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br /> <br /> ==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==<br /> [[image:WO8-24.jpg|center|110px|thumb|&lt;center&gt;'''WO8-24'''&lt;/center&gt;]]<br /> <br /> Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.<br /> <br /> When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.<br /> <br /> In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.<br /> <br /> [[image:616.6.46.jpg|center|740px|thumb|<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side &lt; 6' long'''<br /> |}<br /> &lt;center&gt;'''Steel Plate Delineation'''&lt;/center&gt;]]<br /> <br /> ==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==<br /> [[image:WO8-12.jpg|center|110px|thumb|&lt;center&gt;'''WO8-12'''&lt;/center&gt;]]<br /> <br /> These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP. <br /> <br /> When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation: <br /> <br /> : Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs. <br /> <br /> : Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., seal coat, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic. <br /> <br /> :'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking]. <br /> <br /> :'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible. <br /> <br /> :Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.<br /> <br /> ==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==<br /> <br /> '''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less. <br /> <br /> '''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.<br /> <br /> '''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.<br /> <br /> '''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br /> <br /> '''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br /> <br /> Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.<br /> <br /> ===&lt;center&gt;Table 616.6.48===<br /> <br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot; width=&quot;100&quot;|Sign!!style=&quot;background:#BEBEBE&quot;|Title!!style=&quot;background:#BEBEBE&quot; |Sign No.!! style=&quot;background:#BEBEBE&quot;|EPG Article!!style=&quot;background:#BEBEBE&quot;|MUTCD section<br /> |-<br /> | [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br /> |-<br /> | [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br /> |-<br /> | [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br /> |-<br /> | [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07<br /> |-<br /> | [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48<br /> |-<br /> | [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48<br /> |-<br /> | [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br /> |}<br /> &lt;/center&gt;<br /> <br /> ==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==<br /> <br /> '''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.<br /> <br /> '''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br /> <br /> '''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br /> <br /> Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.<br /> <br /> ===&lt;center&gt;Table 616.6.49&lt;/center&gt;===<br /> &lt;center&gt;<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot; width=&quot;100&quot;|Sign!!style=&quot;background:#BEBEBE&quot;|Title!!style=&quot;background:#BEBEBE&quot; |Sign No.!! style=&quot;background:#BEBEBE&quot;|EPG Article!!style=&quot;background:#BEBEBE&quot;|MUTCD section<br /> |-<br /> | [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49<br /> |-<br /> | [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49<br /> |-<br /> | [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49<br /> |-<br /> | [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48<br /> |}<br /> &lt;/center&gt;<br /> <br /> ==616.6.50 Other Warning Signs (MUTCD 6F.50)==<br /> <br /> '''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.<br /> <br /> Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing (MUTCD Part 2)|EPG 903 Highway Signing]] may apply in TTC zones.<br /> <br /> '''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.<br /> <br /> Below the table, additional information is provided for the following signs.<br /> <br /> ===&lt;center&gt;Table 616.6.50&lt;/center&gt;===<br /> &lt;center&gt;<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot; width=&quot;100&quot; align=&quot;center&quot;|Sign!!style=&quot;background:#BEBEBE&quot;|Title!!style=&quot;background:#BEBEBE&quot; |Sign No.!! style=&quot;background:#BEBEBE&quot;|EPG Article!!style=&quot;background:#BEBEBE&quot;|MUTCD section<br /> |-<br /> | [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12<br /> |-<br /> | [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12<br /> |-<br /> | [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br /> |-<br /> | [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow &lt;br&gt; (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47<br /> |-<br /> | [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09<br /> |-<br /> | [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09<br /> |-<br /> | [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br /> |-<br /> | [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36<br /> |-<br /> | [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36<br /> |-<br /> | [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] &amp; [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38<br /> |-<br /> | [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40<br /> |-<br /> | [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21<br /> |-<br /> | [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A<br /> |-<br /> | [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22<br /> |-<br /> | [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23<br /> |-<br /> | [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28<br /> |-<br /> | [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28<br /> |-<br /> | [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30<br /> |-<br /> | [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32<br /> |-<br /> | [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33<br /> |-<br /> | [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06<br /> |-<br /> | [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25<br /> |-<br /> | [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27<br /> |-<br /> | [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27<br /> |-<br /> |[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A<br /> |-<br /> | [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE &lt;br&gt;XX FT XX IN &lt;br&gt;XX MILES AHEAD|| SPECIAL ||N/A|| N/A<br /> |-<br /> | [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION&lt;br&gt;XX FT XX IN &lt;br&gt;XX MILES AHEAD|| SPECIAL|| N/A|| N/A<br /> |-<br /> | [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60<br /> |-<br /> | [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55<br /> |-<br /> | [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A<br /> |-<br /> | [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63<br /> |-<br /> | [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs. <br /> <br /> '''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control. <br /> <br /> '''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control. <br /> <br /> '''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones. <br /> <br /> '''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).<br /> <br /> '''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan. <br /> <br /> When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.<br /> <br /> These signs, if used, are furnished by the contractor at the contractor's expense.<br /> <br /> '''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced. <br /> <br /> '''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction. <br /> <br /> '''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction. <br /> <br /> '''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones. <br /> <br /> '''LOW CLEARANCE/WIDTH RESTRICTION XX' XX&quot; XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs. <br /> <br /> '''Object Markers.''' <br /> Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway. <br /> <br /> :'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers. <br /> <br /> :'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.<br /> <br /> ==616.6.51 Project Signs==<br /> [[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|&lt;center&gt;'''Point of Presence sign with &quot;COMPLETED AS PROMISED&quot; label'''&lt;/center&gt;]]<br /> '''Option.''' Project signs may be used to inform the public or convey safety messages. <br /> <br /> '''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.<br /> <br /> ===616.6.51.1 &quot;Point of Presence&quot; Sign===<br /> The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT. <br /> <br /> This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the GO20-1 ROAD WORK NEXT XX MILES sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot; align=&quot;right&quot;<br /> |-<br /> |[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|&lt;center&gt;'''96 in. x 48. in POP sign'''&lt;/center&gt;]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|&lt;center&gt;'''48 in. x 36. in POP sign'''&lt;/center&gt;]]<br /> |-<br /> |colspan=&quot;2&quot;|[[image:616.6.51.jpg|475px|left|thumb|&lt;center&gt;'''Two acceptable examples of affixing the “Completed as Promised” label.'''&lt;/center&gt;]]<br /> |}<br /> <br /> <br /> The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary. <br /> <br /> Upon final inspection, the contractor shall affix a &quot;Completed As Promised&quot; label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT. <br /> <br /> The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.<br /> <br /> &lt;div id=&quot;The options available to the designer&quot;&gt;&lt;/div&gt;<br /> The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit. <br /> <br /> :* Bridge Improvements <br /> :* New Bridge <br /> :* Intersection Improvement <br /> :* Road Improvements <br /> :* Road Resurfacing <br /> :* New Signals <br /> :* New Intersection <br /> :* New Pavement <br /> :* Signal Improvements <br /> :* Pavement Repair <br /> :* Road Widening <br /> :* Safety Improvements <br /> :* Lane Additions <br /> :* New Interchange <br /> :* Surface Improvements <br /> <br /> The options available for project completion date on the sign are Spring, Summer, Fall or Winter along<br /> with the year.<br /> <br /> ===616.6.51.2 WORK ZONE NO PHONE ZONE Sign===<br /> The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits. <br /> <br /> [[image:616.6.51.3.jpg|center|300px]]<br /> <br /> This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.<br /> <br /> ==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==<br /> [[image:W13-1P.jpg|center|80px|thumb|&lt;center&gt;'''WO13-1P'''&lt;/center&gt;]]<br /> <br /> '''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.<br /> <br /> '''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.<br /> <br /> ==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==<br /> [[image:WO7-3aP.jpg|center|110px|thumb|&lt;center&gt;'''WO7-3aP'''&lt;/center&gt;]]<br /> <br /> '''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.<br /> In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.<br /> <br /> '''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone. <br /> <br /> '''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.<br /> <br /> ==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==<br /> [[image:WO8-15P.jpg|center|110px|thumb|&lt;center&gt;'''WO8-15P'''&lt;/center&gt;]]<br /> <br /> '''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.<br /> <br /> ==616.6.55 Guide Signs (MUTCD 6F.55)==<br /> <br /> '''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing (MUTCD Part 2)|EPG 903 Highway Signing]].<br /> <br /> '''Guidance.''' The following guide signs should be used in TTC zones as needed:<br /> <br /> :A. Standard route markings, where temporary route changes are necessary,<br /> :B. Directional signs and street name signs, and<br /> :C. Special guide signs relating to the condition or work being done.<br /> <br /> '''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on a fluorescent orange background.<br /> <br /> '''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br /> <br /> When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on a fluorescent orange background.<br /> <br /> When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.<br /> <br /> ==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==<br /> [[image:GO20-1.jpg|center|110px|thumb|&lt;center&gt;'''GO20-1'''&lt;/center&gt;]]<br /> <br /> '''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, or those with mobile operations. The mileage on the road construction sign is rounded to the nearest mile.<br /> <br /> '''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.<br /> <br /> '''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.<br /> <br /> ==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==<br /> [[image:GO20-2.jpg|center|110px|thumb|&lt;center&gt;'''GO20-2'''&lt;/center&gt;]]<br /> <br /> '''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used. <br /> <br /> '''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.<br /> <br /> ==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT &amp; FOLLOW (GO20-4a) (MUTCD 6F.58)==<br /> <br /> '''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).<br /> <br /> '''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT &amp; FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT &amp; FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.). <br /> <br /> ===&lt;center&gt;Table 616.6.58&lt;/center&gt;===<br /> &lt;center&gt;<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot; width=&quot;100&quot; align=&quot;center&quot;|Sign!!style=&quot;background:#BEBEBE&quot;|Title!!style=&quot;background:#BEBEBE&quot; |Sign No.!! style=&quot;background:#BEBEBE&quot;|EPG Article!!style=&quot;background:#BEBEBE&quot;|MUTCD section<br /> |-<br /> | [[image:GO20-4.jpg|center|70px]]|| PILOT CAR &lt;br&gt;FOLLOW ME || GO20-4|| 616.6.58 ||6F.58<br /> |-<br /> | [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR&lt;br&gt;IN USE&lt;br&gt;WAIT &amp; FOLLOW|| GO20-4a ||616.6.58|| n/a<br /> |}<br /> &lt;/center&gt;<br /> <br /> ==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==<br /> <br /> '''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.<br /> <br /> '''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.<br /> <br /> The Detour Arrow (MO4-10) sign may be used where a detour route has been established.<br /> <br /> The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.<br /> <br /> '''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.<br /> The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.<br /> <br /> A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.<br /> <br /> '''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.<br /> <br /> '''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.<br /> <br /> The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.<br /> <br /> '''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.<br /> <br /> '''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.<br /> The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.<br /> <br /> ===&lt;center&gt;Table 616.6.59&lt;/center&gt;===<br /> &lt;center&gt;<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot; width=&quot;100&quot; align=&quot;center&quot;|Sign!!style=&quot;background:#BEBEBE&quot;|Title!!style=&quot;background:#BEBEBE&quot; |Sign No.!! style=&quot;background:#BEBEBE&quot;|EPG Article!!style=&quot;background:#BEBEBE&quot;|MUTCD section<br /> |-<br /> | [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br /> |-<br /> | [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br /> |-<br /> | [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br /> |-<br /> | [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br /> |-<br /> | [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59<br /> |-<br /> | [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br /> |-<br /> | [[image:M4-10.jpg|center|70px]]|| DETOUR ARROW||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59<br /> |}<br /> &lt;/center&gt;<br /> <br /> ==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==<br /> <br /> '''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.<br /> [[image:616.3 CMS.JPG|right|400px]]<br /> <br /> Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.<br /> <br /> Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.<br /> <br /> The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:<br /> <br /> :A. Conveying complex messages,<br /> :B. Displaying real time information about conditions ahead, and<br /> :C. Providing information to assist road users in making decisions prior to the point where actions must be taken.<br /> <br /> Some typical applications include the following:<br /> {|style=&quot;padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5&quot; width=&quot;160px&quot; align=&quot;right&quot; <br /> |-<br /> |'''Related Information'''<br /> |-<br /> |[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]<br /> |}<br /> <br /> :A. Where the speed of vehicular traffic is expected to drop substantially;<br /> :B. Where significant queuing and delays are expected;<br /> :C. Where adverse environmental conditions are present;<br /> :D. Where there are changes in alignment or surface conditions;<br /> :E. Where advance notice of ramp, lane, or roadway closures is needed;<br /> :F. Where crash or incident management is needed; and/or<br /> :G. Where changes in the road user pattern occur.<br /> <br /> '''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.<br /> <br /> '''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing (MUTCD Part 2)|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.<br /> <br /> '''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.<br /> <br /> '''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].<br /> <br /> '''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.<br /> <br /> '''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.<br /> <br /> '''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.<br /> <br /> '''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.<br /> <br /> The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br /> <br /> '''Option.''' The changeable message sign may vary in size.<br /> <br /> '''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.<br /> <br /> '''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.<br /> <br /> '''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.<br /> <br /> '''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.<br /> <br /> All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:<br /> <br /> :A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:<br /> <br /> ::1. The problem or situation that the road user will encounter ahead,<br /> <br /> ::2. The location of or distance to the problem or situation, and<br /> <br /> ::3. The recommended driver action.<br /> <br /> :B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.<br /> <br /> '''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.<br /> <br /> In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.<br /> <br /> The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.<br /> <br /> Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.<br /> <br /> The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.<br /> <br /> '''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.<br /> <br /> When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.<br /> <br /> Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.<br /> <br /> Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br /> <br /> When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.<br /> <br /> Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.<br /> <br /> ==616.6.61 Arrow Boards (MUTCD 6F.61)==<br /> <br /> '''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br /> <br /> '''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.<br /> If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.<br /> <br /> An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.<br /> <br /> Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.<br /> <br /> Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects. <br /> <br /> Quantities for flashing arrow panels are estimated and are tabulated on the plans.<br /> <br /> '''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. &lt;u&gt;The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.&lt;/u&gt;<br /> <br /> '''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.<br /> <br /> &lt;center&gt;<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot; |Arrow Board Type!!style=&quot;background:#BEBEBE&quot; |Minimum Size!!style=&quot;background:#BEBEBE&quot; |Minimum Legibility!! style=&quot;background:#BEBEBE&quot;|Minimum Number of Elements<br /> |-<br /> |B|| 60 in. X 30 in.|| ¾ mile|| 15<br /> |-<br /> |C|| 96 in. X 48 in.|| 1 mile|| 15<br /> |-<br /> |D|| None'''*'''||½ mile|| 12<br /> |-<br /> |colspan=&quot;4&quot; align=&quot;left&quot;|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.<br /> |}<br /> <br /> &lt;/center&gt;<br /> '''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.<br /> <br /> All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.<br /> <br /> '''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.<br /> <br /> A vehicle-mounted arrow board should be provided with remote controls.<br /> <br /> '''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.<br /> <br /> '''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.<br /> <br /> '''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.<br /> <br /> '''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.<br /> <br /> '''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.<br /> An arrow board shall have the following three mode selections:<br /> <br /> :A. A Flashing Arrow or Sequential Arrow mode;<br /> :B. A Flashing Double Arrow mode; and<br /> :C. A Flashing Caution or Alternating Diamond Caution mode.<br /> &lt;div id=&quot;Sign Display&quot;&gt;&lt;/div&gt;<br /> &lt;center&gt;<br /> {| border=&quot;1&quot; class=&quot;wikitable&quot; style=&quot;margin: 1em auto 1em auto&quot; style=&quot;text-align:center&quot;<br /> |+ <br /> ! style=&quot;background:#BEBEBE&quot; |Sign Display!!style=&quot;background:#BEBEBE&quot; |Operating Mode!!style=&quot;background:#BEBEBE&quot; |Direction!!style=&quot;background:#BEBEBE&quot; | Work Type<br /> |-<br /> |[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right&lt;br/&gt;(Merge Left&lt;br/&gt;Similar)||Mobile Operations<br /> |-<br /> |[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right&lt;br/&gt;(Merge Left&lt;br/&gt;Similar)||Stationary Operations<br /> |-<br /> |[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations <br /> |-<br /> |[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile<br /> Operations<br /> |-<br /> |[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations<br /> |}<br /> &lt;/center&gt;<br /> An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode. <br /> <br /> '''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.<br /> <br /> Where the shoulder is narrow, the arrow board should be located in the closed lane.<br /> <br /> '''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.<br /> <br /> '''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.<br /> <br /> For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.<br /> <br /> '''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.<br /> <br /> Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.<br /> <br /> '''Option.''' A portable changeable message sign may be used to simulate an arrow board display.<br /> <br /> ==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==<br /> <br /> MoDOT does not use the High-Level Warning Devices.<br /> <br /> ==616.6.63 Channelizing Devices (MUTCD 6F.63)==<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:616.5.1.1 Cones.jpg|left|125px|thumb|&lt;center&gt;'''Cones'''&lt;/center&gt;]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|&lt;center&gt;'''Drum-like Channelizer'''&lt;/center&gt;]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|&lt;center&gt;'''Trim-line Channelizer'''&lt;/center&gt;]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|&lt;center&gt;'''Direction Indicator Barricade'''&lt;/center&gt;]]<br /> |}<br /> <br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:616.6.4.1.jpg|left|175px|thumb|&lt;center&gt;'''Tubular Markers'''&lt;/center&gt;]]||[[image:616.6.4.2.jpg|left|175px|thumb|&lt;Center&gt;'''Tubular Markers with Temporary Lane Separator'''&lt;/center&gt;]]<br /> |}<br /> <br /> '''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.<br /> <br /> '''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.<br /> <br /> Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.<br /> <br /> '''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.<br /> <br /> Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.<br /> <br /> '''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.<br /> <br /> '''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.<br /> <br /> Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]]. <br /> <br /> '''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br /> <br /> '''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br /> <br /> '''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.<br /> The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.<br /> <br /> '''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.<br /> <br /> '''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.<br /> <br /> '''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.<br /> <br /> '''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.<br /> <br /> ==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==<br /> <br /> ===616.6.64.1 Cones===<br /> <br /> '''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. <br /> <br /> '''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans. <br /> <br /> Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br /> <br /> '''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br /> <br /> '''Option.''' Cones may be doubled up to increase their weight.<br /> <br /> '''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br /> <br /> '''Guidance.''' Ballast should be kept to the minimum amount needed.<br /> <br /> ===616.6.64.2 Trim-lines===<br /> [[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|&lt;center&gt;'''Trim-line channelizers may be used in daytime or nighttime operations.'''&lt;/center&gt;]]<br /> <br /> '''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.<br /> <br /> '''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.<br /> <br /> '''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.<br /> <br /> '''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.<br /> <br /> '''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.<br /> <br /> '''Guidance.''' Ballast should be kept to the minimum amount needed.<br /> <br /> ==616.6.65 Tubular Markers (MUTCD 6F.65)==<br /> <br /> Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans. <br /> <br /> '''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.<br /> <br /> Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide Type 4 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands. <br /> <br /> '''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.<br /> <br /> '''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.<br /> <br /> '''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.<br /> <br /> ==616.6.66 Vertical Panels (MUTCD 6F.66)==<br /> <br /> '''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.<br /> <br /> Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.<br /> <br /> Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.<br /> <br /> '''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.<br /> <br /> Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.<br /> <br /> ==616.6.67 Drums (MUTCD 6F.67)==<br /> <br /> '''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).<br /> <br /> '''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.<br /> <br /> '''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.<br /> <br /> '''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.<br /> Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.<br /> <br /> '''Standard.''' Ballast shall not be placed on the top of a drum.<br /> <br /> ==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |[[image:616.6 Barricade.jpg|left|150px]]||[[image:616.6 Road closed correctly.jpg|320px]]||[[image:616.6.2.jpg|left|208px]]<br /> |}<br /> <br /> '''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).<br /> <br /> For MoDOT use, barricades are classified as Type 1 or Type 3.<br /> <br /> '''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.<br /> <br /> '''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.<br /> <br /> '''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.<br /> <br /> '''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.<br /> <br /> Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.<br /> <br /> Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.<br /> <br /> Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.<br /> <br /> The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.<br /> <br /> Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).<br /> <br /> '''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.<br /> <br /> '''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.<br /> <br /> '''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].<br /> <br /> '''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.<br /> <br /> '''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.<br /> <br /> '''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.<br /> <br /> '''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed. <br /> <br /> '''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.<br /> <br /> '''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.<br /> <br /> '''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.<br /> <br /> '''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).<br /> <br /> ===616.6.68.1 Design and Construction Details===<br /> <br /> Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. <br /> <br /> One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.<br /> <br /> ===616.6.68.2 Maintenance Details===<br /> Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.<br /> <br /> ==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==<br /> <br /> '''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.<br /> <br /> The One-Direction Large Arrow (WO1-6) sign shall be black on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists. <br /> <br /> '''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.<br /> <br /> ==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==<br /> <br /> '''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br /> <br /> '''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.<br /> <br /> Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.<br /> <br /> '''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.<br /> When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.<br /> <br /> '''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.<br /> <br /> '''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.<br /> <br /> ==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==<br /> <br /> MoDOT has not approved the use of Longitudinal Channelizing Devices.<br /> <br /> ==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==<br /> <br /> MoDOT has not approved the use of Temporary Lane Separators.<br /> <br /> ==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==<br /> <br /> '''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.<br /> <br /> ==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==<br /> <br /> '''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.<br /> <br /> '''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.<br /> <br /> '''Support.''' Examples of detectable edging for pedestrians include:<br /> <br /> :A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.<br /> :B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.<br /> :C. Sections of lumber interconnected and fixed in place to form a continuous edge.<br /> :D. Formed-in-place asphalt or concrete curb.<br /> :E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.<br /> :F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.<br /> :G. Chain link or other fencing equipped with a continuous bottom rail.<br /> <br /> '''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.<br /> <br /> ==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==<br /> <br /> '''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.<br /> <br /> '''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.<br /> <br /> Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.<br /> <br /> '''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.<br /> <br /> The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.<br /> <br /> '''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.<br /> <br /> ==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==<br /> <br /> MoDOT does not use Opposing Traffic Lane dividers.<br /> <br /> ==616.6.77 Pavement Markings (MUTCD 6F.77)==<br /> <br /> '''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.<br /> <br /> '''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.<br /> <br /> '''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.<br /> <br /> For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.<br /> <br /> '''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.<br /> <br /> ==616.6.78 Temporary Markings (MUTCD 6F.78)==<br /> <br /> '''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.<br /> <br /> '''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.<br /> <br /> The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].<br /> <br /> Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.<br /> <br /> '''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.<br /> <br /> Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.<br /> <br /> '''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.<br /> <br /> '''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].<br /> <br /> ==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==<br /> <br /> '''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.<br /> <br /> '''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.<br /> <br /> The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.<br /> <br /> The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).<br /> <br /> The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00]. <br /> <br /> '''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations. <br /> <br /> Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620]. <br /> <br /> Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.<br /> <br /> '''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.<br /> <br /> Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.<br /> <br /> ==616.6.80 Delineators (MUTCD 6F.80)==<br /> <br /> MoDOT does not use delineators in work zones.<br /> <br /> ==616.6.81 Lighting Devices (MUTCD 6F.81)==<br /> <br /> '''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.<br /> <br /> '''Fleet Lighting'''<br /> <br /> '''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)]. <br /> <br /> '''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.<br /> <br /> ==616.6.82 Floodlights (MUTCD 6F.82)==<br /> <br /> '''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).<br /> <br /> '''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.<br /> <br /> '''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.<br /> [[image:616.6.82.jpg|right|275px]]<br /> Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.<br /> <br /> '''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.<br /> <br /> '''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.<br /> &lt;div id=&quot;Work Area lighting&quot;&gt;&lt;/div&gt;<br /> <br /> '''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles. <br /> &lt;div id=&quot;Overhead lighting&quot;&gt;&lt;/div&gt;<br /> <br /> '''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.<br /> <br /> '''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item. <br /> <br /> When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design. <br /> <br /> Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.<br /> <br /> ==616.6.83 Warning Lights (MUTCD 6F.83)==<br /> <br /> '''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).<br /> <br /> {|style=&quot;padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5&quot; width=&quot;210px&quot; align=&quot;right&quot; <br /> |-<br /> |'''Videos of Sequential Lighting'''<br /> |-<br /> |[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]<br /> |-<br /> |[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]<br /> |}<br /> <br /> '''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.<br /> <br /> '''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.<br /> <br /> '''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.<br /> <br /> Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.<br /> <br /> '''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts. <br /> <br /> '''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.<br /> <br /> ===Fig. 616.6.83 Sequential Flashing Warning Light===<br /> [[image:616.6.83.jpg|center|830px]]<br /> <br /> ==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==<br /> <br /> '''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].<br /> <br /> '''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.<br /> <br /> '''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].<br /> <br /> Both of the following criteria are to be met for temporary signals:<br /> <br /> :(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and <br /> <br /> :(2) the intersection has sufficient geometrics for signalization. <br /> <br /> '''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.<br /> <br /> When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.<br /> <br /> '''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.<br /> <br /> '''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.<br /> <br /> Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.<br /> <br /> '''Support.''' Factors related to the design and application of temporary traffic control signals include the following:<br /> <br /> :A. Safety and road user needs;<br /> <br /> :B. Work staging and operations;<br /> <br /> :C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);<br /> <br /> :D. Sight distance restrictions;<br /> <br /> :E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);<br /> <br /> :F. Road-user volumes including roadway and intersection capacity;<br /> <br /> :G. Affected side streets and driveways;<br /> <br /> :H. Vehicle speeds;<br /> <br /> :I. The placement of other TTC devices;<br /> <br /> :J. Parking;<br /> <br /> :K. Turning restrictions;<br /> <br /> :L. Pedestrians;<br /> <br /> :M. The nature of adjacent land uses (such as residential or commercial);<br /> <br /> :N. Legal authority;<br /> <br /> :O. Signal phasing and timing requirements;<br /> <br /> :P. Full-time or part-time operation;<br /> <br /> :Q. Actuated, fixed-time, or manual operation;<br /> <br /> :R. Power failures or other emergencies;<br /> <br /> :S. Inspection and maintenance needs;<br /> <br /> :T. Need for detailed placement, timing and operation records and<br /> <br /> :U. Operation by contractors or by others.<br /> <br /> Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.<br /> <br /> '''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.<br /> <br /> Temporary traffic control signals not in use should be covered or removed.<br /> <br /> If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.<br /> <br /> '''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.<br /> <br /> Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.<br /> <br /> ==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==<br /> <br /> '''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.<br /> <br /> The four primary functions of temporary traffic barriers are:<br /> <br /> :A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;<br /> <br /> :B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;<br /> <br /> :C. To separate opposing directions of vehicular traffic; and<br /> <br /> :D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.<br /> <br /> '''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.<br /> <br /> '''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.<br /> <br /> '''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier. <br /> <br /> Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.<br /> <br /> Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.<br /> <br /> Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.<br /> <br /> '''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.<br /> <br /> MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.<br /> <br /> [[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.<br /> <br /> More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).<br /> <br /> ==616.6.86 Crash Cushions (MUTCD 6F.86)==<br /> <br /> '''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD &quot;Shadow Vehicle&quot;)|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).<br /> <br /> '''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.<br /> <br /> '''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.<br /> <br /> '''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.<br /> <br /> Stationary crash cushions shall be designed for the specific application intended.<br /> <br /> Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.<br /> <br /> '''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.<br /> <br /> '''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.<br /> <br /> '''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.<br /> <br /> '''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.<br /> <br /> ==616.6.87 Temporary Rumble Strips (MUTCD 6F.87)==<br /> {| style=&quot;float:right; margin-left: 15px; background-color:#b2b2b1; border-style: solid; border-width: 4px; border-color: #b2b2b1;&quot;<br /> |-<br /> |[[image:Figure 616.6.87.1 Rumble Strip Placement-January2023.jpg|300px|link=https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf]]<br /> |-<br /> |align=&quot;center&quot;|&lt;b&gt;Figure 616.6.87.1&lt;/b&gt;<br /> |-<br /> |}<br /> <br /> <br /> <br /> Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips. <br /> <br /> '''Support.''' Temporary rumble strips are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.<br /> <br /> &lt;u&gt;[https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]&lt;/u&gt;<br /> <br /> '''Support.''' Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.<br /> <br /> '''Standard.''' When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with &lt;b&gt;[[media:Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf|Figure 616.6.87.1]]&lt;/b&gt; on center with the RUMBLE STRIPS AHEAD sign.<br /> <br /> '''Standard.''' If temporary rumble strips are used in work zones, any damage done to pavement must be restored to the existing condition.<br /> <br /> ===616.6.87.1 Temporary Rumble Strips for Work Zones===<br /> <br /> '''Standard.''' Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. If the project is a long-¬term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.<br /> <br /> '''Support.''' When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in the following JSPs: [https://epg.modot.org/forms/JSP/JSP1304.docx Temporary Long-Term Rumble Strips]<br /> <br /> ===616.6.87.2 Placement of Temporary Rumble Strips for Work Zones===<br /> <br /> '''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.<br /> <br /> '''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic. <br /> <br /> '''Guidance.''' The following information is applicable to temporary long-term rumble strips, except where noted.<br /> :*Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement. <br /> :*Preferred placement of temporary rumble strips is on tangent roadway segments. Avoid placement at or just beyond a vertical curve crest.<br /> :*Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material. <br /> :*Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.<br /> :*Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips may be necessary if constant maintenance is required.<br /> :*Additional sets, of temporary long-term rumble strips may be used to get the attention of drivers.<br /> <br /> '''Standard.''' Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed. <br /> If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.<br /> <br /> ==616.6.88 Screens (MUTCD 6F.88)==<br /> <br /> '''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.<br /> <br /> '''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.<br /> <br /> '''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.<br /> <br /> '''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).<br /> <br /> ==616.6.89 Radar Speed Advisory System (RSAS)==<br /> <br /> These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present. <br /> <br /> Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated. <br /> <br /> Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion. <br /> <br /> A nonstandard JSP, [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.<br /> <br /> <br /> <br /> [[Category:Backup Removed Pages|616.906]]</div>

TaracksA https://epgtest.modot.org/index.php?title=912.2_Provisions_for_Traffic_Control_Devices_(MUTCD_Chapter_5B)&diff=59993 2025-11-21T18:08:08Z

<p>TaracksA: </p> <hr /> <div>&lt;!--[[Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)|&amp;nbsp;]]--&gt;<br /> =={{SpanID|912.2.1}}912.2.1 Signs (MUTCD Section 5B.01)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed specific policies for signing to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:903 Highway Signing (MUTCD Part 2)| EPG 903]] Highway Signing for information related to signs.<br /> <br /> Driving automation systems use sensors, algorithms, and processing to locate, read, and comprehend traffic signs and assist the human driver or AV in appropriately making vehicle operational decisions. Location, condition, uniformity, design characteristics, and consistent application all affect the ability of driving automation systems to perform these functions. <br /> <br /> '''Standard. '''When scanning graphics (see Section 2A.04 [[903.1 General #903.1.4| [EPG 903.1.4]]]) of any type are used on a sign for support of driving automation systems, the scanning graphics shall not be visible to the human eye and the sign shall have no apparent loss of resolution or recognition for the road user.<br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation systems to support AVs, while also potentially benefitting human drivers, should consider:<br /> ::A. Clearly associating the sign location and application with the displayed message to the specific lane or road to which it applies, such as in the case of parallel roads or lanes with different speed limits or restrictions.<br /> ::B. The practice of sign and information spreading (see Section 2A.20 [[903.1 General #903.1.20| [EPG 903.1.20]]]) to limit the amount of information displayed in one location or on one sign to minimize sign clutter. <br /> ::C. Signs with designs that are otherwise not provided for in this Manual or the MUTCD “Standard Highway Signs” publication (see [[911.1 General #911.1.5|Section 1A.05]]) are designed based on the standardized sign design practices and features as provided for in this Manual for the type of sign, the location, and the characteristics of the roadway on which it is used. <br /> ::D. The refresh rate of LEDs in the illuminated portion of electronic-display signs to provide for greater consistency in driving automation system detection.<br /> <br /> =={{SpanID|912.2.2}}912.2.2 Markings (MUTCD Section 5B.02)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed policies for markings to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:620 Pavement Marking | EPG 620]] Pavement Marking for specific information related to markings.<br /> <br /> Driving automation systems use sensors, algorithms, and processing to locate, read, and comprehend pavement markings. Location, condition, uniformity, design characteristics, and consistent application all have some effect on the ability of driving automation systems to perform this function. Certain pavement marking applications and practices have been shown through research to better support driving automation system technology, while also benefitting, or at least not detracting from, the performance of the human operator. <br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation system to support AVs, while also potentially benefitting human drivers, should consider: <br /> ::A. Normal width longitudinal lines of at least 6 inches in width (see Section 3A.04 [[--| [EPG 620.1.XX]]]).<br /> ::B. Edge lines of at least 6 inches in width (see Sections 3A.04 and 3B.09 [[--| [EPG 620.1.XX and 620.2.XX]]]).<br /> ::C. Dotted edge line extensions along all entrance and exit ramps, all auxiliary lanes, and all tapers where a deceleration or auxiliary lane is added (see Section 3B.11 [[--| [EPG 620.2.XX]]]). <br /> ::D. Chevron markings in the neutral areas of exit gores to distinguish them from travel lanes (see Section 3B.25 [[--| [EPG 620.2.XX]]]).<br /> ::E. Raised pavement markers only as a supplement to, rather than as a substitute for, pavement markings (see Sections 3B.16 and 3B.17 [[--| [EPG 620.2.XX and 620.2.XX]]]).<br /> ::F. Uniform contrast markings on light-colored pavements to create greater contrast.<br /> ::G. Broken lines with uniform marking and gap length (see Section 3A.04 [[--| [EPG 620.1.XX]]]).<br /> <br /> =={{SpanID|912.2.3}}912.2.3 Highway Traffic Signals (MUTCD Section 5B.03)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed policies for traffic signals to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:902 Signals | EPG 902]] for specific information related to traffic signals.<br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation systems to support AVs, while also potentially benefitting human drivers, should consider: <br /> ::A. Consistent signal face placement along corridors with respect to overhead mounting versus post mounting on the side of the roadway.<br /> ::B. Consistent number of signal faces for approach lanes and the selection of signal indications and signal clusters along a corridor to promote uniform displays for identical or similar situations. <br /> ::C. The refresh rate of LED traffic signals to provide for greater consistency in driving automation system detection. <br /> ::D. Providing signal faces with backplates (see Section 4D.06 [[--| [EPG 902.4.XX]]]) having retroreflective borders to enhance signal face conspicuity and detection by driving automation system sensors.<br /> ::E. Using FLASHING YELLOW ARROW signal indications for permissive turns.<br /> <br /> '''Support. '''Signal faces that display a CIRCULAR GREEN indication and that are located over or directly in line with a mandatory turn lane can be less effective for driving automation systems to recognize as a traffic signal face controlling permissive turning movements.<br /> <br /> Achieving uniformity along a corridor is desirable for driving automation systems, but can be challenging. Multiple options are available for traffic signal displays to allow design variations based on specific intersection variables such as available overhead clearance, utility conflicts, signal support design constraints, and other factors. V2I capabilities can complement driving automation system recognition of traffic signals to provide redundancy, and to improve reliability and accuracy.<br /> <br /> =={{SpanID|912.2.4}}912.2.4 Temporary Traffic Control (MUTCD Section 5B.04)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed policies for temporary traffic control to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:616 Temporary Traffic Control | EPG 616]] for specific information related to temporary traffic control.<br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation systems to support AVs, while also potentially benefitting human drivers, in and through temporary traffic control (TTC) zones should consider:<br /> ::A. Consistent type, spacing, and mounting height of signs (see Sections 6B.04 and 6F.02 [[--| [EPG 616.2.XX and 616.X.XX]]]). <br /> ::B. Use of the END ROAD WORK (G20-2) sign to establish the end of the TTC zone (see Section 6H.36 [[--| [EPG 616.X.XX]]]).<br /> ::C. Wider retroreflective material on, or reduced spacing of, channelizing devices to better accommodate driving automation system sensors in nighttime and adverse weather conditions (see Chapter 6K [[--| [EPG 616.X]]]). <br /> ::D. Continuous markings at the beginning of TTC zones and in lane transitions.<br /> ::E. Temporary raised pavement markers only as a supplement to, rather than as a substitute for, pavement markings. <br /> ::F. Removal or obliteration of pavement markings that are no longer applicable as soon as practicable, for long-term stationary operations in the temporary traveled way (see Section 6J.01 [[--| [EPG 616.X.XX]]]).<br /> <br /> '''Support. '''Pavement markings that are not fully removed and pavement scarring are of particular concern as there can be misinterpretation by driving automation systems that can result in erroneous vehicle positioning in TTC zones.<br /> <br /> V2I communications can complement driving automation systems recognition in TTC zones by communicating the presence of a TTC zone to vehicles.<br /> <br /> Section 6J.01 [[--| [EPG 616.X.XX]]] describes the use of pavement markings in TTC zones and the removal or obliteration of existing pavement markings.<br /> <br /> Section 6J.02 [[--| [EPG 616.X.XX]]] describes the use of temporary pavement markings in TTC zones.<br /> <br /> =={{SpanID|912.2.5}}912.2.5 Traffic Control for Highway-Rail and Highway-Light Rail Transit Grade Crossings (MUTCD Section 5B.05)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed policies for highway-rail grade crossings to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:913 Highway-Rail and Highway-Light Rail Transit Grade Crossings | EPG 913]] for specific information related to highway-rail grade crossings.<br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation systems to support AVs, while also potentially benefitting human drivers, at grade crossings should consider:<br /> ::A. Consistent placement of signs and markings for passive and active grade crossings along a corridor to promote uniformity and to improve the ability of driving automation system technology to recognize grade crossings.<br /> ::B. Removal of signs and pavement markings associated with grade crossings that are out of service (see Section 8A.09 [[--| [EPG 913.X.XX]]]). <br /> <br /> '''Support. '''V2I communications can complement driving automation system recognition of grade crossings to improve reliability and accuracy, and to relay information on the arrival or presence of a train or LRT vehicle at a grade crossing.<br /> <br /> =={{SpanID|912.2.6}}912.2.6 Traffic Control for Bicycle Facilities (MUTCD Section 5B.06)==<br /> <br /> '''Support. '''This section of the MUTCD is included in the EPG for reference only. MoDOT has developed policies for bicycle facilities to enhance safety and uniformity of traffic control devices that will be beneficial to AVs. Refer to [[:Category:914 Bicycle Facilities | EPG 914]] for specific information related to bicycle facilities.<br /> <br /> '''Guidance. '''Agencies seeking to better accommodate driving automation systems to support AVs, while also potentially benefitting human road users, should consider: <br /> ::A. Use of an END (R3-9dP) plaque with a BIKE LANE (R3-17) sign to indicate the end of a bicycle lane that is merging with other traffic (see Sections 2B.33 and 9B.04 [[--| [EPG 903.2.XX and 914.X.XX]]]).<br /> ::B. Use of Bicycle Lane Ends (W9-5) and Bicycle Merging (W9-5a) warning signs in advance of the end of a bicycle lane and where a merging maneuver might occur (see Section 9C.07 [[--| [EPG 914.X.XX]]]).<br /> <br /> '''Support. '''Bicycle facilities that are physically separated from motor vehicle traffic using vertical objects or vertical separation can facilitate detection from driving automation system sensors (see Section 9E.07 [[--| [EPG 914.X.XX]]]).</div>

TaracksA https://epgtest.modot.org/index.php?title=913.2_Signs_(MUTCD_Chapter_8B)&diff=59992 2025-11-21T18:07:25Z

<p>TaracksA: </p> <hr /> <div>[[Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913.2]]<br /> =={{SpanID|913.2.1}}913.2.1 Purpose and Application (MUTCD Section 8B.01) ==<br /> <br /> '''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.<br /> <br /> 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.<br /> <br /> 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.<br /> <br /> =={{SpanID|913.2.2}}913.2.2 Sizes of Grade Crossing Signs (MUTCD Section 8B.02) ==<br /> <br /> '''Standard. '''The sizes of grade crossing signs shall be as shown in [[#913.2.2|Table 913.2.2]].<br /> <br /> {{SpanID|tab913.2.2}}<br /> &lt;div style=&quot;width: 100%; text-align: center&quot;&gt;<br /> {| class=&quot;wikitable&quot; style=&quot;text-align: center; display:inline-table;&quot;<br /> |+ Table 913.2.2, Railroad and Light Rail Transit Grade Crossings Sign and Plaque Sizes<br /> |-<br /> ! rowspan=&quot;2&quot; | Sign or Plaque<br /> ! rowspan=&quot;2&quot; | Sign Designation<br /> ! rowspan=&quot;2&quot; | EPG Article<br /> ! colspan=&quot;3&quot; | Conventional Road<br /> (in. x in.)<br /> ! colspan=&quot;1&quot; | Freeway/Expressway<br /> (in. x in.)<br /> |-<br /> ! Standard<br /> ! Oversized<br /> ! Special<br /> ! Mainline and Ramps<br /> <br /> |-<br /> | style=&quot;text-align: left&quot; | STOP<br /> | R1-1<br /> | -<br /> | 36 x 36<br /> | 48 x 48<br /> | -<br /> | 48 x 48<br /> |-<br /> | style=&quot;text-align: left&quot; | YIELD<br /> | R1-2<br /> | -<br /> | 48 x 48<br /> | 60 x 60<br /> | -<br /> | 60 x 60<br /> |-<br /> | style=&quot;text-align: left&quot; | No Right Turn - Train (symbol)<br /> | R3-1a<br /> | [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.10| 913.4.10]]<br /> | 24 x 30<br /> | 30 x 36<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; | No Left Turn - Train (symbol)<br /> | R3-2a<br /> | [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.10| 913.4.10]]<br /> | 24 x 30<br /> | 30 x 36<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; | DO NOT STOP ON TRACKS<br /> | R8-8<br /> | [[#913.2.7|913.2.7]]<br /> | 24 x 30<br /> | 24 x 30<br /> | -<br /> | 36 x 48<br /> |-<br /> | style=&quot;text-align: left&quot; | STOP HERE ON RED<br /> | R10-6<br /> | [[#913.2.8|913.2.8]]<br /> | 24 x 36<br /> | 24 x 36<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; | LEFT (RIGHT) LANE SIGNAL<br /> | R10-10b<br /> | [[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]]<br /> | 24 x 30<br /> | 30 x 36<br /> | -<br /> | 30 x 36<br /> |-<br /> | style=&quot;text-align: left&quot; | LEFT (RIGHT) TURN LANE SIGNAL<br /> | R10-10C<br /> | [[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]]<br /> | 24 x 30<br /> | 30 x 36<br /> | -<br /> | 30 x 36<br /> |-<br /> | style=&quot;text-align: left&quot; | Grade Crossing (Crossbuck) [Railroad Responsibility]<br /> | R15-1<br /> | [[#913.2.3|913.2.3]]<br /> | &lt;!--27 x 18--&gt;48 x 9<br /> | -<br /> | -<br /> | &lt;!--27 x 18--&gt;48 x 9<br /> |-<br /> | style=&quot;text-align: left&quot; | Number of Tracks (plaque) [Railroad Responsibility]<br /> | R15-2P<br /> | [[#913.2.3|913.2.3]]<br /> | &lt;!--24 x 12--&gt;27 x 18<br /> | -<br /> | -<br /> | &lt;!--24 x 12--&gt;27 x 18<br /> |-<br /> | style=&quot;text-align: left&quot; | EXEMPT<br /> | R15-3P<br /> | [[#913.2.9|913.2.9]]<br /> | 24 x 12<br /> | -<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; | Railroad Crossing<br /> | W10-1<br /> | [[#913.2.6|913.2.6]]<br /> | 42 dia.<br /> | -<br /> | -<br /> | 48 dia.<br /> |-<br /> | style=&quot;text-align: left&quot; | EXEMPT<br /> | W10-1aP<br /> | [[#913.2.6|913.2.6]]<br /> | 24 x 12<br /> | -<br /> | -<br /> | -<br /> |-<br /> | style=&quot;text-align: left&quot; | Crossroad Railroad Crossing<br /> | W10-2<br /> | [[#913.2.6|913.2.6]]<br /> | 36 x 36<br /> | 48 x 48<br /> | -<br /> | 48 x 48<br /> |-<br /> | style=&quot;text-align: left&quot; | Side Road Railroad Crossing<br /> | W10-3<br /> | [[#913.2.6|913.2.6]]<br /> | 36 x 36<br /> | 48 x 48<br /> | -<br /> | 48 x 48<br /> |-<br /> | style=&quot;text-align: left&quot; | T-Intersection Railroad Crossing<br /> | W10-4<br /> | [[#913.2.6|913.2.6]]<br /> | 36 x 36<br /> | 48 x 48<br /> | -<br /> | 48 x 48<br /> |-<br /> | style=&quot;text-align: left&quot; | Low Ground Clearance (symbol)<br /> | W10-5<br /> | [[#913.2.14|913.2.14]]<br /> | 36 x 36<br /> | 48 x 48<br /> | -<br /> | 48 x 48<br /> |-<br /> | style=&quot;text-align: left&quot; | Low Ground Clearance (plaque)<br /> | W10-5P<br /> | [[#913.2.14|913.2.14]]<br /> | 30 x 24<br /> | -<br /> | -<br /> | 30 x 24<br /> |-<br /> | style=&quot;text-align: left&quot; | No Train Horn (plaque)<br /> | W10-9P<br /> | [[#913.2.15|913.2.15]]<br /> | 30 x 24<br /> | -<br /> | -<br /> | 30 x 24<br /> |-<br /> | style=&quot;text-align: left&quot; | Emergency Notification [Railroad&amp;nbsp;Responsibility]<br /> | I13-1<br /> | [[#913.2.16|913.2.16]]<br /> | 12 x 9<br /> | -<br /> | -<br /> | 12 x 9<br /> |-<br /> | colspan=10 style=&quot;text-align: left&quot; | '''Notes:'''<br /> # Dimensions in inches are shown as width x height<br /> # [[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<br /> |}<br /> &lt;/div&gt;<br /> <br /> =={{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) ==<br /> &lt;div style=&quot;text-align: center;&quot;&gt;<br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;<br /> <br /> [[File:R15-1.png|thumb|none|alt=|150px|'''R15-1''']]<br /> <br /> &lt;/div&gt;<br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;<br /> <br /> [[File:R15-2P.png|thumb|none|alt=|150px|'''R15-2P''']]<br /> <br /> &lt;/div&gt;<br /> &lt;/div&gt;<br /> <br /> '''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]].<br /> <br /> '''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.<br /> <br /> {{SpanID|fig913.2.3}}<br /> [[File:Fig8B-2_Crossbuck.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.<br /> 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&lt;br&gt;&lt;br&gt;<br /> '''Notes:'''<br /> &lt;ol&gt;<br /> &lt;li&gt;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.&lt;/li&gt;<br /> &lt;li&gt;Mounting height shall be at least 4 feet for installations of YIELD or STOP signs on existing Crossbuck sign supports.&lt;/li&gt;<br /> &lt;li&gt;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.&lt;/li&gt;<br /> &lt;/ol&gt;<br /> ]]<br /> <br /> '''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.<br /> <br /> 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. <br /> <br /> '''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.<br /> <br /> '''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]].<br /> <br /> 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.<br /> <br /> 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.<br /> <br /> '''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.<br /> <br /> '''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).<br /> <br /> 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]]).<br /> <br /> '''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.<br /> <br /> =={{SpanID|913.2.4}}913.2.4 Crossbuck Assemblies with YIELD or STOP Signs at Passive Grade Crossings (MUTCD Section 8B.04)==<br /> <br /> '''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.<br /> <br /> '''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 [[--|Section 2B.18]], 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]].<br /> <br /> 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.<br /> <br /> 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.<br /> <br /> 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.<br /> <br /> 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.<br /> <br /> '''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.<br /> <br /> 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.<br /> <br /> &lt;!--[[File:Fig8B-1_GradeCrossingSigns.jpg|center|thumb|alt= |800px| '''Figure 8B-1.''' Regulatory Signs and Plaques for Grade Crossings]]--&gt;<br /> <br /> {{SpanID|fig913.2.4.1}}<br /> [[File:Fig8B-3_Crossbuck-1.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)''&lt;br&gt;&lt;br&gt;<br /> '''Notes:'''<br /> &lt;ol&gt;<br /> &lt;li&gt;YIELD signs are used only at passive crossings.&lt;/li&gt;<br /> &lt;li&gt;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.&lt;/li&gt;<br /> &lt;/ol&gt;<br /> ]]<br /> <br /> {{SpanID|fig913.2.4.2}}<br /> [[File:Fig8B-3_Crossbuck-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)''&lt;br&gt;&lt;br&gt;<br /> '''Notes:'''<br /> &lt;ol&gt;<br /> &lt;li&gt;STOP signs are used only at passive crossings and only if an engineering study determines that it is appropriate for that particular approach.&lt;/li&gt;<br /> &lt;li&gt;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.&lt;/li&gt;<br /> &lt;/ol&gt;<br /> ]]<br /> <br /> '''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. <br /> <br /> '''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.<br /> <br /> '''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.<br /> <br /> '''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]]).<br /> <br /> 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.<br /> <br /> '''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]].<br /> <br /> '''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.<br /> <br /> 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.<br /> <br /> 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.<br /> <br /> '''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. <br /> <br /> '''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]]).<br /> <br /> 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.<br /> <br /> '''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.<br /> <br /> 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.<br /> <br /> '''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.<br /> <br /> =={{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) ==<br /> <br /> '''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:<br /> ::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.<br /> ::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.<br /> ::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.<br /> ::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]].<br /> ::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.<br /> <br /> '''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.<br /> <br /> =={{SpanID|913.2.6}}913.2.6 Grade Crossing Advance Warning Signs (W10-1 through W10-4) (MUTCD Section 8B.06) ==<br /> <br /> &lt;div style=&quot;text-align: center;&quot;&gt;<br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;<br /> <br /> [[File:W10-1.png|thumb|none|alt=|150px|'''W10-1''']]<br /> <br /> &lt;/div&gt;<br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;<br /> <br /> [[File:W10-1aP.png|thumb|none|alt=|150px|'''W10-1aP''']]<br /> <br /> &lt;/div&gt;<br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;<br /> <br /> [[File:W10-2.png|thumb|none|alt=|150px|'''W10-2''']]<br /> <br /> &lt;/div&gt;<br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;<br /> <br /> [[File:W10-4.png|thumb|none|alt=|150px|'''W10-4''']]<br /> <br /> &lt;/div&gt;<br /> &lt;/div&gt;<br /> <br /> '''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:<br /> ::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);<br /> ::B. In business or commercial areas where active grade crossing traffic control systems are in use; <br /> ::C. Where physical conditions do not permit even a partially effective display of the sign; or<br /> ::D. At highway-LRT grade crossings where Crossbuck signs are not used (see [[#913.2.3|EPG 913.2.3]]).<br /> <br /> 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]].<br /> <br /> 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]].<br /> <br /> '''Option. '''On divided highways and one-way streets, an additional W10-1 sign may be installed on the left-hand side of the roadway.<br /> <br /> '''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.<br /> <br /> 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.<br /> <br /> '''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.<br /> <br /> =={{SpanID|913.2.7}}913.2.7 DO NOT STOP ON TRACKS Sign (R8-8) (MUTCD Section 8B.07) ==<br /> <br /> &lt;div style=&quot;text-align: center;&quot;&gt;&lt;div style=&quot;display:inline-block;vertical-align: middle;&quot;&gt;[[File:R8-8.png|thumb|none|alt=|150px|'''R8-8''']]&lt;/div&gt;<br /> &lt;/div&gt;<br /> <br /> '''Guidance. '''If motor vehicle queues are likely to extend onto the tracks, a DO NOT STOP ON TRACKS (R8-8) sign should be used.<br /> <br /> '''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. <br /> <br /> '''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. <br /> <br /> '''Option. '''DO NOT STOP ON TRACKS signs may be placed on both sides of the track.<br /> <br /> 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.<br /> <br /> =={{SpanID|913.2.8}}913.2.8 STOP HERE ON RED Signs (R10-6) (MUTCD Section 8B.10) ==<br /> <br /> &lt;div style=&quot;text-align: center;&quot;&gt;&lt;div style=&quot;display:inline-block;vertical-align: middle;&quot;&gt;[[File:R10-6.png|thumb|none|alt=|150px|'''R10-6''']]&lt;/div&gt;<br /> &lt;/div&gt;<br /> <br /> '''Support. '''The STOP HERE ON RED (R10-6) sign defines and facilitates observance of stop lines at traffic control signals.<br /> <br /> '''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.<br /> <br /> '''Guidance. '''If possible, stop lines should be placed at a point where the motor vehicle driver has adequate sight distance along the track.<br /> <br /> =={{SpanID|913.2.9}}913.2.9 EXEMPT Grade Crossing Plaques (R15-3P and W10-1aP) (MUTCD Section 8B.11) ==<br /> <br /> &lt;div style=&quot;text-align: center;&quot;&gt;&lt;div style=&quot;display:inline-block;vertical-align: middle;&quot;&gt;[[File:R15-3P.png|thumb|none|alt=|150px|'''R15-3P''']]&lt;/div&gt;<br /> &lt;/div&gt;<br /> <br /> '''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.<br /> <br /> 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.<br /> <br /> '''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.<br /> <br /> =={{SpanID|913.2.10}}913.2.10 Light Rail Transit Only Lane Signs (R15-4 Series) (MUTCD Section 8B.12)==<br /> <br /> '''Support. '''Reserved for future use. R15-4 Series signs are not currently used on MoDOT facilities.<br /> <br /> =={{SpanID|913.2.11}}913.2.11 Do Not Pass Light Rail Transit Signs (R15-5 and R15-5a) (MUTCD Section 8B.13)==<br /> <br /> '''Support. '''Reserved for future use. R15-5 and R15-5a signs are not currently used on MoDOT facilities.<br /> <br /> =={{SpanID|913.2.12}}913.2.12 No Motor Vehicles On Tracks Signs (R15-6 and R15-6a) (MUTCD Section 8B.14)==<br /> <br /> '''Support. '''Reserved for future use. R15-6 and R15-6a signs are not currently used on MoDOT facilities.<br /> <br /> =={{SpanID|913.2.13}}913.2.13 Divided Highway with Light Rail Transit Crossing Signs (R15-7 Series) (MUTCD Section 8B.15)==<br /> <br /> '''Support. '''Reserved for future use. R15-7 Series signs are not currently used on MoDOT facilities.<br /> <br /> =={{SpanID|913.2.14}}913.2.14 Low Ground Clearance Grade Crossing Sign (W10-5) (MUTCD Section 8B.16)==<br /> <br /> &lt;div style=&quot;text-align: center;&quot;&gt;&lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;[[File:W10-5.png|thumb|none|alt=|150px|'''W10-5''']]&lt;/div&gt;<br /> &lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;[[File:W10-5P.png|thumb|none|alt=|150px|'''W10-5P''']]&lt;/div&gt;<br /> &lt;/div&gt;<br /> <br /> '''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.<br /> <br /> '''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]]).<br /> <br /> '''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. <br /> <br /> '''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. <br /> <br /> '''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.<br /> <br /> 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.<br /> <br /> A signed detour should be installed to guide potential hang-up vehicles to alternate nearby crossings to avoid the potential hang-up condition. <br /> <br /> '''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.<br /> <br /> 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.<br /> <br /> =={{SpanID|913.2.15}}913.2.15 NO TRAIN HORN Sign or Plaque (W10-9P) (MUTCD Section 8B.20)==<br /> <br /> &lt;div style=&quot;text-align: center;&quot;&gt;&lt;div style=&quot;display:inline-block;vertical-align: bottom;&quot;&gt;[[File:W10-9P.png|thumb|none|alt=|150px|'''W10-9P''']]&lt;/div&gt;<br /> &lt;/div&gt;<br /> <br /> <br /> '''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.<br /> <br /> =={{SpanID|913.2.16}}913.2.16 Emergency Notification System Sign (I13-1) (MUTCD Section 8B.27)==<br /> <br /> [[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 ''']]<br /> <br /> '''Support. '''Emergency Notification Signs (I-13) are installed by the Railroad that operates through the crossing.<br /> <br /> '''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. <br /> <br /> 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.<br /> <br /> 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.<br /> <br /> 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. <br /> <br /> Emergency Notification System signs shall be retroreflective. <br /> <br /> Except as provided in the Option paragraph below, Emergency Notification System signs shall have a white legend and border on a blue background.<br /> <br /> '''Option. '''The seven-character grade crossing inventory number may be shown on the sign as a black legend on a white rectangular background. <br /> <br /> '''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.<br /> <br /> 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.<br /> <br /> 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.<br /> <br /> At station crossings, Emergency Notification System signs or information should be posted in a conspicuous location.<br /> <br /> '''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.<br /> <br /> 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]]). <br /> <br /> Additional Emergency Notification System signs may be installed at a grade crossing.</div>

TaracksA https://epgtest.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Signs_-_General_(MUTCD_Chapter_6F)&diff=59991 2025-11-21T18:05:41Z

<p>TaracksA: </p> <hr /> <div>[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.06]]<br /> =={{SpanID|616.6.1}}616.6.1 General Characteristics of TTC Zone Signs (MUTCD Section 6F.01)==<br /> <br /> '''Support. '''TTC zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning, and guide.<br /> <br /> '''Guidance. '''Where the color orange is required, the fluorescent orange color should also be used.<br /> <br /> '''Support. '''The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.<br /> <br /> '''Option.''' Flashing beacons (see [[902.18 Flashing Beacons (MUTCD Chapter 4S)#902.18|EPG 902.18]]) may be used in conjunction with signs.<br /> <br /> '''Standard.''' When flashing beacons are used in conjunction with a sign, they shall not block the sign face.<br /> <br /> '''Support.''' Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but can come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign.<br /> <br /> Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. <br /> <br /> [[903.1 General (MUTCD Chapter 2A)#903.1.4|EPG 903.1.4]] contains additional information regarding the design of signs, including an Option allowing the development of special word message signs if a standard word message or symbol sign is not available to convey the necessary regulatory, warning, or guidance information.<br /> <br /> '''Guidance.''' Non-standard work zone signs (i.e., legends or sizes not shown on [https://www.modot.org/media/16892 Standard Plan 616.10]) should be designed with the assistance of the Highway Safety and Traffic Division. Correspondence with the Highway Safety and Traffic Division on this design is to indicate these are work zone signs. The non-standard work zone signs should be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.<br /> <br /> '''Standard. '''All signs used at night shall be retroreflective. <br /> <br /> '''Option. '''Signs may be made of rigid or flexible material.<br /> <br /> ===EPG 616.6.1.1 Flags===<br /> <br /> '''Option. '''Standard orange flags may be used in conjunction with signs during daytime hours. It is allowable to leave flags on signs when daytime work continues into nighttime.<br /> <br /> '''Standard. '''When standard orange flags are used in conjunction with a sign, they shall not block the sign face. <br /> <br /> ===EPG 616.6.1.2 Existing Sign Use===<br /> <br /> '''Option. '''Existing warning signs that are still applicable may remain in place within a TTC zone. <br /> <br /> '''Guidance.''' All existing signs within the project limits should be shown on the TTC plan with a descriptive note indicating &quot;UIP&quot; (use in place), &quot;cover&quot; or &quot;remove&quot;.<br /> <br /> =={{SpanID|616.6.2}}616.6.2 Sign Placement (MUTCD Section 6F.02) ==<br /> <br /> ===EPG 616.6.2.1 Sign Location===<br /> <br /> '''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG.<br /> <br /> To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) should be considered when locating work zone signs.<br /> <br /> '''Option'''. Where special emphasis is needed, signs may be placed on both the left-hand and right-hand sides of the roadway. Signs mounted on portable supports may be placed within the roadway itself. Signs may also be mounted on or above barricades.<br /> <br /> ===EPG 616.6.2.2 Sign Mounting Height===<br /> <br /> '''Support.''' The provisions of this article regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.<br /> <br /> '''Standard. '''Rural Undivided Highways - The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of undivided highways in rural areas shall be 5 feet (see [https://www.modot.org/media/16892 Standard Plan 616.10]).<br /> <br /> Urban Highways or Rural Divided Highways - The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the divided highways or highways in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 feet (see [https://www.modot.org/media/16892 Standard Plan 616.10]).<br /> <br /> The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks shall be 7 feet.<br /> <br /> The bottom of a sign mounted on a barricade, or other portable support, shall be at least 1 foot above the traveled way. <br /> <br /> '''Option. '''The height to the bottom of a secondary sign mounted below another sign may be 1 foot less than the height provided in the first three Standard paragraphs of [[616.6 Temporary Traffic Control Zone Signs - General (MUTCD Chapter 6F)#616.6.2|EPG 616.6.2.2]].<br /> <br /> ===EPG 616.6.2.3 Sign Supports===<br /> <br /> '''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrians or bicyclists.<br /> <br /> '''Standard. '''Signs shall be mounted and placed in accordance with Section 307 of 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.<br /> <br /> '''Guidance.''' Except as provided in the following option paragraph, signs mounted on portable sign supports that do not meet the minimum mounting heights provided in [[:Category:903 Highway Signing (MUTCD Part 2)|EPG 903]] should not be used for a duration of more than 3 days. <br /> <br /> '''Option.''' The R9-8 through R9-11a series, R11 series, W1-6 through W1-8 series, M4-10, E5-1, or other similar type signs may be used on portable sign supports that do not meet the minimum mounting heights provided in [[:Category:903 Highway Signing (MUTCD Part 2)|EPG 903]] for longer than 3 days. <br /> <br /> '''Support.''' Methods of mounting signs other than on posts are illustrated in [[#fig616.6.2.3|Figure 616.6.2.3]].<br /> <br /> '''Guidance.''' Signs mounted on Type 3 Barricades should not cover more than 50 percent of the top two rails or 33 percent of the total area of the three rails.<br /> <br /> '''Standard. '''Signs and sign supports used together shall be crashworthy (see [[616.1 General (MUTCD Chapter 6A)#616.1.4|EPG 616.1.4]]). Where large signs having an area exceeding 50 square feet are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.<br /> <br /> '''Option.''' For mobile operations, a sign may be mounted on a work vehicle, a shadow vehicle, or a trailer stationed in advance of the TTC zone or moving along with it.<br /> <br /> '''Support.''' [https://www.modot.org/media/16892 Standard Plan 616.10] shows sign mounting requirements, post size and quantities requirements, and post installation details. The standard plans show detailed information for use of signs on posts, barrier, vehicles, and barricades.<br /> <br /> <br /> {{SpanID|fig616.6.2.3}}<br /> [[File:F06F-02_MethodsofMountingSignsOtherThanonPosts.png|thumb|center|800px|alt=|'''Figure 616.6.2.3''' Methods of Mounting Signs Other Than on Posts]]<br /> <br /> {| <br /> | style=&quot;margin: 12px; padding: 12px; background-color:#edf4ff; border: solid 1px #adbfdb;&quot; | <br /> ===&lt;center&gt;Additional Guidance for Sign Supports&lt;center&gt;===<br /> For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.<br /> <br /> The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.<br /> <br /> Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted. <br /> <br /> '''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc.. <br /> <br /> These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements. <br /> <br /> A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.<br /> <br /> Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended. <br /> <br /> Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days. <br /> <br /> When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way. <br /> <br /> [[image:616.6.3.3.1.jpg|center|600px|thumb|&lt;center&gt;'''Picture 1: Easel portable sign. Pictures 2 &amp; 3: Fold-up signs at 1-ft. and 5-ft. heights.&lt;/center&gt;''']]<br /> <br /> [[image:616.6.3.3.4.jpg|center|400px|thumb|&lt;center&gt;'''Picture 4: Self-driving post. Picture5: Skid-mounted sign&lt;/center&gt;''']]<br /> <br /> <br /> '''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc.. <br /> <br /> These signs are constructed of a rigid substrate. <br /> <br /> A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified. <br /> <br /> A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections. <br /> <br /> [[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|&lt;center&gt;'''U-Channel Post-Mounted Sign'''&lt;/center&gt;]]<br /> <br /> '''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface. <br /> <br /> For additional information, review Standard Drawing 616.10.<br /> <br /> [[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|&lt;center&gt;'''Vehicle-Mounted Signs'''&lt;/center&gt;]]<br /> <br /> '''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs. <br /> <br /> In order to accommodate narrow medians, see [[#6903.1 General (MUTCD Chapter 2A)#903.1.5|EPG 903.1.5]].<br /> <br /> [[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|&lt;center&gt;'''Barrier-Mounted Signs'''&lt;/center&gt;]]<br /> <br /> <br /> If the sign cannot be mounted by a method specified by [[903.1 General (MUTCD Chapter 2A)#903.1.14|EPG 903.1.14]], Standard Plan 616.10, or Standard Plan 903.03, the mounting method is also to be specified in the plans.<br /> <br /> |}<br /> <br /> =={{SpanID|616.6.3}}616.6.3 Sign Maintenance (MUTCD Section 6F.03) ==<br /> <br /> '''Guidance. '''Signs should be properly maintained for cleanliness, visibility, retroreflectivity, and correct positioning.<br /> <br /> Signs that have lost significant legibility should be promptly replaced.<br /> <br /> '''Support. '''[[616.24 Quality Standards for Temporary Traffic Control Devices|EPG 616.24]] provides examples of sign maintenance.<br /> <br /> [[903.1 General (MUTCD Chapter 2A)#903.1.21|EPG 903.1.21]] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.</div>

TaracksA https://epgtest.modot.org/index.php?title=616.8_TTC_Zone_Warning_Signs_(MUTCD_Chapter_6H)&diff=59990 2025-11-21T18:05:14Z

<p>TaracksA: </p> <hr /> <div>[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.08]]<br /> {| align=&quot;right&quot; style=&quot;margin-left: 15px; max-width: 600px;&quot;<br /> | __TOC__<br /> |}<br /> =={{SpanID|616.8.1}}616.8.1 Warning Sign Function, Design, and Application (MUTCD Section 6H.01) ==<br /> <br /> '''Support. '''TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.<br /> <br /> '''Standard. '''TTC warning signs shall comply with the Standards for warning signs presented in [[:Category:903 Highway Signing (MUTCD Part 2)|EPG 903]] and in 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)]]). <br /> <br /> '''Support. '''The letter “O” is added to the TTC sign designation of WO and GO to represent the color orange, which provides a separate nomenclature from the permanent warning signs.<br /> <br /> '''Standard. '''The sizes for TTC guide signs shall be as shown in [https://www.modot.org/media/16892 Standard Plan 616.10].<br /> <br /> Except as provided in the first option paragraph below, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (WO10-1) sign, which shall have a black legend and border on a fluorescent yellow background. <br /> <br /> '''Option. '''Warning signs that are required or recommended in [[:Category:903 Highway Signing (MUTCD Part 2)|EPG 903]] or [[:Category:908 Traffic Controls for School Areas (MUTCD Part 7)|EPG 908]] to have a fluorescent yellow-green background may have that color background in TTC zones. <br /> <br /> Existing warning signs with a yellow background that are still applicable may remain in place. <br /> <br /> Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background.<br /> <br /> Mounting or space considerations may justify a change from the standard diamond shape to a rectangular shape. <br /> <br /> In emergencies with coordination from district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.<br /> <br /> '''Guidance. '''Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.<br /> <br /> Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be provided for people with vision disabilities.<br /> <br /> '''Support. '''Detectable barriers or barricades communicate very clearly to pedestrians who have vision disabilities that they can no longer proceed in the direction that they are traveling.<br /> <br /> '''Option. '''Advance warning signs may be used singly or in combination.<br /> <br /> Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.<br /> <br /> =={{SpanID|616.8.2}}616.8.2 Position of Advance Warning Signs (MUTCD Section 6H.02) ==<br /> <br /> '''Guidance. '''Where highway conditions permit, warning signs should be placed in advance of the transition and activity areas at varying distances depending on roadway type, condition, and posted speed. [[616.2 Temporary Traffic Control Elements (MUTCD Chapter 6B)#tab616.2.4|Table 616.2.4]] contains information regarding the spacing of advance warning signs. <br /> <br /> Where multiple advance warning signs are needed on the approach to a transition and activity area, the ROAD WORK AHEAD (WO20-1) sign should be the first advance warning sign encountered by road users.<br /> <br /> '''Support. '''Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.<br /> <br /> '''Option. '''As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.<br /> <br /> Utility work, maintenance, or minor construction can occur within the TTC zone limits of a major construction project, and additional warning signs may be needed.<br /> <br /> '''Guidance. '''Utility, maintenance, and minor construction signing and TTC should be coordinated with appropriate authorities so that road users are not confused or misled by the additional TTC devices.<br /> <br /> =={{SpanID|616.8.3}}616.8.3 ROAD (BRIDGE) (RAMP) WORK Sign (WO20-1) (MUTCD Section 6H.03) ==<br /> [[File:F06H-01-3_WO20-1.png|thumb|center|300px|alt=|&lt;center&gt;'''WO20-1'''&lt;/center&gt;]]<br /> <br /> '''Guidance. '''The ROAD (BRIDGE) (RAMP) WORK (WO20-1) sign, which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.<br /> <br /> Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.<br /> <br /> '''Option. '''The legend BRIDGE or RAMP may be substituted for ROAD and the distance legend may be either XX FEET, XX MILES, or AHEAD.<br /> <br /> =={{SpanID|616.8.4}}616.8.4 DETOUR Sign (WO20-2) (MUTCD Section 6H.04)==<br /> [[File:F06H-01-3_WO20-2.png|thumb|center|100px|alt=|&lt;center&gt;'''WO20-2'''&lt;/center&gt;]]<br /> <br /> '''Guidance. '''The DETOUR (WO20-2) sign should be used in advance of a road user detour over a different roadway or route.<br /> <br /> The DETOUR sign should only be installed on the route being detoured. The DETOUR sign should not be used with temporary bypasses or connections unless part of or the entire route is over other existing roadways.<br /> <br /> '''Option. '''The distance legend may be either XX FEET, XX MILES, or AHEAD. <br /> <br /> '''Support. '''See [[616.2 Temporary Traffic Control Elements (MUTCD Chapter 6B)#616.2.9|EPG 616.2.9]] for additional information regarding detour routes.<br /> <br /> See [[616.9 TTC Zone Guide Signs (MUTCD Chapter 6I)#616.9.2|EPG 616.9.2]] for additional information regarding detour route signing.<br /> <br /> =={{SpanID|616.8.5}}616.8.5 ROAD CLOSED Sign (WO20-3) (MUTCD Section 6H.05) ==<br /> [[File:F06H-01-3_WO20-3.png|thumb|center|100px|alt=|&lt;center&gt;'''WO20-3'''&lt;/center&gt;]]<br /> <br /> '''Guidance. '''The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. <br /> <br /> '''Option. '''The distance legend may be either XX FEET, XX MILES, or AHEAD.<br /> <br /> =={{SpanID|616.8.6}}616.8.6 ONE LANE ROAD Sign (WO20-4) (MUTCD Section 6H.06)==<br /> [[File:F06H-01-3_WO20-4.png|thumb|center|100px|alt=|&lt;center&gt;'''WO20-4'''&lt;/center&gt;]]<br /> <br /> '''Standard. '''The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [[616.5 One-Lane, Two-Way Traffic Control (MUTCD Chapter 6E)#616.5.1|EPG 616.5.1]]).<br /> <br /> '''Option. '''The distance legend may be either XX FEET, XX MILES, or AHEAD.<br /> <br /> =={{SpanID|616.8.7}}616.8.7 Lane(s) Closed Signs (WO20-5, WO20-5a, and WO9-3) (MUTCD Section 6H.07) ==<br /> &lt;center&gt;<br /> {|<br /> | [[File:F06H-01-3_WO20-5.png|thumb|center|100px|alt=|&lt;center&gt;'''WO20-5'''&lt;/center&gt;]]<br /> | [[File:F06H-01-3_WO20-5a.png|thumb|center|100px|alt=|&lt;center&gt;'''WO20-5a'''&lt;/center&gt;]]<br /> | [[File:F06H-01-2_WO9-3.png|thumb|center|100px|alt=|&lt;center&gt;'''WO9-3'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> '''Standard. '''The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.<br /> <br /> For a single lane closure, the Lane Closed (WO20-5) sign shall use the legend RIGHT (LEFT) LANE CLOSED. Where two or more adjacent lanes are closed, the WO20-5a sign shall use the legend XX RIGHT (LEFT) LANES CLOSED. <br /> <br /> '''Option. '''The distance legend may be either XX FEET, XX MILES, or AHEAD. <br /> <br /> '''Guidance. '''The Interior Lane Shift (WO9-3) sign should be used in advance of that point where work occupies an interior lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in the lane(s) by using a shifting taper to route traffic around the closed interior lane(s).<br /> <br /> =={{SpanID|616.8.8}}616.8.8 Lane Ends Signs (WO4-2 and WO9-2a) (MUTCD Section 6H.08)==<br /> &lt;center&gt;<br /> {|<br /> | [[File:F06H-01-1_WO4-2.png|thumb|center|100px|alt=|&lt;center&gt;'''WO4-2'''&lt;/center&gt;]]<br /> | [[File:F06H-01-1_WO9-2a_v2.png|thumb|center|150px|alt=|&lt;center&gt;'''WO9-2a'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''The Lane Ends (WO4-2) sign may be used to warn drivers of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.<br /> <br /> '''Guidance. '''The MERGE HERE TAKE TURNS (WO9-2a) sign should be used to identify the merge point at which vehicles from alternate lanes take turns merging during Late Merge applications (see [[616.14 Types of Temporary Traffic Control Zone Activities (MUTCD Chapter 6N)#616.14.19|EPG 616.14.19]]).<br /> <br /> =={{SpanID|616.8.9}}616.8.9 ON RAMP Plaque (WO13-4P) (MUTCD Section 6H.09) ==<br /> [[File:F06H-01-3_WO13-4P@4x.png|thumb|center|90px|alt=|&lt;center&gt;'''WO13-4P'''&lt;/center&gt;]]<br /> <br /> '''Guidance. '''When work is being done on a ramp, but the ramp remains open, the ON RAMP (WO13-4P) plaque should be used to supplement the advance ROAD WORK sign.<br /> <br /> '''Support. '''It may not be possible to install an ON RAMP plaque on signs mounted for short duration or mobile operations.<br /> <br /> =={{SpanID|616.8.10}}616.8.10 RAMP NARROWS Sign (WO5-4) (MUTCD Section 6H.10)==<br /> [[File:F06H-01-1_WO5-4_V2.png|thumb|center|200px|alt=|&lt;center&gt;'''WO5-4'''&lt;/center&gt;]]<br /> <br /> '''Guidance. '''The RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a ramp reduces the normal width of the ramp along a part or all of the ramp.<br /> <br /> '''Support. '''See [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C)#903.3.15|EPG 903.3.15]] for additional information regarding the ROAD NARROWS (WO5-1) sign.<br /> <br /> See [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C)#903.3.16|EPG 903.3.16]] for additional information regarding the NARROW BRIDGE (WO5-2) sign.<br /> <br /> =={{SpanID|616.8.11}}616.8.11 EXIT GORE sign (EO5-1)==<br /> [[File:EO5-1 @4x.png|thumb|center|100px|alt=|&lt;center&gt;'''EO5-1'''&lt;/center&gt;]]<br /> <br /> '''Guidance. '''Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.<br /> <br /> =={{SpanID|616.8.12}}616.8.12 EXIT OPEN and EXIT CLOSED Signs (EO5-2 and EO5-2a) (MUTCD Section 6H.12)==<br /> &lt;center&gt;<br /> {|<br /> | [[File:Figure 6I-1_EO5-2.png|thumb|center|100px|alt=|&lt;center&gt;'''EO5-2'''&lt;/center&gt;]]<br /> | [[File:Figure 6I-1_EO5-2a.png|thumb|center|100px|alt=|&lt;center&gt;'''EO5-2a'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.<br /> <br /> =={{SpanID|616.8.13}}616.8.13 Flagger Sign (WO20-7) (MUTCD Section 6H.15) ==<br /> [[File:F06H-01-3_WO20-7.png|center|120px|thumb|&lt;center&gt;'''WO20-7'''&lt;/center&gt;]]<br /> <br /> '''Guidance. '''The Flagger (WO20-7) sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered or removed when the flagger is not present.<br /> <br /> '''Option. '''The flagger sign may be used in conjunction with the BE PREPARED TO STOP (WO3-4) sign.<br /> <br /> =={{SpanID|616.8.14}}616.8.14 BE PREPARED TO STOP sign (WO3-4)==<br /> [[File:F06H-01-1_WO3-4.png|center|110px|thumb|&lt;center&gt;'''WO3-4'''&lt;/center&gt;]]<br /> <br /> '''Option. '''The BE PREPARED TO STOP (WO3-4) sign may be used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.<br /> <br /> =={{SpanID|616.8.15}}616.8.15 Two-Way Traffic Sign (WO6-3) (MUTCD Section 6H.16) ==<br /> <br /> [[File:F06H-01-1_WO6-3.png|center|115px|thumb|&lt;center&gt;'''WO6-3'''&lt;/center&gt;]]<br /> <br /> '''Guidance. '''When one roadway of a normally-divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.<br /> <br /> =={{SpanID|616.8.16}}616.8.16 Workers Signs (WO21-1 and WO21-1a) (MUTCD Section 6H.18)==<br /> &lt;center&gt;<br /> {|<br /> | [[File:F06H-01-3_WO21-1.png|thumb|center|120px|alt=|&lt;center&gt;'''WO21-1'''&lt;/center&gt;]]<br /> | [[File:F06H-01-3_WO21-1a.png|thumb|center|120px|alt=|&lt;center&gt;'''WO21-1a'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''A Workers (WO21-1) sign may be used to alert road users of workers in or near the roadway.<br /> <br /> '''Guidance. '''In the absence of other warning devices, a Workers sign should be used when workers are in the roadway.<br /> <br /> '''Option. '''The WORKERS (WO21-1a) word message sign may be used as an alternate to the Workers (W21-1) symbol sign.<br /> <br /> =={{SpanID|616.8.17}}616.8.17 Surface Condition Signs (WO21-2 and WO8-7) (MUTCD Section 6H.19) ==<br /> &lt;center&gt;<br /> {|<br /> | [[File:F06H-01-3_WO21-2.png|thumb|center|120px|alt=|&lt;center&gt;'''WO21-2'''&lt;/center&gt;]]<br /> | [[File:F06H-01-2_WO8-7.png|thumb|center|120px|alt=|&lt;center&gt;'''WO8-7'''&lt;/center&gt;]]<br /> | [[File:F06H-01-2_WO8-7a.png|thumb|center|150px|alt=|&lt;center&gt;'''WO8-7a'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Guidance. '''The FRESH OIL (WO21-2), LOOSE GRAVEL (WO8-7), and FRESH OIL/LOOSE GRAVEL signs should be used to warn road users of the surface treatment.<br /> <br /> =={{SpanID|616.8.18}}616.8.18 Motorized Traffic Signs (WO8-6 and WO8-6c) (MUTCD Section 6H.21) ==<br /> &lt;center&gt;<br /> {|<br /> | [[File:F06H-01-2_WO8-6.png|thumb|center|120px|alt=|&lt;center&gt;'''WO8-6'''&lt;/center&gt;]]<br /> | [[File:F06H-01-2_WO8-6c.png|thumb|center|120px|alt=|&lt;center&gt;'''WO8-6c'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (WO8-6c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur.<br /> <br /> '''Support''': These locations might be relatively confined or might occur randomly over a segment of roadway.<br /> <br /> =={{SpanID|616.8.19}}616.8.19 Shoulder Work Signs (WO21-5, WO21-5a, and WO21-5b)(MUTCD Section 6H.22)==<br /> &lt;center&gt;<br /> {|<br /> | [[File:F06H-01-3_WO21-5.png|thumb|center|150px|alt=|&lt;center&gt;'''WO21-5'''&lt;/center&gt;]]<br /> | [[File:F06H-01-3_WO21-5a.png|thumb|center|150px|alt=|&lt;center&gt;'''WO21-5a'''&lt;/center&gt;]]<br /> | [[File:F06H-01-3_WO21-5b.png|thumb|center|150px|alt=|&lt;center&gt;'''WO21-5b'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.<br /> <br /> '''Standard. '''The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).<br /> <br /> '''Option. '''The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.<br /> <br /> '''Guidance. '''On freeways and expressways, the RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) sign followed by RIGHT (LEFT) SHOULDER CLOSED (WO21-5a) sign should be used in advance of the point where the shoulder work occurs and should be preceded by a ROAD WORK AHEAD sign.<br /> <br /> =={{SpanID|616.8.20}}616.8.20 SURVEY CREW Sign (WO21-6) (MUTCD Section 6H.23) ==<br /> [[File:F06H-01-3_WO21-6.png|thumb|center|150px|alt=|&lt;center&gt;'''WO21-6'''&lt;/center&gt;]]<br /> <br /> '''Guidance. '''The SURVEY CREW (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.<br /> <br /> =={{SpanID|616.8.21}}616.8.21 UTILITY WORK Sign (WO21-7) (MUTCD Section 6H.24)==<br /> [[File:F06H-01-3_WO21-7.png|thumb|center|150px|alt=|&lt;center&gt;'''WO21-7'''&lt;/center&gt;]]<br /> <br /> '''Option. '''For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD (STREET) WORK (WO20-1) sign for utility operations on or adjacent to a highway.<br /> <br /> The distance legend may be either XX FEET, XX MILES, or AHEAD.<br /> <br /> =={{SpanID|616.8.22}}616.8.22 Signs for Blasting Areas ==<br /> <br /> '''Support. '''These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. Reference to Blasting Area requirements are located in the following: [https://www.modot.org/missouri-standard-specifications-highway-construction| Specification Section 616], [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203]], MUTCD Section 6H.25, and MUTCD TA-2.<br /> <br /> '''Standard. '''Road users shall be warned where blasting operations occur. A sequence of signs shall be prominently displayed to warn all road users of blasting operations and to direct operators of mobile radio equipment, including cellular telephones, to turn off transmitters in a blasting area. These signs shall be covered or removed when there are no explosives in the area or the area is otherwise secured.<br /> <br /> =={{SpanID|616.8.23}}616.8.23 Shoulder Signs and Plaque (WO8-4, WO8-17, and WO8-17P) (MUTCD Section 6H.26) ==<br /> &lt;center&gt;<br /> {|<br /> | [[File:F06H-01-2_WO8-4.png|thumb|center|150px|alt=|&lt;center&gt;'''WO8-4'''&lt;/center&gt;]]<br /> | [[File:F06H-01-2_WO8-17_v2.png|thumb|center|150px|alt=|&lt;center&gt;'''WO8-17'''&lt;/center&gt;]]<br /> | [[File:F06H-01-2_WO8-17P@4x.png|thumb|center|90px|alt=|&lt;center&gt;'''WO8-17P'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.<br /> <br /> '''Guidance. '''The Shoulder Drop Off (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, exceeds 2 inches in depth for a continuous length along the roadway, based on engineering judgment.<br /> <br /> When the SHOULDER DROP-OFF signs are installed for greater than three days, the SHOULDER DROP-OFF (W8-17P) supplemental plaque should be mounted below the W8-17sign.<br /> <br /> =={{SpanID|616.8.24}}616.8.24 UNEVEN LANES Sign (WO8-11) (MUTCD Section 6H.27) ==<br /> [[File:F06H-01-2_WO8-11.png|thumb|center|150px|alt=|&lt;center&gt;'''WO8-11'''&lt;/center&gt;]]<br /> <br /> '''Guidance. '''The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. <br /> <br /> '''Support. '''This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].<br /> <br /> =={{SpanID|616.8.25}}616.8.25 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD Section 6H.28) ==<br /> [[File:F06H-01-2_WO8-24.png|thumb|center|150px|alt=|&lt;center&gt;'''WO8-24'''&lt;/center&gt;]]<br /> <br /> '''Option. '''Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it may also be appropriate within contract and permit work zones. A design exception may be needed to use steel plates in contract and permit work zones.<br /> <br /> '''Guidance. '''When steel plates are used, STEEL PLATE AHEAD (WO8-24) signs should be used to warn road users that the presence of a temporary steel plate(s) might make the road surface uneven and might create slippery conditions during wet weather (see [[616.16 Typical Applications (MUTCD Chapter 6P)#616.16|TA-47]]).<br /> <br /> In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.<br /> <br /> '''Support. '''See [[#fig616.8.25|Figure 616.8.25]] for markings to be used on steel plates.<br /> <br /> {{SpanID|fig616.8.25}}<br /> [[image:616.6.46.jpg|center|740px|thumb|<br /> {| style=&quot;margin: 1em auto 1em auto&quot;<br /> |-<br /> |'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side &lt; 6' long'''<br /> |}<br /> '''Figure 616.8.25''' Examples of Markings on Steel Plates]]<br /> <br /> =={{SpanID|616.8.26}}616.8.26 NO CENTER LINE Sign (WO8-12) (MUTCD Section 6H.29)==<br /> <br /> [[File:F06H-01-2_WO8-12.png|thumb|center|150px|alt=|&lt;center&gt;'''WO8-12'''&lt;/center&gt;]]<br /> <br /> '''Support. '''The NO CENTER LINE (WO8-12) sign is a black-on-orange warning sign used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. <br /> <br /> '''Guidance. '''For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. <br /> <br /> '''Option. '''Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. <br /> <br /> When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. <br /> <br /> '''Support. '''[https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP.<br /> <br /> '''Standard. '''When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation:<br /> :A. Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs.<br /> :B. Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, when certain material and operations do not allow the practical application of these markings (e.g., seal coat, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic.<br /> :C. For Contract Projects – Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Section 620 Pavement Marking].<br /> :D. For Maintenance Operations – Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible.<br /> :E. Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.<br /> <br /> =={{SpanID|616.8.27}}616.8.27 Reverse Curve Signs (WO1-4 Series) (MUTCD Section 6H.30) ==<br /> <br /> &lt;center&gt;<br /> <br /> {|<br /> | [[File:F06H-01-1_WO1-4.png|thumb|center|100px|alt=|&lt;center&gt;'''WO1-4'''&lt;/center&gt;]]<br /> | [[File:F06H-01-1_WO1-4b.png|thumb|center|100px|alt=|&lt;center&gt;'''WO1-4b'''&lt;/center&gt;]]<br /> | [[File:F06H-01-1_WO1-4c.png|thumb|center|100px|alt=|&lt;center&gt;'''WO1-4c'''&lt;/center&gt;]]<br /> |}<br /> <br /> &lt;/center&gt;<br /> <br /> '''Guidance. '''In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.<br /> <br /> '''Standard. '''If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided in the following option paragraph, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br /> <br /> '''Option. '''Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br /> <br /> 04 Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.<br /> <br /> '''Support. '''See [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C)#903.3.7|EPG 903.3.7]] for information regarding Turn and Curve signs.<br /> <br /> =={{SpanID|616.8.28}}616.8.28 Large Arrow Signs (WO1-6 and WO1-7) ==<br /> &lt;center&gt;<br /> {|<br /> | [[File:WO1-6.jpg|thumb|center|100px|alt=|&lt;center&gt;'''WO1-6'''&lt;/center&gt;]]<br /> | [[File:WO1-7.jpg|thumb|center|100px|alt=|&lt;center&gt;'''WO1-7'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Support. '''The One-Direction Large Arrow (WO1-6) sign and the Two-Direction Large Arrow (WO1-7) sign are used in conjunction with Type 3 barricades. The WO1-6 sign is also used in conjunction with the Turn (WO1-1) sign and the Reverse Turn (WO1-3) sign.<br /> <br /> =={{SpanID|616.8.29}}616.8.29 Double Reverse Curve Signs (WO24-1 Series) (MUTCD Section 6H.31)==<br /> &lt;center&gt;<br /> {|<br /> | [[File:F06H-01-4_ WO24-1.png|thumb|center|100px|alt=|&lt;center&gt;'''WO24-1'''&lt;/center&gt;]]<br /> | [[File:F06H-01-4_ WO24-1a.png|thumb|center|100px|alt=|&lt;center&gt;'''WO24-1a'''&lt;/center&gt;]]<br /> | [[File:F06H-01-4_ WO24-1b.png|thumb|center|100px|alt=|&lt;center&gt;'''WO24-1b'''&lt;/center&gt;]]<br /> | [[File:F06H-01-4_WO24-1cP@4x_v2.png|thumb|center|100px|alt=|&lt;center&gt;'''WO24-1cP'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Option. '''The Double Reverse Curve (WO24-1, WO24-1a, or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 feet, thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs may be used.<br /> <br /> '''Standard. '''If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided in the following option paragraph, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.<br /> <br /> '''Option. '''Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.<br /> <br /> Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.<br /> <br /> =={{SpanID|616.8.30}}616.8.30 Advisory Speed Plaque (WO13-1P) (MUTCD Section 6H.32)==<br /> [[File:F06H-01-2_WO13-1P@4x.png|thumb|center|80px|alt=|&lt;center&gt;'''WO13-1P'''&lt;/center&gt;]]<br /> <br /> '''Option. '''In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed for a change in horizontal alignment or through a signed condition within a TTC zone.<br /> <br /> '''Standard. '''The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone. When used with orange TTC zone signs, this plaque shall have a black legend and border on an orange background.<br /> <br /> '''Support. '''Warning signs with advisory speed plaques (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C)#903.3.59|EPG 903.3.59]]) inform drivers of the recommended operating speed based on temporary conditions within a TTC zone. Examples include narrow lanes, temporary diversion (reverse curves), lane shifts, sight distance restrictions, rough road surface, bumps, low/no shoulder, workers on foot, work vehicles or equipment close to the open travel lane, or other conditions that indicate the need for reduced speed.<br /> <br /> AASHTO and ITE design documents contain established engineering practices for the determination of the recommended advisory speeds for horizontal curves or locations with limited sight distance.<br /> <br /> =={{SpanID|616.8.31}}616.8.31 Supplementary Distance Plaque (WO7-3aP) (MUTCD Section 6H.33) ==<br /> [[File:F06H-01-1_WO7-3aP@4x.png|thumb|center|100px|alt=|&lt;center&gt;'''WO7-3aP'''&lt;/center&gt;]]<br /> <br /> '''Option.''' In combination with a warning sign, a Supplementary Distance (WO7-3aP) plaque with the legend NEXT XX MILES may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.<br /> <br /> In long TTC zones, Supplementary Distance plaques with the legend NEXT XX MILES may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.<br /> <br /> '''Standard. '''The Supplementary Distance plaque with the legend NEXT XX MILES shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone. When used with orange TTC zone signs, this plaque shall have a black legend and border on an orange background.<br /> <br /> '''Guidance. '''When used in TTC zones, the Supplementary Distance plaque with the legend NEXT XX MILES should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.<br /> <br /> =={{SpanID|616.8.32}}616.8.32 Motorcycle Plaque (WO8-15aP) (MUTCD Section 6H.34) ==<br /> [[File:F06H-01-2_WO8-15aP@4x.png|thumb|center|100px|alt=|&lt;center&gt;'''WO8-15aP'''&lt;/center&gt;]]<br /> <br /> '''Option. '''A Motorcycle (WO8-15aP) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign if the warning is intended to be directed primarily to motorcyclists.<br /> <br /> '''Standard. '''When the GROOVED PAVEMENT (WO8-15) sign is in place for greater than three days, the Motorcycle (WO8-15Pa) plaque shall be used in addition to the WO8-15 sign.<br /> <br /> =={{SpanID|616.8.33}}616.8.33 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD Section 6H.35)==<br /> [[File:F06H-01-4_GO20-1@4x.png|thumb|center|100px|alt=|&lt;center&gt;'''GO20-1'''&lt;/center&gt;]]<br /> <br /> '''Guidance. '''The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are more than 2 miles in length. <br /> <br /> '''Option. '''The ROAD WORK NEXT XX MILES (GO20-1) sign may be used to warn road users of a downstream lane addition or head-to-head lane reconstruction. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, or those with mobile operations. <br /> <br /> The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.<br /> <br /> '''Standard. '''The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.<br /> <br /> =={{SpanID|616.8.34}}616.8.34 END ROAD WORK Sign (GO20-2) (MUTCD Section 6H.36)==<br /> [[File:F06H-01-4_GO20-2@4x.png|thumb|center|100px|alt=|&lt;center&gt;'''GO20-2'''&lt;/center&gt;]]<br /> <br /> '''Guidance. '''When used, the END ROAD WORK (G20-2) sign should be placed near the downstream end of the termination area, as determined by engineering judgment when the ROAD WORK NEXT XX MILES sign is used.<br /> <br /> '''Option. '''The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.<br /> <br /> =={{SpanID|616.8.35}}616.8.35 PILOT CAR FOLLOW ME Sign (GO20-4) and PILOT CAR IN USE WAIT &amp; FOLLOW (GO20-4a) (MUTCD Section 6H.37) ==<br /> &lt;center&gt;<br /> {|<br /> | [[File:F06H-01-4_GO20-4@4x.png|thumb|center|100px|alt=|&lt;center&gt;'''GO20-4'''&lt;/center&gt;]]<br /> | [[File:F06H-01-4_GO20-4a@4x.png|thumb|center|100px|alt=|&lt;center&gt;'''GO20-4a'''&lt;/center&gt;]]<br /> |}<br /> &lt;/center&gt;<br /> <br /> '''Standard. '''The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the top or on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.5 One-Lane, Two-Way Traffic Control (MUTCD Chapter 6E)#616.5.4|EPG 616.5.4]]).<br /> <br /> '''Standard. '''The 42 x 30 inch PILOT CAR IN USE WAIT &amp; FOLLOW (GO20-4a) shall be used on all state routes.<br /> <br /> '''Option. '''The 42 x 30 inch PILOT CAR IN USE WAIT &amp; FOLLOW (GO20-4a) may be used on any non-state routes, as determined by the engineer.<br /> <br /> '''Guidance. '''The 18 x 12 inch PILOT CAR IN USE WAIT &amp; FOLLOW (GO20-4a) should be used on all other non-state routes (city streets, county roads, etc.).<br /> <br /> =={{SpanID|616.8.36}}616.8.36 Other Warning Signs (MUTCD Section 6H.38) ==<br /> <br /> '''Option. '''Advance warning signs may be used by themselves or with other advance warning signs.<br /> <br /> Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing (MUTCD Part 2)|EPG 903]] may apply in TTC zones.<br /> <br /> Word message warning signs other than those classified and specified in the EPG and 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)]]) may be developed and used based on engineering judgment to warn of special conditions in TTC zones. <br /> <br /> '''Standard. '''Except as provided in [[616.6 Temporary Traffic Control Zone Signs - General (MUTCD Chapter 6F)#616.6.1|EPG 616.6.1]] and [[616.8 TTC Zone Warning Signs (MUTCD Chapter 6H)#616.8.1|EPG 616.8.1]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.<br /> <br /> '''Guidance. '''Other warning signs should comply with the general requirements of color, shape, and alphabet size and series. The sign message should be brief, legible, and clear.<br /> <br /> =={{SpanID|616.8.37}}616.8.37 Reduced Speed Limit Ahead (WO3-5)==<br /> [[File:F06H-01-1_WO3-5.png|thumb|center|100px|alt=|&lt;center&gt;'''WO3-5'''&lt;/center&gt;]]<br /> <br /> '''Standard. '''The Reduced Speed Limit Ahead (WO3-5) sign shall be used when the geometrics of the roadway require an approved speed reduction greater than 10 mph below the existing or posted speed limit.<br /> <br /> '''Support. '''If the geometrics of the roadway require a 10 mph speed reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. <br /> <br /> '''Standard. '''The Reduced Speed Limit Ahead (WO3-5) sign shall be followed by a SPEED LIMIT (R2-1) sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.18 Work Zone Speed Limits|EPG 616.18]]).<br /> <br /> =={{SpanID|616.8.38}}616.8.38 GROOVED PAVEMENT (WO8-15)==<br /> [[File:F06H-01-2_WO8-15_v3.png|thumb|center|100px|alt=|&lt;center&gt;'''WO8-15'''&lt;/center&gt;]]<br /> <br /> '''Standard .'''When cold-milled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) sign shall be used in locations described in [https://www.modot.org/missouri-standard-specifications-highway-construction| Specifications Section 622]. <br /> <br /> '''Support .'''Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan. These signs, if used, are furnished by the contractor at the contractor's expense.<br /> <br /> '''Standard. '''When the GROOVED PAVEMENT (WO8-15) sign is in place for greater than three days, the Motorcycle (WO8-15aP) plaque shall be used in addition to the WO8-15 sign.<br /> <br /> =={{SpanID|616.8.39}}616.8.39 NARROW LANES (WO5-5)==<br /> [[File:F06H-01-1_WO5-5.png|thumb|center|100px|alt=|&lt;center&gt;'''WO5-5'''&lt;/center&gt;]]<br /> <br /> '''Option. '''The NARROW LANES (WO5-5) sign may be used on multilane highways where the lane width is temporarily reduced.<br /> <br /> =={{SpanID|616.8.40}}616.8.40 Vehicle Speed Feedback Plaque (WO13-20aP)==<br /> <br /> '''Option. '''A Vehicle Speed Feedback (WO13-20aP) plaque (see [[#fig616.8.40|Figure 616.8.40]]) that displays the speed of an approaching vehicle to the vehicle operator may be used to provide warning to drivers of their speed in relation to a speed limit (R2-1) sign within a TTC zone.<br /> <br /> '''Standard. '''When used to display the speed of an approaching vehicle in relation to the posted speed limit, the Vehicle Speed Feedback (WO13-20aP) plaque shall be mounted below a Speed Limit (R2-1) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)#903.2.20|EPG 903.2.20]]).<br /> <br /> The Vehicle Speed Feedback assembly shall not be installed at a location where the posted speed limit on the route changes. Vehicle Speed Feedback assemblies shall be placed anywhere downstream of a speed limit change but shall be a minimum of 200 feet downstream of a speed limit change on conventional routes and a minimum of 400 feet downstream of a speed limit change on expressways of freeways. Vehicle Speed Feedback assemblies shall be installed in accordance with the Vehicle Speed Feedback Assembly Typical Application.<br /> <br /> The legend YOUR SPEED shall be a black legend on a fluorescent orange retroreflective background. The changeable legend displaying the speed of the approaching vehicle shall be a yellow or orange luminous legend on a black opaque background. The vehicle speed displayed on the changeable portion of the sign shall be displayed as an integer. The Vehicle Speed Feedback plaque shall not flash, strobe, change color, or use other animated elements integrated into the changeable legend display. When no vehicles are approaching, the changeable display shall not display a legend. <br /> <br /> Vehicle Speed Feedback sign equipment shall not have the capability to collect, store or transmit personally identifiable information of any type.<br /> <br /> '''Guidance. '''The changeable portion of the Vehicle Speed Feedback legend should be approximately the same height, width, and stroke of those on the Speed Limit sign it supplements or is mounted below.<br /> <br /> When a WO13-20aP plaque is used with a Speed Limit sign it should be approximately the same width as the Speed Limit sign it is mounted below. <br /> <br /> '''Support. '''See [[907.8 Speed Trailers Deployed by Others|EPG 907.8]] for additional information.<br /> <br /> {{SpanID|fig616.8.40}}<br /> [[File:Figure 616.8.42. Vehicle Speed Feedback Plaque_v3.png|thumb|center|200px|alt=|'''Figure 616.8.40''' Vehicle Speed Feedback Plaque]]<br /> <br /> =={{SpanID|616.8.41}}616.8.41 Object Markers (MUTCD Section 6H.43)==<br /> <br /> '''Support. '''Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C)#903.3.73|EPG 903.3.73]]).'''<br /> <br /> '''Standard. '''A Type 1 Object Marker shall be attached to the lead module of sand-filled impact attenuators. <br /> <br /> '''Option. '''Type 3 Object Markers may be used to supplement other channelizing devices in special situations.</div>

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