Engineering_Policy_Guide - User contributions [en]

908.2 Signs (MUTCD Chapter 7B)

2025-12-18T20:18:11Z

WilkeJ: /* {{SpanID|908.2.3}}908.2.3 School Crossing Signs (MUTCD Section 7B.03) */

[[Category:908 Traffic Controls for School Areas (MUTCD Part 7)|908.2]]

=={{SpanID|908.2.1}}908.2.1 Design of School Signs (MUTCD Section 7B.01) ==

'''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]].

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]]).

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.

The signs used for school area traffic control shall be retroreflective.

'''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.

[[903.1 General (MUTCD Chapter 2A) #903.1.15|EPG 903.1.15]] contains provisions regarding the mounting heights of signs.

[[903.1 General (MUTCD Chapter 2A) #903.1.16|EPG 903.1.16]] contains provisions regarding the lateral offsets of signs.

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.

'''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]].

{{SpanID|tab908.2.1}}
<div style="text-align: center">
{| class="wikitable" style="text-align: center; display: inline-table;"
|+ Table 908.2.1, School Area Sign and Plaque Sizes
|-
! rowspan="2" | Sign or Plaque
! rowspan="2" | Sign Designation
! rowspan="2" | EPG Article
! colspan="3" | Conventional Road
|-
! Standard
! Oversized
! Special
|-
| style="text-align: left" | School
| S1-1
| [[#908.2.2|908.2.2]]
| 36 x 36
| -
| -
|-
| style="text-align: left" | School Bus Stop Ahead
| S3-1
| [[#908.2.4|908.2.4]]
| 36 x 36
| -
| -
|-
| style="text-align: left" | School
| S4-3P
| [[#908.2.2|908.2.2]]
| 36 x 12
| -
| -
|-
| style="text-align: left" | School Speed Limit XX When Flashing
| S5-1
| [[#908.2.5|908.2.5]]
| 36 x 72
| -
| -
|-
| style="text-align: left" | End School Zone
| S5-2
| [[#908.2.2|908.2.2]]
| 24 x 30
| -
| -
|-
| style="text-align: left" | End School Speed Limit
| S5-3
| [[#908.2.5|908.2.5]]
| 24 x 30
| -
| -
|-
| style="text-align: left" | Yield Here for School Crossing
| R1-5a
| [[#908.2.3|908.2.3]]
| 36 x 36
| -
| -
|-
| style="text-align: left" | In-Street School Crossing
| R1-6b
| [[#908.2.3|908.2.3]]
| 12 x 36
| -
| -
|-
| style="text-align: left" | Directional Arrow
| W16-5P
| [[#908.2.2|908.2.2]], [[#908.2.3|908.2.3]]
| 21 x 15
| -
| -
|-
| style="text-align: left" | Advance Turn Arrow
| W16-6P
| [[#908.2.2|908.2.2]], [[#908.2.3|908.2.3]]
| 21 x 15
| -
| -
|-
| style="text-align: left" | Downward Diagonal Arrow
| W16-7P
| [[#908.2.2|908.2.2]], [[#908.2.3|908.2.3]]
| 21 x 15
| -
| -
|-
| style="text-align: left" | Ahead
| W16-9P
| [[#908.2.2|908.2.2]], [[#908.2.3|908.2.3]]
| 24 x 12
| -
| -
|-
| style="text-align: left" colspan="7" | '''Note:'''
# Dimensions are shown in inches and are shown as width x height
|}</div>

=={{SpanID|908.2.2}}908.2.2 School Area Signs and Plaques (MUTCD Section 7B.02) ==

<div style="text-align: center;">
<div style="display:inline-block;vertical-align: bottom;">

[[File:S1-1.png|thumb|none|alt=|150px|'''S1-1''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">

[[File:S4-3P.png|thumb|none|alt=|124px|'''S4-3P''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">

[[File:W16-5P.png|thumb|none|alt=|88px|'''W16-5P''']]
</div>

<div style="display:inline-block;vertical-align: bottom;">
[[File:W16-6P.png|thumb|none|alt=|88px|'''W16-6P''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">
[[File:W16-7P (FYG).png|thumb|none|alt=|88px|'''W16-7P''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">

[[File:W16-9P.png|thumb|none|alt=|100px|'''W16-9P''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">

[[File:S5-2.png|thumb|none|alt=|120px|'''S5-2''']]

</div>
</div>

'''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.

The School (S1-1) sign has the following four applications:

::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.

::B. School Zone – the S1-1 sign can be used to identify the location of the beginning of a designated school zone.

::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.

::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]]).

'''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.

'''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]]).

'''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.

A School Zone (S1-1) sign may be supplemented with a SCHOOL (S4-3P) plaque.

'''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]]).

'''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.

'''Standard. '''Prior to the installation of a Warning Beacon, a TR08 Roadside Flashers for School Operations contract shall be executed.

{{SpanID|fig908.2.2}}
[[File:Figure 908.2.2 Example of Signing for a School Zone.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]]

=={{SpanID|908.2.3}}908.2.3 School Crossing Signs (MUTCD Section 7B.03)==
<div style="text-align: center; ">
<div style="display: inline-block; vertical-align: bottom;">

[[File:School Area Signs.png|thumb|none|alt=|490px|'''School area signs''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">

[[File:R1-5a.png|thumb|none|alt=|100px|'''R1-5a''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">

[[File:R1-6b.png|thumb|none|alt=|100px|'''R1-6b''']]

</div>
{| class="wikitable" style="inline-table; margin: auto;text-align: left;"
|-
|}

</div>

'''Standard. '''The School Advance Crossing assembly shall consist of a School (S1-1) sign supplemented with an AHEAD (W16-9P) plaque.

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).

Prior to the installation of an Advanced School Crossing sign(s), a TR10 or TR11 School Crossing contract shall be executed.

'''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.

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]]).

'''Standard. '''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.

The School Crossing assembly shall not be used at crossings other than those adjacent to schools.

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.

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.

'''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.

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.

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.

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.

'''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.

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.

'''Option. '''In-Street School Crossing signs may be mounted back-to-back on the center line of an undivided roadway.

'''Standard. '''In-Street School Crossing signs shall only be installed:
:A. Permanently on a raised island, or
:B. Temporarily on a portable base.

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]]).

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.

Temporary In-Street School Crossing signs shall be removed from the roadway when the school crossing guard is not present.

'''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.

'''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.

=={{SpanID|908.2.4}}908.2.4 School Bus Stop Signs (MUTCD Section 7B.04) ==

<div style="text-align: center;">
<div style="display: inline-block; vertical-align: middle;">

[[File:S3-1.png|thumb|none|alt=|150px|'''S3-1''']]

</div>
</div>

'''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.

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.

'''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.

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.

{{SpanID|tab908.2.4}}
{| class="wikitable" style="margin: 1em auto 1em auto"
|+ Table 908.2.4, Sight Distance Requirements for use of the S3-1 Sign
! Posted Speed (mph)
! Minimum Sight Distance (ft.)
! Maximum Sight Distance (ft.)
|-
| align="center"|30|| align="center"| 300|| align="center"| 500
|-
| align="center"|35|| align="center"| 300|| align="center"| 500
|-
| align="center"|40|| align="center"| 300|| align="center"| 500
|-
| align="center"|45|| align="center"| 300|| align="center"| 500
|-
| align="center"|50|| align="center"| 300|| align="center"| 510
|-
| align="center"|55|| align="center"| 300|| align="center"| 560
|-
| align="center"|60|| align="center"| 300|| align="center"| 625
|-
| align="center"|65|| align="center"| 500|| align="center"| 700
|-
| align="center"|70|| align="center"| 500|| align="center"|740
|}

'''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.

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:
::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,
::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
::C. A letter has been provided to MoDOT as described in the previous paragraph.

'''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.

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]].

'''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.

'''Guidance.''' MoDOT district staff should send a standard letter requesting verification of school bus stop status prior to the fall session.

'''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.

'''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.

=={{SpanID|908.2.5}}908.2.5 School Speed Limit Signs (MUTCD Section 7B.05)==

<div style="text-align: center;">
<div style="position: relative; display: inline-block; vertical-align: middle; whitespace: nowrap;">

<div style="display:inline-block;vertical-align: middle;">
[[File:S5-1.png|thumb|none|alt=|110px|'''School Speed Limit When Flashing Sign — S5-1''']]
</div>

<div style="display: inline-block; width: 126px;"></div>
<div style="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;">
'''Note:'''<br/>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]])
</div>

</div>

<div style="display:inline-block;vertical-align: bottom;">

[[File:S5-3.png|thumb|none|alt=|120px|'''S5-3''']]

</div>
</div>

'''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]]).

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]]).

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]]).

'''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.

'''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.

'''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.

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.

'''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.

'''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.

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]].

{{SpanID|fig908.2.5.1}}
[[File:Figure 908.2.5.1 Example of Signing for a School Zone with a School Speed Limit and a School Crossing.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]]

{{SpanID|fig908.2.5.2}}
[[File:Figure 908.2.5.2 Example of Signing for a School Speed Limit.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]]

=={{SpanID|908.2.6}}908.2.6 Higher Fines Zone Signs and Plaques in School Areas (MUTCD Section 7B.06)==

'''Support. '''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.

=={{SpanID|908.2.7}}908.2.7 Parking and Stopping (R7 and R8 Series) Signs (MUTCD Section 7B.07) ==

'''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.

'''Support. '''Parking signs and other signs governing the stopping and standing of vehicles in school areas cover a wide variety of regulations.

[[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.

616.13 Other TTC Zone Design Features and Safety Devices (MUTCD Chapter 6M)

2025-12-12T17:51:56Z

WilkeJ: /* {{SpanID|616.13.2}}616.13.2 Positive Protection and Temporary Traffic Barriers (MUTCD Section 6M.02) */

[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.13]]
=={{SpanID|616.13.1}}616.13.1 General (MUTCD Section 6M.01) ==

'''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.

=={{SpanID|616.13.2}}616.13.2 Positive Protection and Temporary Traffic Barriers (MUTCD Section 6M.02) ==

'''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.

Positive protection devices means devices that contain or redirect vehicles and meet applicable industry crashworthiness evaluation criteria.

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].

'''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.

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.

Considerations for positive protection shall include, but are not limited to, the following circumstances:
:A. Work zones on roadways that provide workers no means of escape from motorized traffic such as tunnels or bridges;
:B. Long-term stationary work zones of two weeks or more resulting in substantial worker exposure to motorized traffic;
:C. Projects with work zone operating speed limits of 45 mph or greater, especially when combined with high traffic volumes;
:D. Work operations that place workers, pedestrians, or bicyclists close to travel lanes open to traffic; and
:E. Roadside hazards, such as drop-offs or unfinished bridge decks, that will remain in place overnight or longer.

Temporary traffic barrier shall be required on the following:
:A. Roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), and
:B. Bridge rehabilitation jobs with bridge rail replacement and/or full depth repair.

'''Guidance. '''Temporary traffic barrier should be considered for long-term bridge repair work.

'''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.

Work zone setups vary depending on the nature of the positive protection used.

23 CFR Part 630.1108(a) contains additional requirements for certain projects.

'''Option. '''Temporary traffic barriers may be used to separate two-way vehicular traffic.

'''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.

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)]]).

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.

'''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.

'''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]].

=={{SpanID|616.13.3}}616.13.3 Temporary Raised Islands (MUTCD Section 6M.03)==

'''Standard. '''Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices'''.'''

'''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.

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.

'''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.

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.

'''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.

=={{SpanID|616.13.4}}616.13.4 Detectable Edging for Pedestrians (MUTCD Section 6M.04)==

'''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.

'''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.

'''Support. '''Examples of detectable edging for pedestrians include:
:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
: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.
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.
:D. Formed-in-place asphalt or concrete curb.
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
: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.
:G. Chain link or other fencing equipped with a continuous bottom rail.

'''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.

=={{SpanID|616.13.5}}616.13.5 Crash Cushions (MUTCD Section 6M.05)==

'''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.

See [[617.1 Temporary Traffic Barriers|EPG 617.1]] and [[:Category:612 Impact Attenuators#612.1_Truck-Mounted_Attenuators|EPG 612.1]].

'''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.

'''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.

'''Standard. '''Stationary crash cushions shall be designed for the specific application intended.

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.

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.

'''Support. '''See [[:Category:612 Impact Attenuators|EPG 612]] for the use of protective vehicle and truck/trailer-mounted attenuators.

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.

'''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.

'''Support. '''Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO contains additional information regarding the use of shadow vehicles.

=={{SpanID|616.13.6}}616.13.6 Temporary Transverse Rumble Strips (MUTCD Section 6M.06)==

'''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.

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.

Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.

'''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.

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 [[#fig616.13.6.1|Figure 616.13.6.1]] on center with the RUMBLE STRIPS AHEAD sign.

If temporary rumble strips are used in work zones, any damage done to pavement shall be restored to the existing condition.

===616.13.6.1 Temporary Rumble Strips for Work Zones===

'''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.

'''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.

'''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].

===616.13.6.2 Placement of Temporary Rumble Strips for Work Zones===

'''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.

'''Standard. '''Temporary rumble strips shall be placed perpendicular to traffic.

'''Guidance. '''The following information is applicable to temporary long-term rumble strips, except where noted.
:A. Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
:B. Temporary rumble strips should be place on tangent roadway segments. Placement at or just beyond a vertical curve crest should be avoided.
: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.
: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.
: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.
:F. Additional sets of temporary long-term rumble strips should be used to get the attention of drivers.

'''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.

{{SpanID|fig616.13.6.1}}
[[File:Figure 616.13.6.1 Temporary Rumble Strip Placement.png|thumb|center|800px|alt=|'''Figure 616.13.6.1''' Temporary Rumble Strip Placement]]

{{SpanID|fig616.13.6.2}}
[[File:Figure 616.13.6.2 Temporary Rumble Strip Placement using Traffic Control Signals.png|thumb|center|800px|alt=|'''Figure 616.13.6.2''' Temporary Rumble Strip Placement using Traffic Control Signals]]

{{SpanID|fig616.13.6.3}}
[[File:Figure 616.13.6.3 Rumble Strip Placement on a Divided Highway.png|thumb|center|800px|alt=|'''Figure 616.13.6.3''' Rumble Strip Placement on a Divided Highway]]

=={{SpanID|616.13.7}}616.13.7 Screens (MUTCD Section 6M.07)==

'''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.

See [[617.1 Temporary Traffic Barriers|EPG 617.1]] for additional information.

'''Guidance. '''Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the operation of vehicles.

'''Option. '''Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.

'''Guidance. '''Design of screens should be in accordance with Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO.

=={{SpanID|616.13.8}}616.13.8 Lighting for Night Work (MUTCD Section 6M.08)==

'''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]]).

'''Guidance. '''When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings, and other areas.

When used, floodlighting should be installed in a manner that minimizes glare to approaching road users, flaggers, or workers.

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.

'''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.

'''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.

'''Support. '''Temporary fixed lighting illuminates specific areas of significance to guide road users within the TTC zone during nighttime hours.

'''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.

'''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.

'''Standard. '''If temporary fixed lighting is used, it shall be designed and shown in the plans.

'''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.

'''Standard. '''Except in emergency situations, flagger stations shall be illuminated at night.

===616.13.8.1 Fleet Lighting===

'''Support. '''Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone.

'''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.

'''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.

'''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]].

616.13 Other TTC Zone Design Features and Safety Devices (MUTCD Chapter 6M)

2025-12-10T13:26:43Z

WilkeJ: /* {{SpanID|616.13.8}}616.13.8 Lighting for Night Work (Section 6M.08) */

[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.13]]
=={{SpanID|616.13.1}}616.13.1 General (MUTCD Section 6M.01) ==

'''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.

=={{SpanID|616.13.2}}616.13.2 Positive Protection and Temporary Traffic Barriers (MUTCD Section 6M.02) ==

'''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.

Positive protection devices means devices that contain or redirect vehicles and meet applicable industry crashworthiness evaluation criteria.

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].

'''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.

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.

Considerations for positive protection shall include, but are not limited to, the following circumstances:
:A. Work zones that provide workers no means of escape from motorized traffic such as tunnels or bridges;
:B. Long-term stationary work zones of two weeks or more resulting in substantial worker exposure to motorized traffic;
:C. Projects with anticipated operating speeds of 45 mph or greater, especially when combined with high traffic volumes;
:D. Work operations that place workers, pedestrians, or bicyclists close to travel lanes open to traffic; and
:E. Roadside hazards, such as drop-offs or unfinished bridge decks, that will remain in place overnight or longer.

Temporary traffic barrier shall be required on the following:
:A. Roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), and
:B. Bridge rehabilitation jobs with bridge rail replacement and/or full depth repair.

'''Guidance. '''Temporary traffic barrier should be considered for long-term bridge repair work.

'''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.

Work zone setups vary depending on the nature of the positive protection used.

23 CFR Part 630.1108(a) contains additional requirements for certain projects.

'''Option. '''Temporary traffic barriers may be used to separate two-way vehicular traffic.

'''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.

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)]]).

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.

'''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.

'''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]].

=={{SpanID|616.13.3}}616.13.3 Temporary Raised Islands (MUTCD Section 6M.03)==

'''Standard. '''Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices'''.'''

'''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.

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.

'''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.

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.

'''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.

=={{SpanID|616.13.4}}616.13.4 Detectable Edging for Pedestrians (MUTCD Section 6M.04)==

'''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.

'''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.

'''Support. '''Examples of detectable edging for pedestrians include:
:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
: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.
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.
:D. Formed-in-place asphalt or concrete curb.
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
: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.
:G. Chain link or other fencing equipped with a continuous bottom rail.

'''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.

=={{SpanID|616.13.5}}616.13.5 Crash Cushions (MUTCD Section 6M.05)==

'''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.

See [[617.1 Temporary Traffic Barriers|EPG 617.1]] and [[:Category:612 Impact Attenuators#612.1_Truck-Mounted_Attenuators|EPG 612.1]].

'''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.

'''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.

'''Standard. '''Stationary crash cushions shall be designed for the specific application intended.

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.

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.

'''Support. '''See [[:Category:612 Impact Attenuators|EPG 612]] for the use of protective vehicle and truck/trailer-mounted attenuators.

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.

'''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.

'''Support. '''Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO contains additional information regarding the use of shadow vehicles.

=={{SpanID|616.13.6}}616.13.6 Temporary Transverse Rumble Strips (MUTCD Section 6M.06)==

'''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.

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.

Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.

'''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.

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 [[#fig616.13.6.1|Figure 616.13.6.1]] on center with the RUMBLE STRIPS AHEAD sign.

If temporary rumble strips are used in work zones, any damage done to pavement shall be restored to the existing condition.

===616.13.6.1 Temporary Rumble Strips for Work Zones===

'''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.

'''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.

'''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].

===616.13.6.2 Placement of Temporary Rumble Strips for Work Zones===

'''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.

'''Standard. '''Temporary rumble strips shall be placed perpendicular to traffic.

'''Guidance. '''The following information is applicable to temporary long-term rumble strips, except where noted.
:A. Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
:B. Temporary rumble strips should be place on tangent roadway segments. Placement at or just beyond a vertical curve crest should be avoided.
: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.
: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.
: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.
:F. Additional sets of temporary long-term rumble strips should be used to get the attention of drivers.

'''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.

{{SpanID|fig616.13.6.1}}
[[File:Figure 616.13.6.1 Temporary Rumble Strip Placement.png|thumb|center|800px|alt=|'''Figure 616.13.6.1''' Temporary Rumble Strip Placement]]

{{SpanID|fig616.13.6.2}}
[[File:Figure 616.13.6.2 Temporary Rumble Strip Placement using Traffic Control Signals.png|thumb|center|800px|alt=|'''Figure 616.13.6.2''' Temporary Rumble Strip Placement using Traffic Control Signals]]

{{SpanID|fig616.13.6.3}}
[[File:Figure 616.13.6.3 Rumble Strip Placement on a Divided Highway.png|thumb|center|800px|alt=|'''Figure 616.13.6.3''' Rumble Strip Placement on a Divided Highway]]

=={{SpanID|616.13.7}}616.13.7 Screens (MUTCD Section 6M.07)==

'''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.

See [[617.1 Temporary Traffic Barriers|EPG 617.1]] for additional information.

'''Guidance. '''Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the operation of vehicles.

'''Option. '''Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.

'''Guidance. '''Design of screens should be in accordance with Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO.

=={{SpanID|616.13.8}}616.13.8 Lighting for Night Work (MUTCD Section 6M.08)==

'''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]]).

'''Guidance. '''When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings, and other areas.

When used, floodlighting should be installed in a manner that minimizes glare to approaching road users, flaggers, or workers.

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.

'''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.

'''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.

'''Support. '''Temporary fixed lighting illuminates specific areas of significance to guide road users within the TTC zone during nighttime hours.

'''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.

'''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.

'''Standard. '''If temporary fixed lighting is used, it shall be designed and shown in the plans.

'''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.

'''Standard. '''Except in emergency situations, flagger stations shall be illuminated at night.

===616.13.8.1 Fleet Lighting===

'''Support. '''Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone.

'''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.

'''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.

'''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]].

616.13 Other TTC Zone Design Features and Safety Devices (MUTCD Chapter 6M)

2025-12-10T13:26:18Z

WilkeJ: /* {{SpanID|616.13.7}}616.13.7 Screens (Section 6M.07) */

[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.13]]
=={{SpanID|616.13.1}}616.13.1 General (MUTCD Section 6M.01) ==

'''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.

=={{SpanID|616.13.2}}616.13.2 Positive Protection and Temporary Traffic Barriers (MUTCD Section 6M.02) ==

'''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.

Positive protection devices means devices that contain or redirect vehicles and meet applicable industry crashworthiness evaluation criteria.

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].

'''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.

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.

Considerations for positive protection shall include, but are not limited to, the following circumstances:
:A. Work zones that provide workers no means of escape from motorized traffic such as tunnels or bridges;
:B. Long-term stationary work zones of two weeks or more resulting in substantial worker exposure to motorized traffic;
:C. Projects with anticipated operating speeds of 45 mph or greater, especially when combined with high traffic volumes;
:D. Work operations that place workers, pedestrians, or bicyclists close to travel lanes open to traffic; and
:E. Roadside hazards, such as drop-offs or unfinished bridge decks, that will remain in place overnight or longer.

Temporary traffic barrier shall be required on the following:
:A. Roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), and
:B. Bridge rehabilitation jobs with bridge rail replacement and/or full depth repair.

'''Guidance. '''Temporary traffic barrier should be considered for long-term bridge repair work.

'''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.

Work zone setups vary depending on the nature of the positive protection used.

23 CFR Part 630.1108(a) contains additional requirements for certain projects.

'''Option. '''Temporary traffic barriers may be used to separate two-way vehicular traffic.

'''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.

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)]]).

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.

'''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.

'''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]].

=={{SpanID|616.13.3}}616.13.3 Temporary Raised Islands (MUTCD Section 6M.03)==

'''Standard. '''Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices'''.'''

'''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.

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.

'''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.

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.

'''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.

=={{SpanID|616.13.4}}616.13.4 Detectable Edging for Pedestrians (MUTCD Section 6M.04)==

'''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.

'''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.

'''Support. '''Examples of detectable edging for pedestrians include:
:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
: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.
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.
:D. Formed-in-place asphalt or concrete curb.
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
: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.
:G. Chain link or other fencing equipped with a continuous bottom rail.

'''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.

=={{SpanID|616.13.5}}616.13.5 Crash Cushions (MUTCD Section 6M.05)==

'''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.

See [[617.1 Temporary Traffic Barriers|EPG 617.1]] and [[:Category:612 Impact Attenuators#612.1_Truck-Mounted_Attenuators|EPG 612.1]].

'''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.

'''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.

'''Standard. '''Stationary crash cushions shall be designed for the specific application intended.

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.

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.

'''Support. '''See [[:Category:612 Impact Attenuators|EPG 612]] for the use of protective vehicle and truck/trailer-mounted attenuators.

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.

'''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.

'''Support. '''Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO contains additional information regarding the use of shadow vehicles.

=={{SpanID|616.13.6}}616.13.6 Temporary Transverse Rumble Strips (MUTCD Section 6M.06)==

'''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.

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.

Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.

'''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.

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 [[#fig616.13.6.1|Figure 616.13.6.1]] on center with the RUMBLE STRIPS AHEAD sign.

If temporary rumble strips are used in work zones, any damage done to pavement shall be restored to the existing condition.

===616.13.6.1 Temporary Rumble Strips for Work Zones===

'''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.

'''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.

'''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].

===616.13.6.2 Placement of Temporary Rumble Strips for Work Zones===

'''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.

'''Standard. '''Temporary rumble strips shall be placed perpendicular to traffic.

'''Guidance. '''The following information is applicable to temporary long-term rumble strips, except where noted.
:A. Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
:B. Temporary rumble strips should be place on tangent roadway segments. Placement at or just beyond a vertical curve crest should be avoided.
: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.
: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.
: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.
:F. Additional sets of temporary long-term rumble strips should be used to get the attention of drivers.

'''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.

{{SpanID|fig616.13.6.1}}
[[File:Figure 616.13.6.1 Temporary Rumble Strip Placement.png|thumb|center|800px|alt=|'''Figure 616.13.6.1''' Temporary Rumble Strip Placement]]

{{SpanID|fig616.13.6.2}}
[[File:Figure 616.13.6.2 Temporary Rumble Strip Placement using Traffic Control Signals.png|thumb|center|800px|alt=|'''Figure 616.13.6.2''' Temporary Rumble Strip Placement using Traffic Control Signals]]

{{SpanID|fig616.13.6.3}}
[[File:Figure 616.13.6.3 Rumble Strip Placement on a Divided Highway.png|thumb|center|800px|alt=|'''Figure 616.13.6.3''' Rumble Strip Placement on a Divided Highway]]

=={{SpanID|616.13.7}}616.13.7 Screens (MUTCD Section 6M.07)==

'''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.

See [[617.1 Temporary Traffic Barriers|EPG 617.1]] for additional information.

'''Guidance. '''Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the operation of vehicles.

'''Option. '''Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.

'''Guidance. '''Design of screens should be in accordance with Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO.

=={{SpanID|616.13.8}}616.13.8 Lighting for Night Work (Section 6M.08)==

'''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]]).

'''Guidance. '''When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings, and other areas.

When used, floodlighting should be installed in a manner that minimizes glare to approaching road users, flaggers, or workers.

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.

'''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.

'''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.

'''Support. '''Temporary fixed lighting illuminates specific areas of significance to guide road users within the TTC zone during nighttime hours.

'''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.

'''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.

'''Standard. '''If temporary fixed lighting is used, it shall be designed and shown in the plans.

'''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.

'''Standard. '''Except in emergency situations, flagger stations shall be illuminated at night.

===616.13.8.1 Fleet Lighting===

'''Support. '''Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone.

'''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.

'''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.

'''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]].

616.13 Other TTC Zone Design Features and Safety Devices (MUTCD Chapter 6M)

2025-12-10T13:26:07Z

WilkeJ: /* {{SpanID|616.13.6}}616.13.6 Temporary Transverse Rumble Strips (Section 6M.06) */

[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.13]]
=={{SpanID|616.13.1}}616.13.1 General (MUTCD Section 6M.01) ==

'''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.

=={{SpanID|616.13.2}}616.13.2 Positive Protection and Temporary Traffic Barriers (MUTCD Section 6M.02) ==

'''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.

Positive protection devices means devices that contain or redirect vehicles and meet applicable industry crashworthiness evaluation criteria.

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].

'''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.

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.

Considerations for positive protection shall include, but are not limited to, the following circumstances:
:A. Work zones that provide workers no means of escape from motorized traffic such as tunnels or bridges;
:B. Long-term stationary work zones of two weeks or more resulting in substantial worker exposure to motorized traffic;
:C. Projects with anticipated operating speeds of 45 mph or greater, especially when combined with high traffic volumes;
:D. Work operations that place workers, pedestrians, or bicyclists close to travel lanes open to traffic; and
:E. Roadside hazards, such as drop-offs or unfinished bridge decks, that will remain in place overnight or longer.

Temporary traffic barrier shall be required on the following:
:A. Roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), and
:B. Bridge rehabilitation jobs with bridge rail replacement and/or full depth repair.

'''Guidance. '''Temporary traffic barrier should be considered for long-term bridge repair work.

'''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.

Work zone setups vary depending on the nature of the positive protection used.

23 CFR Part 630.1108(a) contains additional requirements for certain projects.

'''Option. '''Temporary traffic barriers may be used to separate two-way vehicular traffic.

'''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.

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)]]).

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.

'''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.

'''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]].

=={{SpanID|616.13.3}}616.13.3 Temporary Raised Islands (MUTCD Section 6M.03)==

'''Standard. '''Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices'''.'''

'''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.

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.

'''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.

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.

'''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.

=={{SpanID|616.13.4}}616.13.4 Detectable Edging for Pedestrians (MUTCD Section 6M.04)==

'''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.

'''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.

'''Support. '''Examples of detectable edging for pedestrians include:
:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
: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.
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.
:D. Formed-in-place asphalt or concrete curb.
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
: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.
:G. Chain link or other fencing equipped with a continuous bottom rail.

'''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.

=={{SpanID|616.13.5}}616.13.5 Crash Cushions (MUTCD Section 6M.05)==

'''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.

See [[617.1 Temporary Traffic Barriers|EPG 617.1]] and [[:Category:612 Impact Attenuators#612.1_Truck-Mounted_Attenuators|EPG 612.1]].

'''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.

'''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.

'''Standard. '''Stationary crash cushions shall be designed for the specific application intended.

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.

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.

'''Support. '''See [[:Category:612 Impact Attenuators|EPG 612]] for the use of protective vehicle and truck/trailer-mounted attenuators.

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.

'''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.

'''Support. '''Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO contains additional information regarding the use of shadow vehicles.

=={{SpanID|616.13.6}}616.13.6 Temporary Transverse Rumble Strips (MUTCD Section 6M.06)==

'''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.

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.

Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.

'''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.

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 [[#fig616.13.6.1|Figure 616.13.6.1]] on center with the RUMBLE STRIPS AHEAD sign.

If temporary rumble strips are used in work zones, any damage done to pavement shall be restored to the existing condition.

===616.13.6.1 Temporary Rumble Strips for Work Zones===

'''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.

'''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.

'''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].

===616.13.6.2 Placement of Temporary Rumble Strips for Work Zones===

'''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.

'''Standard. '''Temporary rumble strips shall be placed perpendicular to traffic.

'''Guidance. '''The following information is applicable to temporary long-term rumble strips, except where noted.
:A. Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
:B. Temporary rumble strips should be place on tangent roadway segments. Placement at or just beyond a vertical curve crest should be avoided.
: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.
: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.
: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.
:F. Additional sets of temporary long-term rumble strips should be used to get the attention of drivers.

'''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.

{{SpanID|fig616.13.6.1}}
[[File:Figure 616.13.6.1 Temporary Rumble Strip Placement.png|thumb|center|800px|alt=|'''Figure 616.13.6.1''' Temporary Rumble Strip Placement]]

{{SpanID|fig616.13.6.2}}
[[File:Figure 616.13.6.2 Temporary Rumble Strip Placement using Traffic Control Signals.png|thumb|center|800px|alt=|'''Figure 616.13.6.2''' Temporary Rumble Strip Placement using Traffic Control Signals]]

{{SpanID|fig616.13.6.3}}
[[File:Figure 616.13.6.3 Rumble Strip Placement on a Divided Highway.png|thumb|center|800px|alt=|'''Figure 616.13.6.3''' Rumble Strip Placement on a Divided Highway]]

=={{SpanID|616.13.7}}616.13.7 Screens (Section 6M.07)==

'''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.

See [[617.1 Temporary Traffic Barriers|EPG 617.1]] for additional information.

'''Guidance. '''Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the operation of vehicles.

'''Option. '''Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.

'''Guidance. '''Design of screens should be in accordance with Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO.

=={{SpanID|616.13.8}}616.13.8 Lighting for Night Work (Section 6M.08)==

'''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]]).

'''Guidance. '''When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings, and other areas.

When used, floodlighting should be installed in a manner that minimizes glare to approaching road users, flaggers, or workers.

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.

'''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.

'''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.

'''Support. '''Temporary fixed lighting illuminates specific areas of significance to guide road users within the TTC zone during nighttime hours.

'''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.

'''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.

'''Standard. '''If temporary fixed lighting is used, it shall be designed and shown in the plans.

'''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.

'''Standard. '''Except in emergency situations, flagger stations shall be illuminated at night.

===616.13.8.1 Fleet Lighting===

'''Support. '''Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone.

'''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.

'''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.

'''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]].

616.13 Other TTC Zone Design Features and Safety Devices (MUTCD Chapter 6M)

2025-12-10T13:25:53Z

WilkeJ: /* {{SpanID|616.13.5}}616.13.5 Crash Cushions (Section 6M.05) */

[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.13]]
=={{SpanID|616.13.1}}616.13.1 General (MUTCD Section 6M.01) ==

'''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.

=={{SpanID|616.13.2}}616.13.2 Positive Protection and Temporary Traffic Barriers (MUTCD Section 6M.02) ==

'''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.

Positive protection devices means devices that contain or redirect vehicles and meet applicable industry crashworthiness evaluation criteria.

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].

'''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.

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.

Considerations for positive protection shall include, but are not limited to, the following circumstances:
:A. Work zones that provide workers no means of escape from motorized traffic such as tunnels or bridges;
:B. Long-term stationary work zones of two weeks or more resulting in substantial worker exposure to motorized traffic;
:C. Projects with anticipated operating speeds of 45 mph or greater, especially when combined with high traffic volumes;
:D. Work operations that place workers, pedestrians, or bicyclists close to travel lanes open to traffic; and
:E. Roadside hazards, such as drop-offs or unfinished bridge decks, that will remain in place overnight or longer.

Temporary traffic barrier shall be required on the following:
:A. Roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), and
:B. Bridge rehabilitation jobs with bridge rail replacement and/or full depth repair.

'''Guidance. '''Temporary traffic barrier should be considered for long-term bridge repair work.

'''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.

Work zone setups vary depending on the nature of the positive protection used.

23 CFR Part 630.1108(a) contains additional requirements for certain projects.

'''Option. '''Temporary traffic barriers may be used to separate two-way vehicular traffic.

'''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.

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)]]).

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.

'''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.

'''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]].

=={{SpanID|616.13.3}}616.13.3 Temporary Raised Islands (MUTCD Section 6M.03)==

'''Standard. '''Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices'''.'''

'''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.

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.

'''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.

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.

'''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.

=={{SpanID|616.13.4}}616.13.4 Detectable Edging for Pedestrians (MUTCD Section 6M.04)==

'''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.

'''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.

'''Support. '''Examples of detectable edging for pedestrians include:
:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
: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.
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.
:D. Formed-in-place asphalt or concrete curb.
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
: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.
:G. Chain link or other fencing equipped with a continuous bottom rail.

'''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.

=={{SpanID|616.13.5}}616.13.5 Crash Cushions (MUTCD Section 6M.05)==

'''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.

See [[617.1 Temporary Traffic Barriers|EPG 617.1]] and [[:Category:612 Impact Attenuators#612.1_Truck-Mounted_Attenuators|EPG 612.1]].

'''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.

'''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.

'''Standard. '''Stationary crash cushions shall be designed for the specific application intended.

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.

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.

'''Support. '''See [[:Category:612 Impact Attenuators|EPG 612]] for the use of protective vehicle and truck/trailer-mounted attenuators.

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.

'''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.

'''Support. '''Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO contains additional information regarding the use of shadow vehicles.

=={{SpanID|616.13.6}}616.13.6 Temporary Transverse Rumble Strips (Section 6M.06)==

'''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.

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.

Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.

'''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.

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 [[#fig616.13.6.1|Figure 616.13.6.1]] on center with the RUMBLE STRIPS AHEAD sign.

If temporary rumble strips are used in work zones, any damage done to pavement shall be restored to the existing condition.

===616.13.6.1 Temporary Rumble Strips for Work Zones===

'''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.

'''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.

'''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].

===616.13.6.2 Placement of Temporary Rumble Strips for Work Zones===

'''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.

'''Standard. '''Temporary rumble strips shall be placed perpendicular to traffic.

'''Guidance. '''The following information is applicable to temporary long-term rumble strips, except where noted.
:A. Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
:B. Temporary rumble strips should be place on tangent roadway segments. Placement at or just beyond a vertical curve crest should be avoided.
: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.
: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.
: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.
:F. Additional sets of temporary long-term rumble strips should be used to get the attention of drivers.

'''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.

{{SpanID|fig616.13.6.1}}
[[File:Figure 616.13.6.1 Temporary Rumble Strip Placement.png|thumb|center|800px|alt=|'''Figure 616.13.6.1''' Temporary Rumble Strip Placement]]

{{SpanID|fig616.13.6.2}}
[[File:Figure 616.13.6.2 Temporary Rumble Strip Placement using Traffic Control Signals.png|thumb|center|800px|alt=|'''Figure 616.13.6.2''' Temporary Rumble Strip Placement using Traffic Control Signals]]

{{SpanID|fig616.13.6.3}}
[[File:Figure 616.13.6.3 Rumble Strip Placement on a Divided Highway.png|thumb|center|800px|alt=|'''Figure 616.13.6.3''' Rumble Strip Placement on a Divided Highway]]

=={{SpanID|616.13.7}}616.13.7 Screens (Section 6M.07)==

'''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.

See [[617.1 Temporary Traffic Barriers|EPG 617.1]] for additional information.

'''Guidance. '''Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the operation of vehicles.

'''Option. '''Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.

'''Guidance. '''Design of screens should be in accordance with Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO.

=={{SpanID|616.13.8}}616.13.8 Lighting for Night Work (Section 6M.08)==

'''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]]).

'''Guidance. '''When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings, and other areas.

When used, floodlighting should be installed in a manner that minimizes glare to approaching road users, flaggers, or workers.

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.

'''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.

'''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.

'''Support. '''Temporary fixed lighting illuminates specific areas of significance to guide road users within the TTC zone during nighttime hours.

'''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.

'''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.

'''Standard. '''If temporary fixed lighting is used, it shall be designed and shown in the plans.

'''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.

'''Standard. '''Except in emergency situations, flagger stations shall be illuminated at night.

===616.13.8.1 Fleet Lighting===

'''Support. '''Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone.

'''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.

'''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.

'''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]].

616.13 Other TTC Zone Design Features and Safety Devices (MUTCD Chapter 6M)

2025-12-10T13:25:35Z

WilkeJ: /* {{SpanID|616.13.4}}616.13.4 Detectable Edging for Pedestrians (Section 6M.04) */

[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.13]]
=={{SpanID|616.13.1}}616.13.1 General (MUTCD Section 6M.01) ==

'''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.

=={{SpanID|616.13.2}}616.13.2 Positive Protection and Temporary Traffic Barriers (MUTCD Section 6M.02) ==

'''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.

Positive protection devices means devices that contain or redirect vehicles and meet applicable industry crashworthiness evaluation criteria.

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].

'''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.

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.

Considerations for positive protection shall include, but are not limited to, the following circumstances:
:A. Work zones that provide workers no means of escape from motorized traffic such as tunnels or bridges;
:B. Long-term stationary work zones of two weeks or more resulting in substantial worker exposure to motorized traffic;
:C. Projects with anticipated operating speeds of 45 mph or greater, especially when combined with high traffic volumes;
:D. Work operations that place workers, pedestrians, or bicyclists close to travel lanes open to traffic; and
:E. Roadside hazards, such as drop-offs or unfinished bridge decks, that will remain in place overnight or longer.

Temporary traffic barrier shall be required on the following:
:A. Roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), and
:B. Bridge rehabilitation jobs with bridge rail replacement and/or full depth repair.

'''Guidance. '''Temporary traffic barrier should be considered for long-term bridge repair work.

'''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.

Work zone setups vary depending on the nature of the positive protection used.

23 CFR Part 630.1108(a) contains additional requirements for certain projects.

'''Option. '''Temporary traffic barriers may be used to separate two-way vehicular traffic.

'''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.

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)]]).

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.

'''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.

'''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]].

=={{SpanID|616.13.3}}616.13.3 Temporary Raised Islands (MUTCD Section 6M.03)==

'''Standard. '''Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices'''.'''

'''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.

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.

'''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.

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.

'''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.

=={{SpanID|616.13.4}}616.13.4 Detectable Edging for Pedestrians (MUTCD Section 6M.04)==

'''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.

'''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.

'''Support. '''Examples of detectable edging for pedestrians include:
:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
: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.
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.
:D. Formed-in-place asphalt or concrete curb.
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
: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.
:G. Chain link or other fencing equipped with a continuous bottom rail.

'''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.

=={{SpanID|616.13.5}}616.13.5 Crash Cushions (Section 6M.05)==

'''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.

See [[617.1 Temporary Traffic Barriers|EPG 617.1]] and [[:Category:612 Impact Attenuators#612.1_Truck-Mounted_Attenuators|EPG 612.1]].

'''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.

'''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.

'''Standard. '''Stationary crash cushions shall be designed for the specific application intended.

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.

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.

'''Support. '''See [[:Category:612 Impact Attenuators|EPG 612]] for the use of protective vehicle and truck/trailer-mounted attenuators.

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.

'''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.

'''Support. '''Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO contains additional information regarding the use of shadow vehicles.

=={{SpanID|616.13.6}}616.13.6 Temporary Transverse Rumble Strips (Section 6M.06)==

'''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.

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.

Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.

'''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.

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 [[#fig616.13.6.1|Figure 616.13.6.1]] on center with the RUMBLE STRIPS AHEAD sign.

If temporary rumble strips are used in work zones, any damage done to pavement shall be restored to the existing condition.

===616.13.6.1 Temporary Rumble Strips for Work Zones===

'''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.

'''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.

'''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].

===616.13.6.2 Placement of Temporary Rumble Strips for Work Zones===

'''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.

'''Standard. '''Temporary rumble strips shall be placed perpendicular to traffic.

'''Guidance. '''The following information is applicable to temporary long-term rumble strips, except where noted.
:A. Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
:B. Temporary rumble strips should be place on tangent roadway segments. Placement at or just beyond a vertical curve crest should be avoided.
: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.
: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.
: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.
:F. Additional sets of temporary long-term rumble strips should be used to get the attention of drivers.

'''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.

{{SpanID|fig616.13.6.1}}
[[File:Figure 616.13.6.1 Temporary Rumble Strip Placement.png|thumb|center|800px|alt=|'''Figure 616.13.6.1''' Temporary Rumble Strip Placement]]

{{SpanID|fig616.13.6.2}}
[[File:Figure 616.13.6.2 Temporary Rumble Strip Placement using Traffic Control Signals.png|thumb|center|800px|alt=|'''Figure 616.13.6.2''' Temporary Rumble Strip Placement using Traffic Control Signals]]

{{SpanID|fig616.13.6.3}}
[[File:Figure 616.13.6.3 Rumble Strip Placement on a Divided Highway.png|thumb|center|800px|alt=|'''Figure 616.13.6.3''' Rumble Strip Placement on a Divided Highway]]

=={{SpanID|616.13.7}}616.13.7 Screens (Section 6M.07)==

'''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.

See [[617.1 Temporary Traffic Barriers|EPG 617.1]] for additional information.

'''Guidance. '''Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the operation of vehicles.

'''Option. '''Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.

'''Guidance. '''Design of screens should be in accordance with Chapter 9 of “Roadside Design Guide,” 4th Edition, 2011, AASHTO.

=={{SpanID|616.13.8}}616.13.8 Lighting for Night Work (Section 6M.08)==

'''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]]).

'''Guidance. '''When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings, and other areas.

When used, floodlighting should be installed in a manner that minimizes glare to approaching road users, flaggers, or workers.

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.

'''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.

'''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.

'''Support. '''Temporary fixed lighting illuminates specific areas of significance to guide road users within the TTC zone during nighttime hours.

'''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.

'''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.

'''Standard. '''If temporary fixed lighting is used, it shall be designed and shown in the plans.

'''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.

'''Standard. '''Except in emergency situations, flagger stations shall be illuminated at night.

===616.13.8.1 Fleet Lighting===

'''Support. '''Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone.

'''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.

'''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.

'''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]].

616.12 Other TTC Zone Traffic Control Devices (MUTCD Chapter 6L)

2025-12-10T13:24:48Z

WilkeJ: /* {{SpanID|616.12.5}}616.12.5 Portable Changeable Message Signs (MUTCD Section 6L.05) */

[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.12]]
=={{SpanID|616.12.1}}616.12.1 Temporary Traffic Control Signals (MUTCD Section 6L.01) ==

'''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]].

'''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.

'''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]].

'''Guidance. '''When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.

'''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.

'''Option. '''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.

'''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]]).

'''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.

'''Support. '''Factors related to the design and application of temporary traffic control signals include the following:
:A. Safety and road user needs;
:B. Work staging and operations;
:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);
:D. Sight distance restrictions;
:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);
:F. Road-user volumes including roadway and intersection capacity;
:G. Affected side streets and driveways;
:H. Vehicle speeds;
:I. The placement of other TTC devices;
:J. Parking;
:K. Turning restrictions;
:L. Pedestrians;
:M. The nature of adjacent land uses (such as residential or commercial);
:N. Legal authority;
:O. Signal phasing and timing requirements;
:P. Full-time or part-time operation;
:Q. Actuated, fixed-time, or manual operation;
:R. Power failures or other emergencies;
:S. Inspection and maintenance needs;
:T. Need for detailed placement, timing, and operation records; and
:U. Operation by contractors or by others.

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.

'''Guidance. '''Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings, and channelizing devices.

Temporary traffic control signals not in use should be covered or removed.

If a temporary traffic control signal is located within ½ mile of an adjacent traffic control signal, consideration should be given to interconnected operation.

'''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.

=={{SpanID|616.12.2}}616.12.2 Automated Flagger Assistance Devices – General (MUTCD Section 6L.02)==

'''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.

There are two types of AFADs:
: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.
: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.

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:
:A. Bridge maintenance,
:B. Haul road crossings, and
:C. Pavement patching.

'''Standard. '''AFADs shall only be used in situations where there is only one lane of approaching traffic in the direction to be controlled.

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]].

'''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]]).

'''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]].

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]].

'''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.

'''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.

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.

The use of AFADs shall conform to one of the following methods:
:A. An AFAD at each end of the TTC zone (Method 1), or
:B. An AFAD at one end of the TTC zone and a flagger at the opposite end (Method 2).

Except as provided in the following Option paragraph, two flaggers shall be used when using either Method 1 or Method 2.

'''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:
:A. The flagger has an unobstructed view of the AFAD(s), and
:B. The flagger has an unobstructed view of approaching traffic in both directions.

'''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.

'''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.

'''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:
:A. Conditions applicable for the use of Method 1 and Method 2 AFAD operation,
:B. Volume criteria,
:C. Maximum distance between AFADs,
:D. Conflicting lenses/indications monitoring requirements,
:E. Fail-safe procedures,
:F. Additional signing and pavement markings,
:G. Application consistency,
:H. Larger signs or lenses to increase visibility, and
:I. Use of backplates.

=={{SpanID|616.12.3}}616.12.3 STOP/SLOW Automated Flagger Assistance Devices (MUTCD Section 6L.03) ==

'''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]]).

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.

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.

The AFAD’s STOP/SLOW sign shall be supplemented with active conspicuity devices by incorporating either:
: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
: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]].

'''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.

'''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.

'''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.

'''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.

'''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.

'''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.

'''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:
:A. The minimum vertical aspect of the arm and sheeting shall be 2 inches, and
:B. The end of the arm shall reach at least to the center of the lane being controlled.

A WAIT ON STOP (R1-7) sign (see [[#fig616.12.3|Figure 616.12.3]]) shall be displayed to road users approaching the AFAD.

'''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.

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.

'''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.

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.

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.

{{SpanID|fig616.12.3}}
[[File:Figure 616.12.3 Example of the Use of a STOP_SLOW Automated Flagger Assistance Device (AFAD).png|thumb|center|700px|alt="A vertical two-lane roadway with one lane of traffic in each direction is shown.
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.
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.
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.
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.
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."
|'''Figure 616.12.3''' Example of the Use of a STOP/SLOW Automated Flagger Assistance Device (AFAD)]]

=={{SpanID|616.12.4}}616.12.4 Red/Yellow Lens Automated Flagger Assistance Devices (MUTCD Section 6L.04)==

'''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]]).

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.

'''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.

'''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:
:A. The minimum vertical aspect of the arm and sheeting shall be 2 inches, and
:B. The end of the arm shall reach at least to the center of the lane being controlled.

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]]).

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.

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.

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.

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.

'''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.

{{SpanID|fig616.12.4}}

[[File:Figure 616.12.4 Example of the Use of a Red Yellow Lens Automated Flagger Assistance Device (AFAD).png|thumb|center|700px|alt="A vertical two-lane roadway with one lane of traffic in each direction is shown.
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.
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.
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.
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."
|'''Figure 616.12.4''' Example of the Use of a Red Yellow Lens Automated Flagger Assistance Device (AFAD)]]

=={{SpanID|616.12.5}}616.12.5 Portable Changeable Message Signs (MUTCD Section 6L.05) ==

'''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 [[903.12 Changeable Message Signs (MUTCD Chapter 2L)|EPG 903.12]]. The information in this article describes situations where the provisions for portable changeable message signs differ from those given in [[903.12 Changeable Message Signs (MUTCD Chapter 2L)|EPG 903.12]].

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.

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.

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:
:A. Conveying complex messages,
:B. Displaying real time information about conditions ahead, and
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.

Some typical applications include the following:
:A. Where the speed of vehicular traffic is expected to drop substantially;
:B. Where significant queuing and delays are expected;
:C. Where adverse environmental conditions are present;
:D. Where there are changes in alignment or surface conditions;
:E. Where advance notice of ramp, lane, or roadway closures is needed;
:F. Where crash or incident management is needed; and/or
:G. Where changes in the road user pattern occur.

'''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.

'''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.

CMSs shall not be used to replace static sign messages.

'''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.

'''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]].

'''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.

'''Guidance. '''Portable changeable message signs should be visible from ½ mile under both day and night conditions.

'''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.

'''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.

Except as provided in the following paragraph, the letter height used for portable changeable message sign messages should be a minimum of 18 inches.

'''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.

The portable changeable message sign may vary in size.

'''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.

'''Support. '''Road users have difficulties in reading messages displayed in more than two phases on a typical three-line portable changeable message sign.

'''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.

'''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.

All messages should be designed with consideration given to the principles provided in this article and also taking into account the following:
: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:
# The problem or situation that the road user will encounter ahead,
# The location of or distance to the problem or situation, and
# The recommended driver action.
: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.

'''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.

In order to maintain legibility, portable changeable message signs shall automatically adjust their brightness under varying light conditions.

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.

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.

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.

'''Guidance. '''Portable changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.

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.

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.

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]).

When portable changeable message signs are used in TTC zones, they should display only TTC messages.

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.

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.

=={{SpanID|616.12.6}}616.12.6 Arrow Boards (MUTCD Section 6L.06) ==

'''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.

'''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.

If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.

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.

'''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]].

'''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.

{{SpanID|fig616.12.6}}
[[File:Figure 616.12.6 Advance Warning Arrow Board Specifications.png|thumb|center|600px|alt="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.”
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:
• Flashing Arrow:
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.
• Sequential Arrow:
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.
• Sequential Chevron:
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.”
Under “Operating Mode,” the second heading is “2. The following mode shall be provided: Flashing Double Arrow.”
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.”
Under “Operating Mode,” the third heading is “3. At least one of the following modes shall be provided: Flashing Caution or Alternating Diamond Caution.”
Two displays are shown under “Display,” separated by the word “or”:
The first display shows four yellow dots, one positioned near each corner of the panel. A label beneath it reads “Flashing Caution.”
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.”
Below the operating modes, a table lists arrow board types and associated specifications:
• 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.
• 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.
• 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.
A footnote states that the length of the arrow equals 48 inches and the width of the arrowhead equals 24 inches."
|'''Figure 616.12.6''' Advance Warning Arrow Board Specifications]]

'''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.

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.

'''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.

A vehicle-mounted arrow board should be provided with remote controls.

'''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.

'''Guidance. '''Full brilliance should be used for daytime operation of arrow boards.

'''Standard. '''The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.

'''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.

'''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.

An arrow board shall have the following three mode selections:

:A. A Flashing Arrow, Sequential Arrow, or Sequential Chevron mode;
:B. A flashing Double Arrow mode; and
:C. A flashing Caution or Alternating Diamond Caution mode.

An arrow board in the arrow or chevron mode shall be used only for stationary or moving lane closures on multi-lane roadways.

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.

'''Guidance. '''For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.

Where the shoulder is narrow, the arrow board should be located in the closed lane.

'''Standard. '''When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.

'''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.

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.

'''Standard. '''A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating, or strobe lights.

Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.

'''Option. '''A portable changeable message sign may be used to simulate an arrow board display.

=={{SpanID|616.12.7}}616.12.7 Flashing Beacons and Warning Lights (MUTCD Section 6L.07) ==

'''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.

'''Support. '''Type A and Type B warning lights are portable, powered, yellow, lens-directed, enclosed lights.

'''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.

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.

'''Guidance. '''The maximum spacing for warning lights should be identical to the channelizing device spacing requirements.

'''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.

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.

'''Guidance. '''Sequential flashing warning lights should be used for merging tapers on interstate highways during nighttime operations.

'''Option. '''Sequential flashing warning lights may be used for merging tapers on other multi-lane highways as determined by the district.

'''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.

Warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.

{{SpanID|fig616.12.7}}
[[File:Figure 616.12.7 Sequential Flashing Warning Light.png|thumb|center|850px|alt=|'''Figure 616.12.7''' Sequential Flashing Warning Light]]

=={{SpanID|616.12.8}}616.12.8 High-Level Warning Devices (Flag Trees) (MUTCD Section 6L.08)==

'''Support. '''MoDOT does not use the High-Level Warning Devices.

903.1 General (MUTCD Chapter 2A)

2025-12-01T21:09:43Z

WilkeJ: /* {{SpanID|903.1.13}}903.1.13 Standardization of Location (MUTCD Section 2A.13) */

[[Category:903 Highway Signing (MUTCD Part 2)|903.0]]
{| align="right" style="margin-left: 15px;"
| __TOC__
|}

=={{SpanID|903.1.1}}903.1.1 Function and Purpose of Signs (MUTCD Section 2A.01)==
'''Support. '''The EPG contains Standards, Guidance, and Options for the signing of all types of highways, and site roadways open to public travel within the right-of-way maintained by MoDOT. The functions of signs are to provide regulations, warnings, and guidance information for road users. Words, symbols, and arrows are used to convey the messages. Signs are not typically used to confirm rules of the road.

Detailed sign requirements are located in the following articles of the EPG:
*[[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)|EPG 903.2]] - Regulatory Signs and Barricades
*[[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C)|EPG 903.3]] - Warning Signs and Object Markers
*[[903.4_Guide_Signs—Conventional_Roads_(MUTCD_Chapter_2D)|EPG 903.4]] - Guide Signs for Conventional Roads
*[[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E)|EPG 903.5]] - Guide Signs for Freeways and Expressways
*[[903.6 Toll Road Signs (MUTCD Chapter 2F)|EPG 903.6]] - Toll Road Signs – Not used on MoDOT facilities
*[[903.7 Preferential and Managed Lane Signs (MUTCD Chapter 2G)|EPG 903.7]] - Preferential and Managed Lane Signs – Not used on MoDOT facilities
*[[903.8 General Information Signs (MUTCD Chapter 2H)|EPG 903.8]] - General Information Signs
*[[903.9 General Service Signs (MUTCD Chapter 2I)|EPG 903.9]] - General Service Signs
*[[903.10 Specific Service Signs (MUTCD Chapter 2J)|EPG 903.10]] - Specific Service Signs
*[[903.11 Tourist-Oriented Directional Signs (MUTCD Chapter 2K)|EPG 903.11]] - Tourist-Oriented Directional Signs
*[[903.12 Changeable Message Signs (MUTCD Chapter 2L)|EPG 903.12]] - Changeable Message Signs
*[[903.13 Recreational, Historic Site, and Cultural Interest Area Signs (MUTCD Chapter 2M)|EPG 903.13]] - Recreational, Historic Site, and Cultural Interest Area Signs
*[[903.14 Emergency Management Signs (MUTCD Chapter 2N)|EPG 903.14]] - Emergency Management Signs – Not used on MoDOT facilities

Definitions and acronyms that are applicable to signs are provided in [[:Category:911_General_(MUTCD_Part_1) #911.3.2 | EPG 911 (MUTCD Section 1C.02)]].

MoDOT typically will not use signing to confirm rules of the road or state laws. The application of such signing will typically be used when a new law is passed for educational purposes, with the signs remaining in place until the end of their service life and then removed. Some signs may be left in place at strategic locations such as major entry points into the state.

'''Standard. '''The decision to install and maintain signs to confirm rules of the road or state laws shall be made by the MoDOT Highway Safety and Traffic Division along with the MoDOT Executive Leadership Team.

=={{SpanID|903.1.2}}903.1.2 Standardization of Application (MUTCD Section 2A.02)==
'''Support. '''It is recognized that urban traffic conditions differ from those in rural environments, and in many instances signs are applied and located differently. Where pertinent and practical, the EPG sets forth separate recommendations for urban and rural conditions. This generally applies to sign mounting heights.

'''Guidance. '''Signs should be used only where justified by engineering judgment or studies, as provided in [[:Category:911_General_(MUTCD_Part_1) #911.4.3 | EPG 911 (MUTCD Section 1D.03)]].

Results from traffic engineering studies of physical and traffic safety or operational factors should indicate the locations where signs are deemed necessary or desirable.

Roadway geometric design and sign application should be coordinated so that signing can be effectively placed to give the road user any necessary regulatory, warning, guidance, and other information.

'''Standard. '''Each standard sign (see first paragraph of [[#903.1.4|EPG 903.1.4]]) shall be displayed only for the specific purpose as prescribed in the EPG. Before any new highway, site roadway open to public travel (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2 | EPG 911 (MUTCD Section 1C.02)]]), detour, or temporary route is opened to public travel, all necessary signs shall be in place. Signs required by road conditions or restrictions shall be removed when those conditions cease to exist or the restrictions are withdrawn.

=={{SpanID|903.1.3}}903.1.3 Classification of Signs (MUTCD Section 2A.03) ==
'''Standard. '''Signs shall be defined by their function as follows:
::A. Regulatory signs give notice of traffic laws or regulations.
::B. Warning signs give notice of a situation that might not be readily apparent.
::C. Guide signs show route designations, destinations, directions, distances, services, points of interest, and other geographical, recreational, or cultural information.

'''Support. '''Barricades are described in [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.60|EPG 903.2.60]] and [[616.11 TTC Zone Channelizing Devices (MUTCD Chapter 6K) #616.11.7|616.11.7]].

Object markers are described in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.70|EPG 903.3.70]].

=={{SpanID|903.1.4}}903.1.4 Design of Signs (MUTCD Section 2A.04)==
'''Support. '''The EPG shows many standard signs and object markers approved for use on streets, highways, bikeways, and pedestrian crossings. Standard signs and object markers have a standardized design, shape, background, and legend as shown in the EPG.

In the provisions for individual standard signs and object markers, the general appearance of the legend, color, and size are shown in the accompanying tables and illustrations, and are not always detailed in the text.

The MoDOT Highway Safety and Traffic Division maintains design files of standard signs, object markers, alphabets, symbols, and arrows that meet or exceed MUTCD standards and are used to detail, order, and fabricate signs used on MoDOT routes.

The basic requirements of a sign are that it be legible to those for whom it is intended and that it be understandable in time to allow for a proper response. Desirable attributes include:
::A. High visibility by day and night; and
::B. High legibility (adequately-sized letters, symbols, or arrows, and a short legend for quick comprehension by a road user approaching a sign).

Standardized colors and shapes are specified so that the several classes of traffic signs can be promptly recognized. Simplicity and uniformity in design, position, and application are essential for a sign to be effective.

'''Standard. '''The term legend shall include all word messages and symbol and arrow designs that are intended to convey specific meanings.

Uniformity in design shall include shape, color, dimensions, legends, letter style, borders, and illumination or retroreflectivity.

Standardization of these designs does not preclude further improvement by minor modifications to the orientation of symbols (see [[#903.1.9|EPG 903.1.9]]), width of borders, or layout of word messages, but all shapes and colors shall be as indicated.

All symbols (see [[#903.1.9|EPG 903.1.9]]) shall be unmistakably similar to, or mirror images of, the adopted symbol signs, all of which are shown in the FHWA's “Standard Highway Signs” publication (see [[:Category:911_General_(MUTCD_Part_1) #911.1.5 | EPG 911 (MUTCD Section 1A.05)]]). Symbols and colors shall not be modified unless otherwise provided in the EPG. All symbols, colors, or other design features for signs not shown in the FHWA's “Standard Highway Signs” publication (see [[:Category:911_General_(MUTCD_Part_1) #911.1.5 | EPG 911 (MUTCD Section 1A.05)]]) shall be approved by the MoDOT Highway Safety and Traffic Division and shall follow the MUTCD procedures for experimentation and change described in [[:Category:911_General_(MUTCD_Part_1) #911.2.1 | EPG 911 (MUTCD Section 1B.01)]].

Where a standard word message is applicable, the wording shall be as provided in the EPG.

In situations where word messages are necessary other than those provided in the EPG (see the first Option paragraph below), the signs shall be of the same shape and color as standard signs of the same functional type.

Where the legend of a standard sign is a symbol or a combination of a symbol and words, an alternative word legend shall not be allowed in place of the symbol, except as otherwise provided in the EPG.

Where a standard sign provided in the EPG or the FHWA's “Standard Highway Signs” publication (see [[:Category:911_General_(MUTCD_Part_1) #911.1.5 | EPG 911 (MUTCD Section 1A.05)]]) is applicable, an alternative legend sign or alternative sign design shall not be allowed in place of the standardized legend or design except as provided in the EPG.

Where a standard sign provided in the EPG or the FHWA's “Standard Highway Signs” publication (see [[:Category:911_General_(MUTCD_Part_1) #911.1.5 | EPG 911 (MUTCD Section 1A.05)]]) is applicable, but the legend is variable, such as for destination names, an alternative sign design or dimensions shall not be allowed in place of the standardized design for the non-variable elements except as provided in the EPG.

'''Option. '''The MoDOT Highway Safety and Traffic Division may develop special word legend signs in situations where engineering judgment determines roadway conditions make it necessary to provide road users with additional regulatory, warning, or guidance information, such as when road users need to be notified of special regulations or warned about a situation that might not be readily apparent. Unlike colors that have not been assigned or symbols that have not been approved for signs, new word legend signs may be used without the need for experimentation.

'''Support. '''The message conveyed by some special word legend signs might be unclear to the road user. Although experimentation is not required for such word legends, they might still warrant an evaluation to determine comprehension or possible misinterpretation of the intended message by the road user.

Scanning graphics are graphics designed for scanning by machine, and include bar codes, quick-response (QR) codes or other matrix bar-code formats, or similar graphics.

'''Standard. '''Unless otherwise provided in the EPG for a specific sign or as provided in the Option paragraph below, telephone numbers, Internet addresses, e-mail addresses, domain names, uniform resource locators (URL), metadata tags (“hash-tags”), and scanning graphics (see Support paragraph above) for the purpose of obtaining information (other than those for maintenance or inventory purposes per the provisions of the second Standard paragraph below) shall not be displayed on any sign, plaque, sign panel, or changeable message sign.

'''Option. '''Internet addresses, e-mail addresses, telephone numbers, scanning graphics, or other graphics for the purpose of conveying information may be displayed on the face of signs, plaques, sign panels, and changeable message signs that are oriented away from or otherwise not readily visible to operators of motor vehicles but rather are intended for viewing only by pedestrians, occupants of parked vehicles, and driving automation systems if approved by the MoDOT Highway Safety and Traffic Division.

'''Standard. '''Pictographs (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2 | EPG 911 (MUTCD Section 1C.02)]]) shall not be displayed on signs except as specifically provided in the EPG for a particular type of sign. Pictographs shall be simple, dignified, and devoid of any advertising and shall not contain any scanning graphics (see first Support paragraph above) for the purpose of conveying information. When used to represent a political jurisdiction (a State, county, or municipal corporation) the pictograph shall be the official designation adopted by the jurisdiction, except as provided otherwise in the EPG. When used to represent any other type of jurisdiction, the pictograph shall be the official designation adopted by the jurisdiction. When used to represent a college or university, the pictograph shall be the official seal adopted by the institution. College or university pictographs shall not include pictorial representations of university or college programs, or athletic mascots.

No items other than official traffic control signs, inventory stickers or decals, sign installation dates, manufacturer name, sign sizes, sign designations, anti-vandalism stickers, inventory or maintenance codes, and maintenance-related scanning graphics shall be mounted on the back of a sign.

Only the MoDOT ID logo shall be displayed on the face of a sign to identify the sign as MoDOT property and define the penalties for tampering with the sign. The MoDOT ID logo shall match the detail and installation location as displayed in [https://www.modot.org/media/16920 Standard Plan 903.02].

=={{SpanID|903.1.5}}903.1.5 Shapes (MUTCD Section 2A.05)==
'''Standard. '''Particular shapes, as shown in [[#tab903.1.5|Table 903.1.5]], shall be used exclusively for specific signs or a series of signs, unless otherwise provided in the EPG for a particular sign or class of signs.

{{SpanID|tab903.1.5}}

<div style="width: 100%; display: flex; justify-content: center;">
{| class="wikitable"
|+ Table 903.1.5, Use of Sign Shapes
|-
!Shape !! Signs
|-
|Octagon*||Stop (R1-1)**
|-
|Equilateral Triangle (downward-pointing)* ||Yield (R1-2)**
|-
|Circle*||Grade Crossing Advance Warning (W10-1)**
|-
|Pentagon (upward-pointing)*||School (S1-1) (squares bottom corners)**
|-
|Crossbuck (two rectangles in a perpendicular "X" configuration)*||Grade Crossing (R15-1)**
|-
|Diamond||Warning Series
|-
|Rectangle (including square)||Regulatory Series<br/>Guide Series***<br/>Warning Series
|-
|colspan="2" style="background-color: #ffffff"|<b>Key:</b><br/> * This shape shall be limited exclusively to the sign(s) indicated.<br/>** This sign shall be exclusively the shape shown.<br/>*** Guide series includes general service, specific service, tourist-oriented directional, general information, recreational and cultural interest area, and emergency management signs.<br/> <b>Note:</b> Signs with standardized designs shall not be modified to accommodate a different shape except as provided in the EPG.
|}
</div>

The Crossbuck is a shape exclusive to the Grade Crossing (R15-1) sign and shall not be obscured by mounting a different shape sign on the back of the Crossbuck (see [[913.2 Signs (MUTCD Chapter 8B) #913.2.3 | EPG 913.2.3]]).

'''Guidance. '''Shapes that are exclusive to a particular sign (STOP, YIELD, Railroad Advance, School, Warning, and Crossbuck signs) should not be obscured by another sign mounted on the back of the same assembly protruding or extending beyond the edge of the sign with the exclusive shape. The following methods should be considered in lieu of mounting a sign on the back of another sign that would obscure the exclusive shape of the sign:
::A. Install the signs on separate mountings to maintain the exclusive shape.
::B. Increase the size of the sign with the exclusive shape and/or decrease the size of the sign mounted behind the sign with the exclusive shape so the sign installed on the back does not obscure its shape.

Where the lateral space available in which to install a standard sign is constrained, such as mounting on a narrow median barrier or adjacent to a retaining wall, the following methods should be considered to maintain the shape of the sign:
::A. Angle the sign up to 45 degrees toward the roadway while still maintaining adequate legibility.
::B. Install the sign at a different location that still provides adequate advance warning, supplementing the sign with a Distance plaque (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.60|EPG 903.3.60]]), if appropriate.
::C. Reduce the size of the sign, but supplement it with a duplicate sign on the opposite side of the roadway (see [[#903.1.11|EPG 903.1.11]]).
::D. In addition to either angling or reducing the size of the sign, supplement it with a duplicate warning sign and Distance plaque at an upstream location.
::E. Mount the sign asymmetrically on the sign support, such as when the support is mounted on a bridge parapet or railing, such that the edge of the sign does not overhang the roadway, shoulder, or other areas used by bicyclists or pedestrians.

'''Option. '''Where the shape of the sign cannot be maintained due to lateral constraints, the following methods may be considered:
::A. For warning signs or other types of signs displayed in a horizontally-oriented rectangle, the legend may be displayed in a vertically-oriented rectangle.
::B. When mounted overhead, the word legend for a standard warning sign may be displayed in a horizontally-oriented rectangle.

'''Support. '''Provisions for mounting height of signs that overhang any portion of the traveled way are contained in [[#903.1.15|EPG 903.1.15]].

Provisions for lateral offset are contained in [[#903.1.16|EPG 903.1.16]].

'''Standard. '''Modifications to sign shapes, such as cutting off the left and right points of a diamond, shall not be allowed. This applies to both permanent and temporary traffic control signs.

'''Option. '''Where the methods described in the first Guidance paragraph of this article are impracticable, the legend of the warning sign may be displayed in a vertically-oriented rectangle.

=={{SpanID|903.1.6}}903.1.6 Colors (MUTCD Section 2A.06)==
'''Standard. '''The colors to be used on signs and their specific uses on signs shall be as provided in the applicable articles of the EPG. The color coordinates and values shall be as described in 23 CFR, Part 655, Subpart F, Appendix.

Colors (see [[:Category:911_General_(MUTCD_Part_1) #911.4.5 | EPG 911 (MUTCD Section 1D.05)]]) shall be consistent across the face of a sign or a sign panel. Color gradients (smooth or defined gradual transitions either within a color or transition to another color) shall not be allowed.

{{SpanID|tab903.1.6}}
{|| class="wikitable" style="margin:auto; text-align: center; font-size: 80%"
|+ style="font-size:125%;"|Table 903.1.6, Common Uses of Sign Colors
!rowspan="2"|Type of Sign!!colspan="8"|Legend!!colspan="11"|Background
|- style="writing-mode: vertical-lr;"
!Black!!Green!!Red!!White!!Yellow!!Orange!!Fluorescent<br/>Yellow-Green<sup>1</sup>!!Fluorescent<br/>Pink!!Black!!Blue!!Brown!!Green!!Fluorescent<br/>Orange!!Red!!White!!Fluorescent<br/>Yellow!!Purple!!Fluorescent<br/>Yellow-Green<sup>1</sup>!!Fluorescent<br/>Pink
|-

||<b>Regulatory</b>||X|| ||X||X|| || || || ||X|| || || || ||X||X|| || || ||
|-
||<b>Prohibitive</b>|| || ||X||X<sup>2</sup>|| || || || || || || || || ||X<sup>2</sup>||X|| || || ||
|-
||<b>Permissive</b>|| ||X|| || || || || || || || || || || || ||X|| || || ||
|-
||<b>Warning</b>||X|| || || || || || || || || || || || || || ||X|| || ||
|-
||<b>Pedestrian</b>||X|| || || || || || || || || || || || || || ||X|| || ||
|-
||<b>Bicycle</b>||X|| || || || || || || || || || || || || || ||X|||| ||
|-
||<b>Guide</b>|| || || ||X|| || || || || || || ||X|| || || || || || ||
|-
||<b>Interstate Route</b>|| || || ||X|| || || || || ||X|| || || ||X|| || || || ||
|-
||<b>State Route</b>||X|| || || || || || || || || || || || || ||X|| || || ||
|-
||<b>U.S. Route</b>||X|| || || || || || || || || || || || || ||X|| || || ||
|-
||<b>Street Name</b>|| || || ||X|| || || || || || || ||X|| || || || || || ||
|-
||<b>Destination</b>|| || || ||X|| || || || || || || ||X|| || || || || || ||
|-
||<b>Reference Location</b>|| || || ||X|| || || || || || || ||X|| || || || || || ||
|-
||<b>Information</b>|| || || ||X|| || || || || ||X|| ||X|| || || || || || ||
|-
||<b>Road User Service</b>|| || || ||X|| || || || || ||X|| || || || || || || || ||
|-
||<b>Recreational</b>|| || || ||X|| || || || || || ||X||X|| || || || || || ||
|-
||<b>Temporary Traffic Control</b>||X|| || || || || || || || || || || ||X|| || || || || ||
|-
||<b>Incident Management</b>||X|| || || || || || || || || || || ||X|| || || || || ||X
|-
||<b>School</b>||X|| || || || || || || || || || || || || || || || ||X||
|-
|-
!colspan="99" style="text-align:left"|Changeable Message Signs
|-
|<b>Regulatory</b> || || ||X<sup>4</sup>||X|| || || || ||X|| || || || || || || || || ||
|-
|<b>Warning, Pedestrian, Bicycle</b>|| || || || ||X|| || || ||X|| || || || || || || || || ||
|-
|<b>Temporary Traffic Control</b> || || || || ||X||X|| || ||X|| || || || || || || || || ||
|-
|<b>Guide</b> || || || ||X|| || || || ||X|| || ||X<sup>3</sup>|| || || || || || ||
|-
|<b>Motorist Services</b> || || || ||X|| || || || ||X||X<sup>3</sup>|| || || || || || || || ||
|-
|<b>Incident Management</b> || || || || ||X|| || ||X||X|| || || || || || || || || ||
|-
|<b>School</b> || || || || || || ||X|| ||X|| || || || || || || || || ||
|-
|colspan="99" style="text-align:left; font-size: 120%;"|<sup>1</sup> MoDOT has conducted research on the use of Fluorescent Yellow-Green for Pedestrian and Bicycle Signs. Research did not indicate any safety benefit, therefore the color is reserved for School signs only.<br/>

<sup>2</sup> Legend and background color combination for use only as identified for specific signs in the EPG or FHWA's Standard Highway Signs publication.<br/>

<sup>3</sup> These alternative background colors would be provided by blue or green lighted pixels such that the entire CMS would be lighted, not just the legend.<br/>

<sup>4</sup> Red is used only for the circle and diagonal or other red elements of a similar static regulatory sign.<br/>

<b>Notes:</b><br/>
# The purpose of the information in this table is to provide a general overview of common color combinations. The color combinations and orientations for signs with standardized designs shall not be modified. For signs with unique legends, the shape and color shall be the same as standard signs of the same functional type.
# The colors shown for changeable message signs are for those with electronic displays.
|-
|}

'''Support. '''Common uses of sign colors are shown in [[#tab903.1.6|Table 903.1.6]]. Color schemes on specific signs are shown in the illustrations located in each applicable EPG article.

Whenever white is specified in the EPG or in the FHWA's “Standard Highway Signs” publication (see [[:Category:911_General_(MUTCD_Part_1) #911.1.5 | EPG 911 (MUTCD Section 1A.05)]]) as a color, it is understood to include silver-colored retroreflective coatings or elements that reflect white light.

The colors coral and light blue are being reserved for uses that will be determined in the future by the Federal Highway Administration.

Information regarding color coding of destinations on guide signs, including community wayfinding signs, is contained in [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4|EPG 903.4]].

=={{SpanID|903.1.7}}903.1.7 Dimensions (MUTCD Section 2A.07)==
'''Support. '''To standardize signing throughout the state highway system, MoDOT has predetermined the sizes for all highway signs; refer to the appropriate EPG article. Larger sizes are designed for use on freeways and expressways, and can also be used in oversized applications to enhance road user safety and convenience on other facilities, especially on multi-lane divided highways and on undivided highways having five or more lanes of traffic and/or high speeds. The intermediate sizes are designed to be used on other highway types. MoDOT does not adopt smaller sized signs for bikeways or other off-road applications as MoDOT typically does not maintain these types of facilities. MoDOT's minimum sign sizes generally exceed the MUTCD minimum sign sizes. The MUTCD minimum sizes in these cases are intended more for low-speed, local jurisdictional roadways and not for state highways. The sign size tables at the beginning of each EPG signing article lists the correct sign sizes for MoDOT applications.

'''Standard. '''The sign dimensions prescribed in the sign size tables in the various EPG articles shall be used unless engineering judgment determines that other sizes are appropriate. All sign sizes smaller than the prescribed dimensions shall be approved by the MoDOT Highway Safety and Traffic Division.

'''Guidance. '''The sizes shown in the Oversized columns in the various sign size tables in the EPG should be used for those special applications where speed, volume, or other factors result in conditions where increased emphasis, improved recognition, or increased legibility is needed, as determined by engineering judgment or study.

Except as provided in the Standard paragraph below, and where specifically prohibited in the EPG, increases above the minimum prescribed sizes should be used where greater legibility or emphasis is needed. If signs larger than the prescribed sizes are used, the overall sign dimensions will typically be increased in 12-inch increments.

'''Standard. '''Where a maximum allowable sign size is prescribed, increases in sign size above the maximum size shall not be allowed.

Where engineering judgment determines that sizes that are different from the minimum prescribed dimensions are appropriate for use, standard shapes and colors shall be used. Standard proportions shall be retained as much as practicable. Any application of size which is different from those given in the EPG shall first be approved by the MoDOT Highway Safety and Traffic Division.

=={{SpanID|903.1.8}}903.1.8 Word Messages (MUTCD Section 2A.08)==
'''Standard. '''Except as otherwise provided in the EPG, all word messages shall be aligned horizontally across a sign, reading left to right.

Except as provided in [[#903.1.4|EPG 903.1.4]], all word messages shall use standard wording as shown in the EPG and in the FHWA's “Standard Highway Signs” publication (see [[:Category:911_General_(MUTCD_Part_1) #911.1.5 | EPG 911 (MUTCD Section 1A.05)]]).

All sign lettering, numerals, and other characters shall be of the Standard Alphabets as provided in the FHWA's “Standard Highway Signs” publication (see [[:Category:911_General_(MUTCD_Part_1) #911.1.5 | EPG 911 (MUTCD Section 1A.05)]]), unless otherwise provided in the EPG.

The sign lettering for names of places, streets, and highways shall be composed of a combination of lower-case letters with initial upper-case letters. The sign lettering for other legends shall be composed of upper-case letters, unless otherwise provided in the EPG for a particular sign or type of message.

Except as provided in [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E)|EPG 903.5]], when a mixed-case legend is used, the nominal loop height of the lower-case letters shall be ¾ of the height of the initial upper-case letter.

The unique letter forms for each of the Standard Alphabet series shall not be stretched, compressed, warped, or otherwise manipulated.

Any non-standard or variable sign shall be detailed by the MoDOT Highway Safety and Traffic Division for signs installed by MoDOT forces as well as those installed by contractors on MoDOT projects.

'''Support. '''[[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.3|EPG 903.4.3]] contains information regarding the acceptable methods of modifying the length of a word for a given letter height and series.

'''Guidance. '''Word messages should be as brief as practical to convey a clear, simple meaning, and the lettering should be large enough to provide the necessary legibility distance. A minimum specific ratio of 1 inch of letter height per 30 feet of legibility distance should be used.

Abbreviations (see [[:Category:911_General_(MUTCD_Part_1) #911.4.8 | EPG 911 (MUTCD Section 1D.08)]]) should be kept to a minimum, except as otherwise prescribed in the EPG.

Word messages should not contain periods, apostrophes, question marks, ampersands, or other punctuation or characters that are not letters, numerals, or hyphens unless necessary to avoid confusion.

'''Support. '''Diacritical marks on words or names that are adapted to English are not normally needed on signs for comprehension or navigational purposes.

A legend in a secondary language, in addition to English, may be displayed on the face of signs, plaques, sign panels, and changeable message signs that are oriented away from or otherwise not readily visible to operators of motor vehicles, but rather are intended for viewing only by pedestrians and occupants of parked vehicles.

'''Guidance. '''The solidus (slanted line or forward slash) is intended to be used for fractions only and should not be used to separate words on the same line of legend. Instead, a hyphen should be used for this purpose, such as “TRUCKS - BUSES.”

'''Standard. '''Fractions shall be displayed with the numerator and denominator diagonally arranged about the solidus. The overall height of the fraction is measured from the top of the numerator to the bottom of the denominator, each of which is vertically aligned with the upper and lower ends of the solidus. The overall height of the fraction shall be determined by the height of the numerals within the fraction, and shall be 1.5 times the height of an individual numeral within the fraction.

Except as otherwise provided in the EPG, distances shall be displayed on signs using fractions of a mile rather than decimals.

'''Support. '''The FHWA's “Standard Highway Signs” publication (see [[:Category:911_General_(MUTCD_Part_1) #911.1.5 | EPG 911 (MUTCD Section 1A.05)]]) contains details regarding the layouts of fractions on signs.

'''Guidance. '''When initials are used to represent an abbreviation for separate words (such as “U S” for a United States route), the initials should be separated by a space of between ½ and ¾ of the letter height of the initials.

When an Interstate route is displayed in text form instead of using the route shield, a hyphen should be used for clarity, such as “I-70.”

'''Support. '''Letter height is expressed in terms of the height of an upper-case letter. For mixed-case legends (those composed of an initial upper-case letter followed by lower-case letters), the height of the lower-case letters is derived from the specified height of the initial upper-case letter based on a prescribed ratio. Letter heights for mixed-case legends might be expressed in terms of both the upper- and lower-case letters, or in terms of the initial upper-case letter alone. When the height of a lower-case letter is specified or determined from the prescribed ratio, the reference is to the nominal loop height of the letter. The term loop height refers to the portion of a lower-case letter that excludes any ascending or descending stems or tails of the letter, such as with the letters “d” or “q.” The nominal loop height is equal to the actual height of a non-rounded lower-case letter whose form does not include ascending or descending stems or tails, such as the letter “x.” The rounded portions of a lower-case letter extend slightly above and below the baselines projected from the top and bottom of such a non-rounded letter so that the appearance of a uniform letter height within a word is achieved. The actual loop height of a rounded lower-case letter is slightly greater than the nominal loop height and this additional height is excluded from the expression of the lower-case letter height.

=={{SpanID|903.1.9}}903.1.9 Symbols (MUTCD Section 2A.09)==
'''Standard. '''Symbol designs shall in all cases be unmistakably similar to those shown in the EPG and in the FHWA's “Standard Highway Signs” publication (see [[:Category:911_General_(MUTCD_Part_1) #911.1.5 | EPG 911 (MUTCD Section 1A.05)]]).

'''Option. '''Although most standard symbols are oriented facing left, mirror images of these symbols may be used where the reverse orientation might better convey to road users a direction of movement.

'''Support. '''New symbol designs are adopted by the Federal Highway Administration based on research evaluations to determine road user comprehension, sign conspicuity, and sign legibility.

Sometimes a change from word messages to symbols requires significant time for public education and transition. Therefore, the EPG sometimes includes the practice of using educational plaques to accompany new symbol signs.

'''Guidance. '''New standard warning or regulatory symbol signs should be accompanied by an educational plaque where engineering judgment determines that the plaque will improve road user comprehension during the transition from word message to symbol signs.

'''Option. '''Educational plaques may be left in place as long as they are in serviceable condition.

'''Standard. '''A symbol used for a given category of signs (regulatory, warning, or guide) shall not be used for a different category of signs, except as specifically authorized in the EPG.

A recreational and cultural interest area symbol (see [[903.13 Recreational, Historic Site, and Cultural Interest Area Signs (MUTCD Chapter 2M) #903.13|EPG 903.13]]) shall not be used on streets or highways outside of recreational and cultural interest areas.

A recreational and cultural interest area symbol (see [[903.13 Recreational, Historic Site, and Cultural Interest Area Signs (MUTCD Chapter 2M) #903.13|EPG 903.13]]) shall not be used on any regulatory or warning sign on any street, road, or highway.

=={{SpanID|903.1.10}}903.1.10 Sign Borders (MUTCD Section 2A.10)==
'''Standard. '''Unless otherwise provided, signs shall have a border of the same color as the legend in order to outline their distinctive shape and thereby give them easy recognition and a finished appearance.

The corners of all sign borders shall be rounded, except for STOP signs.

'''Guidance. '''A dark border on a light background should be set in from the edge, while a light border on a dark background should extend to the edge of the sign. A border for 30-inch signs with a light background should be from ½ to ¾ inch in width, ½ inch from the edge. For similar signs with a light border, a width of 1 inch should be used. For other sizes, the border width should be of similar proportions, but should not exceed the stroke-width of the major lettering of the sign. On signs exceeding 72 x 120 inches in size, the border should be 2 inches wide. 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. Except for STOP signs and as otherwise provided in [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E) #903.5.13|EPG 903.5.13]], the corners of the sign should be rounded to a radius that is concentric with that of the border.

'''Support. '''[[#903.1.12|EPG 903.1.12]] contains information regarding the use of light-emitting diode (LED) units within the border of a sign.

=={{SpanID|903.1.11}}903.1.11 Enhanced Conspicuity for Standards Signs (MUTCD Section 2A.11)==

'''Option. '''Based upon engineering judgment, where the improvement of the conspicuity of a standard regulatory, warning, or guide sign is desired, any of the following methods may be used, as appropriate, to enhance the sign’s conspicuity (see [[#fig903-1-11|Figure 903.1.11]]):
::A. Increasing the size of a standard regulatory, warning, or guide sign.
::B. Dual signing of a standard regulatory, warning, or guide sign by adding a second identical sign on the left-hand side of the roadway at the same location.
::C. Adding a fluorescent yellow rectangular header panel above a standard regulatory sign, with the width of the panel corresponding to the width of the standard regulatory sign. A legend of “NOTICE,” “STATE LAW,” or other appropriate text may be added in black letters within the header panel for a period of time determined by engineering judgment.
::D. Adding a Warning Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3]]) to a standard regulatory (other than a STOP, DO NOT ENTER, WRONG WAY, or a Speed Limit sign), warning, or guide sign.
::E. Adding a Speed Limit Sign Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.4|EPG 902.18.4 ]]) to a standard Speed Limit sign.
::F. Adding a Stop Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.5|EPG 902.18.5]]) to a STOP, DO NOT ENTER, or WRONG WAY sign.
::G. Adding a rectangular rapid-flashing beacon (see [[902.12 Rectangular Rapid Flashing Beacons (MUTCD Chapter 4L)#902.12.1|EPG 902.12]]) to a Pedestrian, School, or Trail warning sign at an uncontrolled marked crosswalk.
::H. Adding light-emitting diode (LED) units within the symbol, legend, or border of a standard regulatory, warning, or guide sign, as provided in [[#903.1.12|EPG 903.1.12]].
::I. Adding a strip of retroreflective material to the sign support in accordance with the provisions of the second Standard paragraph below.
::J. Using other methods that are specifically allowed for certain signs as described elsewhere in the EPG. The MoDOT Highway Safety and Traffic Division will evaluate any new methods to improve sign conspicuity.

{{SpanID|fig903-1-11}}
[[File:Figure 903.1.11 Examples of Enhanced Conspicuity for Signs.png|thumb|alt=A W16-18P plaque above a regulatory sign, a supplemental beacon above a warning sign, a stop sign with LEDs in the border, and a vertical retroreflective strip on a sign support.|center|600px| '''Figure 903.1.11''' Examples of Enhanced Conspicuity for Signs]]

'''Support. '''Sign conspicuity improvements can also be achieved by removing non-essential and illegal signs from the right-of-way (see [[:Category:911_General_(MUTCD_Part_1) #911.4.2 | EPG 911 (MUTCD Section 1D.02)]]), and by relocating signs to provide better spacing. [[#903.1.20|EPG 903.1.20]] contains information on excessive use of signs.

'''Standard. '''Strobe lights shall not be used to enhance the conspicuity of highway signs.

If a strip of retroreflective material is used on the sign support, it shall be at least 4 inches in width, it shall be placed for the full length of the support from the bottom of the sign and extending down the length of the post, with the bottom of the retroreflective strip not being taller than 2 feet above the edge of the roadway, (see [[#fig903-1-11|Figure 903.1.11]]), and its color shall match the background color of the primary sign, except that the color of the strip for the YIELD and DO NOT ENTER signs shall be red. The retroreflective strip shall not display any legend or other information. MoDOT’s standard for this application uses a 4” x 72” aluminum panel with the retroreflective material applied to it where the panel can then be attached to the signpost using the same types of fasteners used to attach signs. These panels are available from MoDOT’s third party sign fabricator. Retroreflective strips shall not be placed on the sign supports below green, blue, or brown guide signs and shall only be placed below regulatory, warning, and school signs, and route marker assemblies.

For a post-mounted sign installation, placing a duplicate sign in the same assembly facing the same direction of traffic shall not be permitted as a method of enhancing conspicuity.

If plaques are used, they shall be installed below the main sign, up to two plaques.

'''Option. '''Retroreflective strips may be used to help identify and delineate the location of rural and unlit intersections and expressway crossovers, giving drivers visual cues where these intersections are located in dark nighttime conditions, see [[620.6 Delineators (MUTCD Chapter 3G) #620.6.3|EPG 620.6.3]] for information regarding this application.

=={{SpanID|903.1.12}}903.1.12 LEDs Used for Conspicuity Enhancement on Standard Signs (MUTCD Section 2A.12) ==
'''Support. '''This article regarding light-emitting diode (LED) units applies to the use of illuminated elements that supplement a sign legend to enhance the conspicuity of the sign.

LED units that are used to illuminate the full sign display, background, or legend are changeable message signs (CMS), which are covered in [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2|EPG 903.2]], [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3| 903.3]], [[903.12 Changeable Message Signs (MUTCD Chapter 2L) #903.12|903.12]], and [[:Category:908 Traffic Controls for School Areas (MUTCD Part 7)|908]].

The application of LED units in compliance with the third Standard paragraph below does not create a changeable message sign because the legend of the sign is always displayed when the LED units are not illuminated. Changeable message or blank-out signs whose legends change or extinguish by means of illuminated elements are addressed elsewhere in the EPG.

Approved LED sign manufacturers that are MUTCD compliant and whose products have been evaluated by MoDOT are listed in the MoDOT’s Traffic Approved Products List (APL) found on MoDOT's public website (https://www.modot.org/traffic).

'''Standard. '''If LED enhanced signs are used, only those products listed on the Traffic APL shall be permitted.

'''Option. '''New products may be considered for the APL, however, before being used they must first be vetted by the MoDOT Highway Safety and Traffic Division and its APL review process. The [[:File:LED Sign Compliance Checklist.pdf|LED Sign Compliance Checklist]] can be used to verify if a manufacturer’s LED sign is in compliance with the MUTCD and can be considered for the APL.

Light-emitting diode (LED) units may be used individually within the symbol, legend, or border of a sign to enhance the sign conspicuity and legibility (see [[#903.1.11|EPG 903.1.11]]).

Except as provided in the sixth Standard paragraph below, LED units may either operate continuously or be actuated.

'''Standard. '''Where LED units are used to enhance the conspicuity of a sign, the sign shall otherwise comply with the requirements for retroreflection and illumination for nighttime viewing (see [[#903.1.21|EPG 903.1.21]]).

Except as provided in the Option and Support paragraphs below, and for changeable message signs, neither individual LEDs nor groups of LEDs shall be placed within the background area of a sign.

The application of LEDs to display sign legends or symbols shall use a maximum pitch of 20 millimeters to cover the stroke width of the letter or symbol.

The LEDs shall not protrude outside the sign border or legend when used in such applications, shall have a maximum diameter of ¼ inch, and shall be the following colors based on the type of sign:
::A. White or red, with STOP, YIELD, DO NOT ENTER, or WRONG WAY signs.
::B. White, with other regulatory signs.
::C. White or yellow, with warning signs.
::D. White or green, with guide signs.
::E. White, yellow, or orange, with temporary traffic control signs.
::F. White or yellow, with pedestrian or bicycle warning signs.
::G. White or fluorescent yellow-green, with school area signs.

If flashed, all LED units shall flash simultaneously at a steady rate between 50 and 60 times per minute. All the LED units in a sign legend or border shall be illuminated simultaneously with no sequential (chasing) or variable flash rates (dancing), except as otherwise allowed in the EPG. A cluster of LEDs shall not be used within the border of a sign.

Where used in STOP or YIELD signs, flashing LED units shall operate continuously. Actuation of the LED units shall not be allowed.

Flashing LED units shall not be used within the legend or border of a Speed Limit sign to indicate that the displayed speed limit is in effect.

LED units shall not be used within the legend or border of a sign in conjunction with the phrase WHEN FLASHING in its legend (see Item E in the first paragraph of [[902.18 Flashing Beacons (MUTCD Chapter 4S)#902.18.3|EPG 902.18.3]] for the use of Warning Beacons to indicate when a regulatory or warning message is in effect).

Where LED units are used along the edge of a sign, at least one LED unit shall be placed along each edge of the sign, in addition to one LED unit at each corner of the sign, so that the distinct outline of the sign shape is recognized under nighttime viewing conditions. The LED units along each side of the sign shall be spaced approximately equidistantly. For a circular sign shape, the number of LED units shall clearly form the appearance of a circle and not be perceived as some other shape.

The uniformity of the sign design shall be maintained without any decrease in visibility, legibility, or driver comprehension during either daytime or nighttime conditions. The LED units shall have the capability to be dimmed automatically by a timing mechanism or a device sensitive to ambient light (photoelectric cell) such that the LEDs do not reduce the visibility of the sign legend.

'''Option. '''For STOP, YIELD, DO NOT ENTER, and WRONG WAY signs, LEDs may be placed within the border or within one border width within the background of the sign.

'''Support. '''[[616.4 Flagger Control (MUTCD Chapter 6D) #616.4.2|EPG 616.4.2]] contains information about STOP/SLOW paddles used by flaggers. [[908.4 Crossing Supervision (MUTCD Chapter 7D) #908.4.1|EPG 908.4.1]] contains information about STOP paddles used by adult crossing guards.

Other methods of enhancing the conspicuity of standard signs are described in [[#903.1.11|EPG 903.1.11]].

=={{SpanID|903.1.13}}903.1.13 Standardization of Location (MUTCD Section 2A.13)==

'''Support. '''Standardization of position cannot always be attained in practice. Examples of heights and lateral locations of signs for typical installations are illustrated in [[#fig903-1-13-1|Figure 903.1.13.1]], and examples of locations for some typical signs at intersections are illustrated in [[#fig903-1-13-2|Figure 903.1.13.2]] and [[616.16 Typical Applications (MUTCD Chapter 6P) #616.16|EPG 616.16]].

Examples of advance signing on intersection approaches are illustrated in [[616.16 Typical Applications (MUTCD Chapter 6P) #616.16|EPG 616.16]]. [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2|EPG 903.2]], [[903.3 Ground-Mounted Sign Supports #903.3|903.3]], and [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4|903.4]] contain provisions regarding the application of regulatory, warning, and conventional guide signs, respectively.

{{SpanID|fig903-1-13-1}}
[[File:Figure 903.1.13.1 Examples of Heights and Lateral Locations of Sign Installations.png|thumb|alt=Examples of sign locations at an acute-angle intersection, a channelized intersection, a minor crossroad, an urban intersection, a divisional island, and a wide-throat intersection.|center|600px|'''Figure 903.1.13.1''' Examples of Locations for Some Typical Signs at Intersections]]

{{SpanID|fig903-1-13-2}}
[[File:Figure 903.1.13.2 Examples of Locations for Some Typical Signs at Intersections.png|thumb|alt=Examples of sign locations at an acute-angle intersection, a channelized intersection, a minor crossroad, an urban intersection, a divisional island, and a wide-throat intersection.|center|600px|'''Figure 903.1.13.2''' Examples of Locations for Some Typical Signs at Intersections]]

'''Standard. '''Signs requiring separate decisions by the road user shall be spaced sufficiently far apart for the appropriate decisions to be made.

'''Guidance. '''One of the factors considered when determining the appropriate spacing of signs should be the posted or 85th percentile speed.

Mainline signs on freeways and expressways should be visible a minimum of 800 feet and signs on conventional roads should be visible a minimum of 200 feet (minimum sign spacing in [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4|EPG 903.4]] and [[903.5 Regulatory Signs #903.5|EPG 903.5]]. These distances should be considered when determining spacing between signs and when evaluating sign legibility during sign inspections. When these minimum sign spacing distances are not achievable, engineering judgement should be used to determine if the sign can be relocated to improve visibility, provide advance signing or determine if a reduced sign spacing distance is appropriate.

Except as provided in the third Guidance paragraph below, signs should be located on the right-hand side of the roadway where they are easily recognized and understood by road users. Signs in other locations should be considered only as supplementary to signs in the normal locations, except as otherwise provided in the EPG.

Signs should be individually installed on separate posts or mountings except where:
::A. One sign supplements another;
::B. Route or directional signs are grouped to clarify information to motorists;
::C. Regulatory signs that do not conflict with each other are grouped, such as Turn Prohibition signs posted with ONE WAY signs or a parking regulation sign posted with a Speed Limit sign; or
::D. Street Name signs are posted with a STOP or YIELD sign.

Signs should be located so that they:
::A. When post mounted, are installed on a breakaway assembly, regardless of where they are located on right-of-way,
::B. Optimize nighttime visibility,
::C. Minimize the effects of mud splatter and debris,
::D. Do not obscure each other,
::E. Do not obscure the sight distance to approaching vehicles on the major street for drivers who are stopped on minor-street approaches, and
::F. Are not hidden from view.

Except for STOP, YIELD, DO NOT ENTER, and WRONG WAY signs, or as otherwise provided in the EPG, where a sign on a one-way roadway indicates an action intended exclusively or primarily for a road user in the left-hand lane or at the left-hand side of that roadway, such as LEFT LANE MUST TURN LEFT (R3-7) or LEFT LANE ENDS (W9-1), the sign should be located on the left-hand side of the roadway. In the case of a divided road, the sign should be located in the median.

'''Option. '''Signs located on the left-hand side of a one-way roadway or in the median of a divided road, in accordance with the Guidance paragraph above, may be supplemented by an identical sign located on the right-hand side of the roadway.

'''Support. '''The clear zone (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.2 | EPG 911 (MUTCD Section 1C.02)]]) is the total roadside border area, starting at the edge of the traveled way, available for an errant driver to stop or regain control of a vehicle. The width of the clear zone is dependent upon traffic volumes, speeds, and roadside geometry. Additional information can be found in the “Roadside Design Guide,” 4th Edition, 2011, AASHTO. Based on the Roadside Design Guide, the clear zone only accounts for 80% of vehicles leaving the roadway, leaving 20% traveling outside the clear zone, this is the reason all MoDOT signs are required to be on breakaway sign supports.

'''Guidance. '''With the increase in traffic volumes and the need to provide road users regulatory, warning, and guidance information, an order of priority for sign installation should be established.

'''Support. '''An order of priority is especially critical where space is limited for sign installation and there is a demand for several different types of signs. Overloading road users with too much information is not desirable. Priority according to type of sign will depend on the specific situation and conditions of the site at which the signs are to be installed. For example, in the vicinity of an exit ramp, guide signs and warning signs for the exit ramp might take precedence over supplemental guide signs or a mainline Speed Limit sign where there is no change in the speed zone.

'''Guidance. '''Because regulatory and warning information is typically more critical to the road user than guidance information, regulatory and warning signing whose locations are critical should be displayed rather than guide signing in cases where conflicts occur. In such cases, the guide sign should be relocated to another appropriate location where it will still be effective. In other cases, such as at a decision point, the guide sign should take precedence over other signs whose locations are not as critical to an immediate decision or action necessary by the road user. In all cases, careful attention should be given to minimizing sign clutter (see [[#903.1.20|EPG 903.1.20]]). Community wayfinding and acknowledgment guide signs should have a lower priority as to placement than other guide signs. Signs conveying information of a less-critical nature should be moved to less-critical locations or omitted.

'''Option. '''Under some circumstances, such as on curves to the right, signs may be placed on median islands or on the left-hand side of the road. A supplementary sign located on the left-hand side of the roadway may be used on a multi-lane road where traffic in a lane to the right might obstruct the view to the right.

'''Guidance. '''In urban areas where crosswalks exist, signs should not be placed within 4 feet in advance of the crosswalk (see Drawing D in [[#fig903-1-13-2|Figure 903.1.13.2]]).

=={{SpanID|903.1.14}}903.1.14 Overhead Sign Installation (MUTCD Section 2A.14)==
'''Standard. '''Overhead sign installations shall be limited to MoDOT regulatory, warning, and guide sign installations, unless otherwise specified in the EPG. Supplemental signs or aesthetic messages shall not be displayed on overhead structures, which also apply to structures constructed and installed by another jurisdiction over a state route. Supplemental signs or aesthetic messages include, but are not limited to Welcome To signs, Welcome To monuments, and Community Wayfinding signs.

'''Guidance. '''Overhead signs should be used on freeways and expressways, at locations where some degree of lane-use control is desirable, and at locations where space is not available at the roadside. It is recommended that justification be provided when mounting signs overhead.

'''Support. '''The operational requirements of the present highway system are such that overhead signs have value at many locations. The factors to be considered for the installation of overhead sign displays are not definable in specific numerical terms. In some cases, overhead mounting of a sign might be required by other provisions of the EPG.

MoDOT has established the following general criteria for the use of overhead signs on the state highway system:

'''Standard. '''Overhead signs shall be used in the following applications:
::A. EXIT ONLY lane drops,
::B. Complex interchange design, including, but not limited to:
:::1. Directional ramps, and
:::2. Ramp splits
::C. Three or more lanes in each direction in urban areas,
::D. Closely-spaced interchanges,
::E. Multi-lane exits,
::F. Consistency of sign message location through a series of interchanges,
::G. Junction of two freeways, and
::H. Complex intersection guide signs, including, but not limited to:
::: 1. Multi-lane roundabouts,
::: 2. Diverging Diamond Interchanges, and
::: 3. Single Point Urban Interchanges.

'''Guidance.''' Overhead signs should be used in the following applications:
::A. Reduction of basic lanes in a LANE ENDS application and
::B. Left-side exit ramps.

'''Option.''' Overhead signs may be used in the following applications:
::A. Insufficient space for post-mounted signs,
::B. Restricted sight distance,
::C. Traffic volume at or near capacity,
::D. Large percentage of trucks,
::E. In urban areas with ambient light issues which obscure the visibility of the ground mounted sign,
::F. Locations where there is a history of crashes with a ground-mounted sign, and
::G. High-speed traffic.

Over-crossing structures may be used to support overhead signs.

'''Support. '''Under some circumstances, the use of over-crossing structures as sign supports might be the only practical solution that will provide adequate viewing distance. The use of such structures as sign supports might eliminate the need for the foundations and sign supports along the roadside.

=={{SpanID|903.1.15}}903.1.15 Mounting Height (MUTCD Section 2A.15)==
'''Standard. '''The provisions of this article shall apply unless specifically stated otherwise for a particular sign or object marker elsewhere in the EPG.

'''Support. '''Mounting heights in the EPG and in [https://www.modot.org/media/16921 Standard Plan 903.03] are nominal dimensions, meaning these dimensions represent the minimum mounting height, as well as the maximum mounting heights unless otherwise stated. The mounting height, measured from the roadway surface to the bottom of the sign, is only increased in order to meet the minimum distance requirements from the bottom of the sign to the ground directly below the sign. Minimum mounting heights ensure the installations meet breakaway standards as well as placing the signs at the appropriate level for visibility. Installing signs taller than these nominal dimensions will move the signs outside the driver’s normal line of sight negatively affecting the signs legibility and visibility.

In addition to the provisions of this article, information affecting the minimum mounting height of signs as a function of crash performance can be found in the “Roadside Design Guide,” 4th Edition, 2011, AASHTO.

'''Standard. '''In rural areas, 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 shall be 5 feet (see [[#fig903-1-13-1|Figure 903.1.13.1]]).

In business, commercial, or residential areas where parking, bicyclist, or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, 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 shall be 7 feet (see [[#fig903-1-13-1|Figure 903.1.13.1]]).

'''Option. '''The height to the bottom of a secondary sign mounted below another sign may be 1 foot less than the height specified in the Standard paragraphs above.

'''Standard. '''The minimum height of signs, measured vertically from the bottom of the sign to the sidewalk shall be 7 feet.

If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 feet above a pedestrian sidewalk or pathway (see [[616.3 Pedestrian and Worker Safety (MUTCD Chapter 6C) #616.3.2|EPG 616.3.2]]), the secondary sign shall not project more than 4 inches into the pedestrian facility.

'''Support. '''[[914.1 General (MUTCD Chapter 9A) #914.1.2|EPG 914.1.2]] contains provisions for the minimum mounting height of signs on shared-use paths.

'''Standard. '''All sign installations shall meet the installation, mounting height and lateral offset of MoDOT specifications for the type of signs support being used, see [https://www.modot.org/media/16921 Standard Plan 903.03].

'''Option. '''A route sign assembly (see [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #fig903.4.25.1|Figures 903.4.25.1]] through [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D)#fig903.4.25.3|903.4.25.3]]) consisting of a route sign and auxiliary signs may be treated as a single sign for the purposes of this article.

The mounting height may be adjusted when supports are located near the edge of the right-of-way on a steep backslope in order to avoid the sometimes less desirable alternative of placing the sign closer to the roadway.

'''Standard. '''Signs that are post-mounted on a median barrier shall not overhang any portion of the traveled way.

New overhead sign installations shall provide a vertical clearance of not less than 18 feet from the highest point of pavement or shoulder (including mountable curbs located within the shoulder limits) to the lowest point of the sign, light fixture, or sign bridge over the entire width of the pavement and shoulders, except where the structure on which the overhead signs are to be mounted or other structures along the roadway near the sign structure have a lesser vertical clearance. No overhead sign installations shall have a mounting height that is lower than 17 feet.

'''Option. '''If the vertical clearance of other structures along the roadway near the sign structure is less than 16 feet, the vertical clearance to an overhead sign structure or support may be as low as 1 foot higher than the vertical clearance of the other structures in order to improve the visibility of the overhead signs.

In special cases the clearance to overhead signs may be reduced if necessary because of substandard dimensions in tunnels and other major structures such as double-deck bridges.

Signs may be raised above the standard vertical clearance to improve visibility and avoid other obstructions such as signal equipment.

'''Guidance. '''While a maximum mounting height for signs is generally not prescribed in the EPG, the nominal mounting heights should be adhered to, ensuring that signs are not mounted at such a height as to be out of the road user’s normal field of vision (see the second paragraph of this article and the third paragraph of [[:Category:911_General_(MUTCD_Part_1) #911.4.9 | EPG 911 (MUTCD Section 1D.09)]]), especially in urban settings where signs are mounted on traffic signal or light poles.

'''Support. '''[[#fig903-1-13-1|Figure 903.1.13.1]] illustrates some examples of the mounting height requirements contained in this article.

See [[903.17 Overhead Sign Mounting #903.17.4|EPG 903.17.4]] for information regarding vertical clearances for overhead signs.

=={{SpanID|903.1.16}}903.1.16 Lateral Offset (MUTCD Section 2A.16)==
'''Standard. '''For overhead sign supports, the minimum lateral offset from the edge of the shoulder (or if no shoulder exists, from the edge of the pavement) to the near edge of overhead sign supports (cantilever or sign bridges) shall be 6 feet. Overhead sign supports shall have a barrier or crash cushion to shield them if they are within the right-of-way.

See [[903.17 Overhead Sign Mounting #903.17.3|EPG 903.17.3]] for information regarding lateral offset of overhead sign supports.

Post-mounted sign and object marker supports shall be crashworthy (see [[:Category:911_General_(MUTCD_Part_1) #911.4.11 | EPG 911 (MUTCD Section 1D.11)]]) if within the right-of-way.

'''Guidance. '''For post-mounted signs, the minimum lateral offset should be 12 feet from the edge of the traveled way. If a shoulder wider than 6 feet exists, the minimum lateral offset for post-mounted signs should be 6 feet from the edge of the shoulder.

Supports for signs mounted laterally behind a longitudinal barrier should be placed so that the near edge of the support is located beyond the deflection distance of the longitudinal barrier and the edge of the sign does not extend beyond the face of the barrier towards traffic.

'''Support. '''The minimum lateral offset requirements for object markers are provided in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3|EPG 903.3]].

The minimum lateral offset is intended to keep trucks and cars that use the shoulders from striking the signs or supports. The minimum lateral offset requirements do not supersede the requirement for crashworthiness (see the second Standard paragraph of this article) if the sign is located within the right-of-way.

'''Guidance. '''All supports should be located as far as practical from the edge of the shoulder. Advantage should be taken to place signs behind existing roadside barriers, on over-crossing structures, or other locations that minimize the exposure of the traffic to sign supports.

'''Option. '''Lesser lateral offsets may be used on connecting roadways or ramps at interchanges, but not less than 6 feet from the edge of the traveled way.

On conventional roads in areas where it is impractical to locate a sign with the lateral offset prescribed by this article because of roadside features such as terrain or vegetation, a lateral offset of at least 2 feet may be used.

A lateral offset of at least 1 foot from the face of the curb may be used in business, commercial, or residential areas where sidewalk width is limited or where existing poles are close to the curb.

'''Guidance. '''Overhead sign supports and post-mounted sign and object marker supports should not obstruct the sidewalk or the pedestrian access route such that less than 4 feet of clear space is available.

'''Support. '''Guidance for maintaining sign shape in laterally-constrained conditions is described in [[#903.1.5|EPG 903.1.5]].

[[#fig903-1-13-1|Figure 903.1.13.1]] and [[#fig903-1-13-2|903.1.13.2]] illustrate some examples of the lateral offset requirements contained in this article.

=={{SpanID|903.1.17}}903.1.17 Orientation (MUTCD Section 2A.17)==
'''Guidance. '''Unless otherwise provided in the EPG, signs should be vertically mounted at right angles to the direction of, and facing, the traffic that they are intended to serve.

Where mirror reflection from the sign face is encountered to such a degree as to reduce legibility, the sign should be turned slightly away from the road. On curved alignments, the angle of placement should be determined by the direction of approaching traffic rather than by the roadway edge at the point where the sign is located.

=={{SpanID|903.1.18}}903.1.18 Posts and Mountings (MUTCD Section 2A.18)==
'''Standard. '''Sign posts, foundations, and mountings shall be so constructed as to hold signs in a proper and permanent position, and to resist swaying in the wind or displacement by vandalism.

'''Support. '''See [https://www.modot.org/media/16921 Standard Plan 903.03] for additional information regarding posts and mounting. The Standard Plans are compliant with the latest edition of AASHTO’s “Specifications for Structural Supports for Highway Signs, Luminaires, and Traffic Signals.”

'''Option. '''Where permitted, signs may be placed on existing supports used for other purposes, such as highway traffic signal supports or overhead sign supports. This does not include utility poles or light poles.

'''Support. '''[[#903.1.11|EPG 903.1.11]] contains criteria for enhanced conspicuity of standard signs.

[[#903.1.15|EPG 903.1.15]] and [[#903.1.16|903.1.16]] contain lateral and height placement criteria for signs placed on existing supports.

'''Standard. '''If mounted to the sign support, equipment for powering electronic components of a sign, including solar panels, the sign support shall be a traffic signal pedestal pole with a breakaway base so as to not to compromise the crashworthy performance of the sign installation (see [[:Category:911_General_(MUTCD_Part_1) #911.4.11 | EPG 911 (MUTCD Section 1D.11)]]). Such equipment shall be mounted so as not to obscure the shape of the sign. Any wiring installed in the breakaway base shall include appropriate breakaway fuse connectors.

=={{SpanID|903.1.19}}903.1.19 Maintenance (MUTCD Section 2A.19)==
'''Guidance. '''Maintenance activities should consider proper position, cleanliness, legibility, and daytime and nighttime visibility (see [[#903.1.21|EPG 903.1.21]] and [[#903.1.22|903.1.22]]). Damaged or deteriorated signs or object markers should be replaced.

To assure adequate maintenance, a schedule for inspecting (at night), trimming vegetation, and replacing signs and object markers should be established. Employees of highway, law enforcement, and other public agencies whose duties require that they travel on the roadways should be encouraged to report any damaged, deteriorated, or obscured signs or object markers at the first opportunity. While MoDOT’s sign maintenance program relies on nighttime inspections, random daytime inspections are encouraged to identify needs between scheduled nighttime inspections.

Steps should be taken to see that weeds, trees, shrubbery, and construction, maintenance, and utility materials and equipment do not obscure the face of any sign or object marker.

A regular schedule of replacement of lighting elements for illuminated signs should be maintained.

'''Support. '''See [[903.20 Construction Inspection Guidelines for Sec 903 #903.20.4|EPG 903.20.4]] for additional information related to sign inspection.

=={{SpanID|903.1.20}}903.1.20 Excessive Use of Signs (MUTCD Section 2A.20)==
'''Guidance. '''Signs should be used and located judiciously, minimizing their proliferation in order to maintain their effectiveness. Regulatory and warning signs should be used conservatively because these signs, if used to excess, tend to lose their effectiveness. Route signs and directional guide signs for primary routes and destinations should be used frequently at strategic locations because their use promotes efficient operations by keeping road users informed of their location. In all cases, however, sign clutter (see the Support paragraph below) should be avoided and minimized as much as practicable.

'''Support. '''Sign clutter is the proliferation of sign installations or assemblies along the roadway or roadside, either separately or grouped, to such an extent that adequate spacing between installations necessary for orderly processing of the sign messages by the driver cannot be achieved. Sign clutter can reduce the effectiveness of one or more signs in a sequence of signs.

The basic role of traffic control devices is to provide only as much information to the road user as necessary to promote the safe and efficient operation of streets and highways. Sign clutter can result from the overuse of MUTCD-compliant signs and or signs that display information unrelated to traffic operation, navigation, or transportation information. Examples of such signs would include, but are not limited to, those displaying the birthplace or home of a noted person, local sports team accomplishments, population information, and self-described qualities of a community such as “friendly” or “open for business.”

'''Guidance. '''Signs and other traffic control devices should be installed and maintained from a systematic standpoint rather than individually. When a new sign is installed, the existing signs in the vicinity should be considered for replacement, relocation, or removal as a result of the new sign that is installed. Existing systems of signs should be reviewed periodically for evidence of sign clutter and adjustments should be made accordingly.

'''Support. '''[[#903.1.13|EPG 903.1.13]] contains information regarding an order of priority for signs where available spacing along the roadway is limited.

=={{SpanID|903.1.21}}903.1.21 Retroreflection and Illumination (MUTCD Section 2A.21)==
'''Support. '''There are many materials currently available for retroreflection and various methods currently available for the illumination of signs and object markers. New materials and methods continue to emerge. New materials and methods can be used as long as the signs and object markers meet the standard requirements for color, both by day and by night.

This article applies to visibility of signs at night or in low-light or adverse weather conditions, whose legends are otherwise visible under typical daytime viewing conditions.

'''Standard. '''All traffic control signs on MoDOT right-of-way shall be retroreflective to show the same shape and similar color by both day and night, unless otherwise provided in the EPG for a particular sign or group of signs.

Where the color black is specified for the legend or background of a sign, an opaque and non-retroreflective material shall be used.

The requirements for sign illumination shall not be considered to be satisfied by street or highway lighting.

In special conditions when illuminated signs are permitted to be used per the EPG, sign symbols, word messages, and backgrounds shall be illuminated by a light behind the sign face through a translucent material.

Retroreflection of sign elements shall be accomplished by the means shown in [[#tab903.1.21|Table 903.1.21]].

{{SpanID|tab903.1.21}}

<div style="width: 100%; display: flex; justify-content: center;">
{| class="wikitable"
|+Table 903.1.21, Retroreflection of Sign Elements
|-
!Means of Retroreflection!!Sign Element
|-
|A material that has a smooth, sealed outer surface <br/>over a microstructure that reflects light||Symbol <br/>Word message <br/>Border <br/>Background <br/>
|-
|colspan="2"style="background-color:#ffffff;"|<b>Note:</b> Illuminated signs are not used by MoDOT. Cities and counties <br/>may use illuminated street name signs if a maintenance agreement is in place.
|}
</div>

'''Guidance. '''Overhead sign installations should not be illuminated unless an engineering study shows a need for illumination, e.g. fog prone areas.

'''Support. '''Information regarding the use of retroreflective material on the sign support is contained in [[#903.1.11|EPG 903.1.11]].

Information regarding MoDOT sheeting types is contained in [[903.16 Design Aspects of MoDOT Signing #903.16.2|EPG 903.16.3]].

=={{SpanID|903.1.22}}903.1.22 Maintaining Minimum Retroreflectivity (MUTCD Section 2A.22)==
'''Support. '''Retroreflectivity is one of several factors associated with maintaining nighttime sign visibility (see [[#903.1.21|EPG 903.1.21]]).

'''Standard. '''MoDOT shall use an assessment or management method that is designed to maintain sign retroreflectivity at or above the minimum levels in [[#tab903-1-22|Table 903.1.22]]. Local jurisdictions who maintain sections of state routes and the signs on those sections under maintenance agreements shall maintain those signs in accordance with one of the MUTCD assessment methods.

{{SpanID|tab903-1-22}}


<div style="display: flex; justify-content: center;">
{|class="wikitable" style="text-align: center;"
|+ Table 903.1.22, Minimum Maintained Retroreflectivity Levels
|-
!rowspan="2"|Sign Color!!colspan="3"|Beaded Sheeting Type (ASTM D4956)!!rowspan="2"|Prismatic Sheeting!!rowspan="2"|Additional Criteria
|-
!I!!II!!III
|-
|rowspan="2"|White on Green || W*; G ≥ 7 || W*; G ≥ 15 || W*; G ≥ 25 || W ≥ 250; G ≥ 25 || Overhead
|-
| W*; G ≥ 7 || colspan="3"| W ≥ 120; G ≥ 15 || Post-mounted
|-
|rowspan="2"|White on Blue || W*; B ≥ 3 || W*; B ≥ 5 || W*; B ≥ 12 || W ≥ 250; B ≥ 12 || Overhead
|-
| W*; B ≥ 3 || colspan="3"|W ≥ 120; B ≥ 7 || Post-mounted
|-
|rowspan="2"|White on Brown || W*; Br ≥ 1 || W*; Br ≥ 5 || W*; Br ≥ 10 || W ≥ 350; Br ≥ 10 || Overhead
|-
| W*; Br ≥ 1 || colspan="3"|W ≥ 150; B ≥ 5 || Post-mounted
|-
|rowspan="2"|Black on Yellow or <br/>Black on Orange || Y*; O* || colspan="3"|Y ≥ 50; O ≥ 50 || <sup>2</sup>
|-
| Y*; O* || colspan="3"|Y ≥ 75; O ≥ 75 || <sup>3</sup>
|-
|White on Red || colspan="4"| W ≥ 35; R ≥ 7 || <sup>4</sup>
|-
|Black on White || colspan="4"| W ≥ 50 || <sup>-</sup>
|-
|colspan="6" style="background-color: #ffffff; text-align: left;text-indent:-1em; padding-left: 1.5em;"| <p><sup>1</sup> The minimum maintained retroreflectivity levels shown in this table are in units of cd/Ix/m<sup>2</sup> measured at an observation angle of 0.2° and an entrance angle of -4.0°.</p><p><sup>2</sup> For word legend and fine symbol signs measuring at least 48 inches and for all sizes of bold symbol signs.</p><p><sup>3</sup>For word legend and fine symbol signs measuring less than 48 inches.</p><p><sup>4</sup> Minimum sign contrast ratio ≥ 3:1 (white retroreflectivity ÷ red retroreflectivity).</p><p><sup>*</sup>This sheeting type shall not be used for this color for this application.</p>
|-
!colspan="6"|Bold Symbol Signs
|-
|colspan="6"|<ul style="columns:3;"><li>W1-1,2 - Turn and Curve</li>
<li>W1-3,4 - Reverse Turn and Curve</li>
<li>W1-5 - Winding Road</li>
<li>W1-6,7 - Large Arrow</li>
<li>W1-8 - Chevron</li>
<li>W1-10 - Intersection in Curve</li>
<li>W1-11 - Hairpin Curve</li>
<li>W1-15 - 270 Degree Loop</li>
<li>W2-1 - Cross Road</li>
<li>W2-2,3 - Side Road</li>
<li>W2-4,5 - T and Y Intersection</li>
<li>W2-6 - Circular Intersection</li>
<li>W2-7,8 - Double Side Roads</li>
<li>W3-1 - Stop Ahead</li>
<li>W3-2 - Yield Ahead</li>
<li>W3-3 - Signal Ahead</li>
<li>W4-1 - Merge</li>
<li>W4-2 - Lane Ends</li>
<li>W4-3 - Added Lane</li>
<li>W4-5 - Entering Roadway Merge</li>
<li>W4-6 - Entering Roadway Added Lane</li>
<li>W6-1,2 - Divided Highway Begins and Ends</li>
<li>W6-3 - Two-Way Traffic</li>
<li>W10-1,2,3,4,11,12 - Grade Crossing Advance Warning</li>
<li>W11-2 - Pedestrian Crossing</li>
<li>W11-5 - Farm Equipment</li>
<li>W11-7 - Equestrian Crossing</li>
<li>W11-10 - Truck Crossing</li>
<li>W12-1 - Double Arrow</li>
<li>W16-5P,6P,7P - Pointing Arrow Plaques</li>
<li>W20-7 - Flagger</li>
<li>W21-1 - Worker</li></ul>
|-
!colspan="6"|Fine Symbol Signs <span style="font-weight:400">(symbol signs not listed as bold symbol signs)</span>
|-
|colspan="6" style="text-align: left"|'''Special Cases'''<br/><ul><li>W3-1 - Stop Ahead: Red retroreflectivity ≥ 7</li><li>W3-2 - Yield Ahead: Red retroreflectivity ≥ 7; White retroreflectivity ≥ 35</li><li>W3-3 - Signal Ahead: Red retroreflectivity ≥ 7; Green retroreflectivity ≥ 35</li><li>W3-5 - Speed Reduction: White retroreflectivity ≥ 50</li><li>For non-diamond shaped signs, such as W14-3 (No Passing Zone), WP-4P (Cross Traffic Does Not Stop), or W13-1P,2,3,6,7 (Speed Advisory Signs), use the largest sign dimension to determine the proper minimum retroreflectivity level.</li>
|-
|colspan="6" style="background-color:#ffffff; text-align: left;"|'''Note:''' All MoDOT signs shall be fabricated as retroreflective for durability and longevity
|}
</div>

'''Support. '''Compliance with the Standard in the paragraph above is achieved by having a method in place and using the method to maintain the minimum levels established in [[#tab903-1-22|Table 903.1.22]]. Provided that an assessment or management method is being used, MoDOT would be in compliance with the Standard in the paragraph above even if there are some individual signs that do not meet the minimum retroreflectivity levels at a particular point in time.

MoDOT has a sign inspection process to maintain sign retroreflectivity at or above the minimum levels. See [[903.20 Construction Inspection Guidelines for Sec 903 #903.20.4|EPG 903.20.4]] for additional information related to sign inspection.

=={{SpanID|903.1.23}}903.1.23 Median Opening Treatments for Divided Highways (MUTCD Section 2A.23)==
'''Guidance. '''A divided highway crossing should be signed and marked as separate intersections when both of the following conditions are present:
::A. The paths of opposing left turns from the divided highway cross each other (see [[#fig903-1-23|Figure 903.1.23]]), and
::B. There is adequate storage in the interior approaches for the design vehicles expected to cross the divided highway.

If either one or both of the conditions in the Guidance paragraph above do not exist, the divided highway crossing should be signed and marked as a single intersection.

{{SpanID|fig903-1-23}}
[[File:Figure 903.1.23 Intersection Configuration at a Divided Highway Crossing.png|center|thumb|alt=An example of separate intersections, where the paths the of opposing left-turning vehicles cross, and an example of a single intersection, in which the paths of opposing left-turning vehicles do not cross. |800px| '''Figure 903.1.23''' Intersection Configuration at a Divided Highway Crossing]]

At the crossing of two divided highways, engineering judgment should be used to determine the number of separate intersections.

'''Support. '''Divided highway crossings with median widths 150 feet or greater might function as two intersections depending upon the interaction of the opposing left-turn vehicle paths and the available interior storage in the median for a crossing vehicle. Other factors that could determine whether a divided highway crossing is operating as one or two intersections include:
::A. The geometric design of the divided highway crossing,
::B. The use of positive offset mainline left-turn lanes,
::C. The length of the median opening (as measured parallel to the center line of the divided highway),
::D. The geometric design of the median noses,
::E. Other roadway geometric considerations such as a skewed side street approach or a variable median width,
::F. Intersection sight distance,
::G. The physical characteristics of the design vehicle, and
::H. The observed prevailing driver behavior with regard to opposing left-turn path interaction.

=={{SpanID|903.1.24}}903.1.24 Priority Order of Signs==
'''Standard. '''The order classification of signs shall be defined as follows (refer to [[#fig903-1-24|Figure 903.1.24]]):
#First Order Signing. Signs that are installed in advance of the closest intersection or interchange where motorists turn off of the state highway system to arrive at the desired traffic generator or site. First order signing will always be on state right-of-way.
#Second Order Signing. Signs that are installed in advance of the intersection or interchange where motorists turn to access the highway where the first order signing is provided. Second order signing will always be on state right-of-way and shall require the use of first order signing on state right-of-way.
#Third Order Signing. Signs that are installed in advance of the intersection or interchange where motorists turn to access the highway where the second order signing is provided. Third order signing will always be on state right-of-way and shall require the use of first order and second order signing on state right-of-way.

[[File:Figure 903.1.24 Sign Order Classification.gif|center|frame|thumb|alt=A diagram illustrating the priority order of signs for state highway directions with First, Second, and Third Order Signing.| <center>'''Figure 903.1.24 Sign Order Classification'''</center>]]

'''Support. '''In general, as the “order” of signing increases, the functional classification of road stays the same or increases. For example, if first order signing is on a four-lane U.S. route, second order signing should be on another U.S. route, expressway, or a freeway. In this example case, second order signing should not be placed on a two-lane lettered route.

File:Figure 903.1.13.1 Examples of Heights and Lateral Locations of Sign Installations.png

2025-12-01T21:09:08Z

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<div style="display: flex; flex-wrap: wrap; gap: 20px;">
<div style="max-width: 580px; min-width: 300px;">
<categorytree mode=all depth="0">901 Lighting</categorytree>
<categorytree mode=all depth="0">Category:902 Signals (MUTCD Part 4)</categorytree>
<categorytree mode=all depth="0">903 Highway Signing (MUTCD Part 2)</categorytree>
<categorytree mode=all depth="0">904 Construction Inspection Guidance - Certification Requirements and Procedure for Lighting, Traffic Signals, Signs and Cathodic Protection </categorytree>
<categorytree mode=all depth="0">905 Traffic Studies</categorytree>
<categorytree mode=all depth="0">906 Traffic Engineering Assistance Program (TEAP)</categorytree>
<categorytree mode=all depth="0">907 Traffic Safety</categorytree>
<categorytree mode=all depth="0">908 Traffic Controls for School Areas (MUTCD Part 7)</categorytree>
<categorytree mode=all depth="0">909 Transportation Systems Management and Operations (TSMO)</categorytree>
<categorytree mode=all depth="0">910 Intelligent Transportation Systems</categorytree>
<categorytree mode=all depth="0">Category:911 General (MUTCD Part 1)</categorytree>
<categorytree mode=all depth="0">Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)</categorytree>
<categorytree mode=all depth="0">Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)</categorytree>
<categorytree mode=all depth="0">Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)</categorytree>
<categorytree mode=all depth="0">940 Access Management</categorytree>
<categorytree mode=all depth="0">941 Permits and Access Requests</categorytree>
<categorytree mode=all depth="0">942 Approved Products List</categorytree>
<categorytree mode=all depth="0">943 Route Marking</categorytree>
<categorytree mode=all depth="0">944 Radio Operation</categorytree>
<categorytree mode=all depth="0">945 Overdimension / Overweight Permits</categorytree>
<categorytree mode=all depth="0">948 Incident Response Plan and Emergency Response Management</categorytree>
<categorytree mode=all depth="0">949 Other Aspects of Traffic</categorytree>
<categorytree mode=all depth="0">950 Automated Traffic Enforcement</categorytree>
</div>
<div style="max-width: 550px; min-width: 300px;">
{| class="wikitable"
|-
! colspan="2" | MUTCD Content
! EPG Location
|-
| colspan="2" | '''Part 1''' - General
| [[911 General (MUTCD_Part_1)|911]]
|-
| colspan="2" | '''Part 2''' - Signs:
| [[:Category:903 Highway Signing (MUTCD Part 2)|903]]
|-
|
| Chapter 2A - General
| [[903.1 General (MUTCD Chapter 2A)|903.1]]
|-
|
| Chapter 2B - Regulatory Signs, Barricades, and Gates
| [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)|903.2]]
|-
|
| Chapter 2C - Warning Signs and Object Markers
| [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C)|903.3]]
|-
|
| Chapter 2D - Guide Signs - Conventional Roads
| [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D)|903.4]]
|-
|
| Chapter 2E - Guide Signs - Freeways and Expressways
| [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E)|903.5]]
|-
|
| Chapter 2F - Toll Road Signs ''(Not currently used by MoDOT)''
| [[903.6 Toll Road Signs (MUTCD Chapter 2F)|903.6]]
|-
|
| Chapter 2G - Preferential and Managed Lane Signs ''(Not currently used by MoDOT)''
| [[903.7 Preferential and Managed Lane Signs (MUTCD Chapter 2G)|903.7]]
|-
|
| Chapter 2H - General Information Signs
| [[903.8 General Information Signs (MUTCD Chapter 2H)|903.8]]
|-
|
| Chapter 2I - General Service Signs
| [[903.9 General Service Signs (MUTCD Chapter 2I)|903.9]]
|-
|
| Chapter 2J - Specific Service Signs
| [[903.10 Specific Service Signs (MUTCD Chapter 2J)|903.10]]
|-
|
| Chapter 2K - Tourist-Oriented Directional Signs
| [[903.11 Tourist-Oriented Directional Signs (MUTCD Chapter 2K)|903.11]]
|-
|
| Chapter 2L - Changeable Message Signs
| [[903.12 Changeable Message Signs (MUTCD Chapter 2L)|903.12]]
|-
|
| Chapter 2M - Recreational and Cultural Interest Area Signs
| [[903.13 Recreational, Historic Site, and Cultural Interest Area Signs (MUTCD Chapter 2M)|903.13]]
|-
|
| Chapter 2N - Emergency Management Signs ''(Not currently used by MoDOT)''
| [[903.14 Emergency Management Signs (MUTCD Chapter 2N)|903.14]]
|-
| colspan="2" | '''Part 3''' - Markings
| [[:Category:620 Pavement Marking (MUTCD Part 3)|620]]
|-
| colspan="2" | '''Part 4''' - Highway Traffic Signals
| [[:Category:902 Signals (MUTCD Part 4)|902]]
|-
| colspan="2" | '''Part 5''' - Traffic Control Device Considerations for Automated Vehicles
| [[912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)|912]]
|-
| colspan="2" | '''Part 6''' - Temporary Traffic Control
| [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|616]]
|-
| colspan="2" | '''Part 7''' - Traffic Control for School Areas
| [[:Category:908 Traffic Controls for School Areas (MUTCD Part 7)|908]]
|-
| colspan="2" | '''Part 8''' - Traffic Control for Railroad and Light Rail Transit Grade Crossings
| [[:Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913]]
|-
| colspan="2" | '''Part 9''' - Traffic Control for Bicycle Facilities
| [[:Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|914]]
|}
</div>
</div>

{|style="padding: 0.3em; margin-left:2px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="590px"
|-
|EPG articles are <u>not</u> referenced as "sections" but as EPG XXX.X to avoid confusion with MoDOT specs (which are contractually binding).
|}

{|style="padding: 1.5em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#d5d5d5" width="320px" align="right"
|-
|The '''MoDOT MUTCD''' is a historical reference document and not a policy manual. Refer to the articles of the EPG for MoDOT policies.
|}
==900.1 Incorporating the MUTCD into the EPG==

'''History.''' 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. To unify both standards, a joint committee of AASHO 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), 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. 

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). 

'''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.

'''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.

'''Support.''' For the 11th Edition of the MUTCD, MoDOT established a MoDOT MUTCD document. Unlike other states, this document 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 National MUTCD, denoting the content MoDOT did not adopt, changes to the manual, and notes indicating the justifications for these variations.

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 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. Practitioners should reference the National MUTCD for standards, guidance, and support related to traffic control devices that are not included in the EPG.

'''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 are 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, such as other MoDOT districts, FHWA, research facilities, and other states, from which MUTCD-compliant solutions can be sourced. If these solutions have the possibility of being applicable to more than one site, consideration will be made to include the solution in the EPG. 

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.

==900.2 Material Inspection for Traffic Control==
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.

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.

===900.2.1 Procedure===
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.

===900.2.2 Report===
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).

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 "Dist. Engr. Cert. Sig., Sign, Light" (SAA901AA) is selected and completed. The "Dist. Engr. Cert. Sig., Sign, Light" 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." 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" [except as follows<sup>1</sup>]. [List the exceptions and the exceptions’ reasons.]

A listing of the actual items used, their source and any supporting documentation should be included in the project files.

A cathodic protection material code, 3099SPBRCA (Cathodic Protection for Bridge), is provided to allow acceptance by the procedure described above.

<sup>1</sup> Optional, depending on circumstances.

Category:900 TRAFFIC CONTROL

2025-12-01T17:44:36Z

WilkeJ:

<div style="display: flex; flex-wrap: wrap; gap: 20px;">
<div style="max-width: 580px; min-width: 300px;">
<categorytree mode=all depth="0">901 Lighting</categorytree>
<categorytree mode=all depth="0">Category:902 Signals (MUTCD Part 4)</categorytree>
<categorytree mode=all depth="0">903 Highway Signing (MUTCD Part 2)</categorytree>
<categorytree mode=all depth="0">904 Construction Inspection Guidance - Certification Requirements and Procedure for Lighting, Traffic Signals, Signs and Cathodic Protection </categorytree>
<categorytree mode=all depth="0">905 Traffic Studies</categorytree>
<categorytree mode=all depth="0">906 Traffic Engineering Assistance Program (TEAP)</categorytree>
<categorytree mode=all depth="0">907 Traffic Safety</categorytree>
<categorytree mode=all depth="0">908 Traffic Controls for School Areas (MUTCD Part 7)</categorytree>
<categorytree mode=all depth="0">909 Transportation Systems Management and Operations (TSMO)</categorytree>
<categorytree mode=all depth="0">910 Intelligent Transportation Systems</categorytree>
<categorytree mode=all depth="0">Category:911 General (MUTCD Part 1)</categorytree>
<categorytree mode=all depth="0">Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)</categorytree>
<categorytree mode=all depth="0">Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)</categorytree>
<categorytree mode=all depth="0">Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)</categorytree>
<categorytree mode=all depth="0">940 Access Management</categorytree>
<categorytree mode=all depth="0">941 Permits and Access Requests</categorytree>
<categorytree mode=all depth="0">942 Approved Products List</categorytree>
<categorytree mode=all depth="0">943 Route Marking</categorytree>
<categorytree mode=all depth="0">944 Radio Operation</categorytree>
<categorytree mode=all depth="0">945 Overdimension / Overweight Permits</categorytree>
<categorytree mode=all depth="0">948 Incident Response Plan and Emergency Response Management</categorytree>
<categorytree mode=all depth="0">949 Other Aspects of Traffic</categorytree>
<categorytree mode=all depth="0">950 Automated Traffic Enforcement</categorytree>
</div>
<div style="max-width: 550px; min-width: 300px;">
{| class="wikitable"
|-
! colspan="2" | MUTCD Content
! EPG Location
|-
| colspan="2" | '''Part 1''' - General
| [[911 General (MUTCD_Part_1)|911]]
|-
| colspan="2" | '''Part 2''' - Signs:
| [[:Category:903 Highway Signing (MUTCD Part 2)|903]]
|-
|
| Chapter 2A - General
| [[903.1 General (MUTCD Chapter 2A)|903.1]]
|-
|
| Chapter 2B - Regulatory Signs, Barricades, and Gates
| [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)|903.2]]
|-
|
| Chapter 2C - Warning Signs and Object Markers
| [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C)|903.3]]
|-
|
| Chapter 2D - Guide Signs - Conventional Roads
| [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D)|903.4]]
|-
|
| Chapter 2E - Guide Signs - Freeways and Expressways
| [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E)|903.5]]
|-
|
| Chapter 2F - Toll Road Signs ''(Not currently used by MoDOT)''
| [[903.6 Toll Road Signs (MUTCD Chapter 2F)|903.6]]
|-
|
| Chapter 2G - Preferential and Managed Lane Signs ''(Not currently used by MoDOT)''
| [[903.7 Preferential and Managed Lane Signs (MUTCD Chapter 2G)|903.7]]
|-
|
| Chapter 2H - General Information Signs
| [[903.8 General Information Signs (MUTCD Chapter 2H)|903.8]]
|-
|
| Chapter 2I - General Service Signs
| [[903.9 General Service Signs (MUTCD Chapter 2I)|903.9]]
|-
|
| Chapter 2J - Specific Service Signs
| [[903.10 Specific Service Signs (MUTCD Chapter 2J)|903.10]]
|-
|
| Chapter 2K - Tourist-Oriented Directional Signs
| [[903.11 Tourist-Oriented Directional Signs (MUTCD Chapter 2K)|903.11]]
|-
|
| Chapter 2L - Changeable Message Signs
| [[903.12 Changeable Message Signs (MUTCD Chapter 2L)|903.12]]
|-
|
| Chapter 2M - Recreational and Cultural Interest Area Signs
| [[903.13 Recreational, Historic Site, and Cultural Interest Area Signs (MUTCD Chapter 2M)|903.13]]
|-
|
| Chapter 2N - Emergency Management Signs ''(Not currently used by MoDOT)''
| [[903.14 Emergency Management Signs (MUTCD Chapter 2N)|903.14]]
|-
| colspan="2" | '''Part 3''' - Markings
| [[:Category:620 Pavement Marking (MUTCD Part 3)|620]]
|-
| colspan="2" | '''Part 4''' - Highway Traffic Signals
| [[:Category:902 Signals (MUTCD Part 4)|902]]
|-
| colspan="2" | '''Part 5''' - Traffic Control Device Considerations for Automated Vehicles
| [[912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)|912]]
|-
| colspan="2" | '''Part 6''' - Temporary Traffic Control
| [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|616]]
|-
| colspan="2" | '''Part 7''' - Traffic Control for School Areas
| [[:Category:908 Traffic Controls for School Areas (MUTCD Part 7)|908]]
|-
| colspan="2" | '''Part 8''' - Traffic Control for Railroad and Light Rail Transit Grade Crossings
| [[:Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913]]
|-
| colspan="2" | '''Part 9''' - Traffic Control for Bicycle Facilities
| [[:Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|914]]
|}
</div>
</div>

{|style="padding: 0.3em; margin-left:2px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="590px"
|-
|EPG articles are <u>not</u> referenced as "sections" but as EPG XXX.X to avoid confusion with MoDOT specs (which are contractually binding).
|}

{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#d5d5d5" width="320px" align="right"
|-
|The '''MoDOT MUTCD''' is a historical reference document and not a policy manual. Refer to the articles of the EPG for MoDOT policies.
|}
==900.1 Incorporating the MUTCD into the EPG==

'''History.''' 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. To unify both standards, a joint committee of AASHO 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), 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. 

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). 

'''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.

'''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.

'''Support.''' For the 11th Edition of the MUTCD, MoDOT established a MoDOT MUTCD document. Unlike other states, this document 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 National MUTCD, denoting the content MoDOT did not adopt, changes to the manual, and notes indicating the justifications for these variations.

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 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. Practitioners should reference the National MUTCD for standards, guidance, and support related to traffic control devices that are not included in the EPG.

'''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 are 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, such as other MoDOT districts, FHWA, research facilities, and other states, from which MUTCD-compliant solutions can be sourced. If these solutions have the possibility of being applicable to more than one site, consideration will be made to include the solution in the EPG. 

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.

==900.2 Material Inspection for Traffic Control==
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.

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.

===900.2.1 Procedure===
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.

===900.2.2 Report===
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).

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 "Dist. Engr. Cert. Sig., Sign, Light" (SAA901AA) is selected and completed. The "Dist. Engr. Cert. Sig., Sign, Light" 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." 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" [except as follows<sup>1</sup>]. [List the exceptions and the exceptions’ reasons.]

A listing of the actual items used, their source and any supporting documentation should be included in the project files.

A cathodic protection material code, 3099SPBRCA (Cathodic Protection for Bridge), is provided to allow acceptance by the procedure described above.

<sup>1</sup> Optional, depending on circumstances.

Category:900 TRAFFIC CONTROL

2025-12-01T17:33:18Z

WilkeJ:

<div style="display: flex; flex-wrap: wrap; gap: 20px;">
<div style="max-width: 580px; min-width: 300px;">
<categorytree mode=all depth="0">901 Lighting</categorytree>
<categorytree mode=all depth="0">Category:902 Signals (MUTCD Part 4)</categorytree>
<categorytree mode=all depth="0">903 Highway Signing (MUTCD Part 2)</categorytree>
<categorytree mode=all depth="0">904 Construction Inspection Guidance - Certification Requirements and Procedure for Lighting, Traffic Signals, Signs and Cathodic Protection </categorytree>
<categorytree mode=all depth="0">905 Traffic Studies</categorytree>
<categorytree mode=all depth="0">906 Traffic Engineering Assistance Program (TEAP)</categorytree>
<categorytree mode=all depth="0">907 Traffic Safety</categorytree>
<categorytree mode=all depth="0">908 Traffic Controls for School Areas (MUTCD Part 7)</categorytree>
<categorytree mode=all depth="0">909 Transportation Systems Management and Operations (TSMO)</categorytree>
<categorytree mode=all depth="0">910 Intelligent Transportation Systems</categorytree>
<categorytree mode=all depth="0">Category:911 General (MUTCD Part 1)</categorytree>
<categorytree mode=all depth="0">Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)</categorytree>
<categorytree mode=all depth="0">Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)</categorytree>
<categorytree mode=all depth="0">Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)</categorytree>
<categorytree mode=all depth="0">940 Access Management</categorytree>
<categorytree mode=all depth="0">941 Permits and Access Requests</categorytree>
<categorytree mode=all depth="0">942 Approved Products List</categorytree>
<categorytree mode=all depth="0">943 Route Marking</categorytree>
<categorytree mode=all depth="0">944 Radio Operation</categorytree>
<categorytree mode=all depth="0">945 Overdimension / Overweight Permits</categorytree>
<categorytree mode=all depth="0">948 Incident Response Plan and Emergency Response Management</categorytree>
<categorytree mode=all depth="0">949 Other Aspects of Traffic</categorytree>
<categorytree mode=all depth="0">950 Automated Traffic Enforcement</categorytree>
</div>
<div style="max-width: 550px; min-width: 300px;">
{| class="wikitable"
|-
! colspan="2" | MUTCD Content
! EPG Location
|-
| colspan="2" | '''Part 1''' - General
| [[911 General (MUTCD_Part_1)|911]]
|-
| colspan="2" | '''Part 2''' - Signs:
| [[:Category:903 Highway Signing (MUTCD Part 2)|903]]
|-
|
| Chapter 2A - General
| [[903.1 General (MUTCD Chapter 2A)|903.1]]
|-
|
| Chapter 2B - Regulatory Signs, Barricades, and Gates
| [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)|903.2]]
|-
|
| Chapter 2C - Warning Signs and Object Markers
| [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C)|903.3]]
|-
|
| Chapter 2D - Guide Signs - Conventional Roads
| [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D)|903.4]]
|-
|
| Chapter 2E - Guide Signs - Freeways and Expressways
| [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E)|903.5]]
|-
|
| Chapter 2F - Toll Road Signs ''(Not currently used by MoDOT)''
| [[903.6 Toll Road Signs (MUTCD Chapter 2F)|903.6]]
|-
|
| Chapter 2G - Preferential and Managed Lane Signs ''(Not currently used by MoDOT)''
| [[903.7 Preferential and Managed Lane Signs (MUTCD Chapter 2G)|903.7]]
|-
|
| Chapter 2H - General Information Signs
| [[903.8 General Information Signs (MUTCD Chapter 2H)|903.8]]
|-
|
| Chapter 2I - General Service Signs
| [[903.9 General Service Signs (MUTCD Chapter 2I)|903.9]]
|-
|
| Chapter 2J - Specific Service Signs
| [[903.10 Specific Service Signs (MUTCD Chapter 2J)|903.10]]
|-
|
| Chapter 2K - Tourist-Oriented Directional Signs
| [[903.11 Tourist-Oriented Directional Signs (MUTCD Chapter 2K)|903.11]]
|-
|
| Chapter 2L - Changeable Message Signs
| [[903.12 Changeable Message Signs (MUTCD Chapter 2L)|903.12]]
|-
|
| Chapter 2M - Recreational and Cultural Interest Area Signs
| [[903.13 Recreational, Historic Site, and Cultural Interest Area Signs (MUTCD Chapter 2M)|903.13]]
|-
|
| Chapter 2N - Emergency Management Signs ''(Not currently used by MoDOT)''
| [[903.14 Emergency Management Signs (MUTCD Chapter 2N)|903.14]]
|-
| colspan="2" | '''Part 3''' - Markings
| [[:Category:620 Pavement Marking (MUTCD Part 3)|620]]
|-
| colspan="2" | '''Part 4''' - Highway Traffic Signals
| [[:Category:902 Signals (MUTCD Part 4)|902]]
|-
| colspan="2" | '''Part 5''' - Traffic Control Device Considerations for Automated Vehicles
| [[912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)|912]]
|-
| colspan="2" | '''Part 6''' - Temporary Traffic Control
| [[:Category:616 Temporary Traffic Control (MUTCD Part 6)|616]]
|-
| colspan="2" | '''Part 7''' - Traffic Control for School Areas
| [[:Category:908 Traffic Controls for School Areas (MUTCD Part 7)|908]]
|-
| colspan="2" | '''Part 8''' - Traffic Control for Railroad and Light Rail Transit Grade Crossings
| [[:Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)|913]]
|-
| colspan="2" | '''Part 9''' - Traffic Control for Bicycle Facilities
| [[:Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|914]]
|}
</div>
</div>

{|style="padding: 0.3em; margin-left:2px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="590px"
|-
|EPG articles are <u>not</u> referenced as "sections" but as EPG XXX.X to avoid confusion with MoDOT specs (which are contractually binding).
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|MoDOT MUTCD document
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==900.1 Incorporating the MUTCD into the EPG==

'''History.''' 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. To unify both standards, a joint committee of AASHO 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), 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. 

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). 

'''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.

'''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.

'''Support.''' For the 11th Edition of the MUTCD, MoDOT established a MoDOT MUTCD document. Unlike other states, this document 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 National MUTCD, denoting the content MoDOT did not adopt, changes to the manual, and notes indicating the justifications for these variations.

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 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. Practitioners should reference the National MUTCD for standards, guidance, and support related to traffic control devices that are not included in the EPG.

'''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 are 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, such as other MoDOT districts, FHWA, research facilities, and other states, from which MUTCD-compliant solutions can be sourced. If these solutions have the possibility of being applicable to more than one site, consideration will be made to include the solution in the EPG. 

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.

==900.2 Material Inspection for Traffic Control==
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.

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.

===900.2.1 Procedure===
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.

===900.2.2 Report===
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).

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 "Dist. Engr. Cert. Sig., Sign, Light" (SAA901AA) is selected and completed. The "Dist. Engr. Cert. Sig., Sign, Light" 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." 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" [except as follows<sup>1</sup>]. [List the exceptions and the exceptions’ reasons.]

A listing of the actual items used, their source and any supporting documentation should be included in the project files.

A cathodic protection material code, 3099SPBRCA (Cathodic Protection for Bridge), is provided to allow acceptance by the procedure described above.

<sup>1</sup> Optional, depending on circumstances.

Category:913 Traffic Control for Railroad and Light Rail Transit Grade Crossings (MUTCD Part 8)

2025-12-01T16:59:56Z

WilkeJ:

[[Category:900 TRAFFIC CONTROL]]

[[File:913 Railroad.jpg|right|350px]]

'''Support. '''Category 913 of the EPG contains information related to traffic control for railroad and light rail transit grade crossings and is similar to Part 8 of the MUTCD. 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.

File:Figure 903.1.12 Examples of Heights and Lateral Locations of Sign Installations.png

2025-12-01T16:04:14Z

WilkeJ: WilkeJ uploaded a new version of File:Figure 903.1.12 Examples of Heights and Lateral Locations of Sign Installations.png

File uploaded with MsUpload

902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F)

2025-12-01T15:26:45Z

WilkeJ: /* {{SpanID|902.6.11}}902.6.11 Signal Indications for Permissive Only Mode Right-Turn Movements in a Separate Signal Face (MUTCD Section 4F.11) */

[[Category:902 Signals (MUTCD Part 4)|902.06]]
=={{SpanID|902.6.1}}902.6.1 Application of Steady and Flashing Signal Indications during Steady (Stop-and-Go) Operation (MUTCD Section 4F.01)==

'''Standard. '''When a traffic control signal is being operated in a steady (stop-and-go) mode, at least one indication in each signal face shall be displayed at any given time.

A signal face(s) that controls a particular vehicular movement during any interval of a cycle shall control that same movement during all intervals of the cycle.

Steady and flashing signal indications shall be applied as follows:
:A. A steady CIRCULAR RED signal indication:
<ol>
<li>Shall be displayed when it is intended to prohibit traffic, except pedestrians directed by a pedestrian signal head, from entering the intersection or other controlled area. Turning after stopping is permitted as stated in Item C.1 of the first standard paragraph of [[902.1 General (MUTCD Chapter 4A) #902.1.3|EPG 902.1.3]].</li>

<li>Shall be displayed with the appropriate GREEN ARROW signal indications when it is intended to permit traffic to make a specified turn or turns, and to prohibit traffic from proceeding straight ahead through the intersection or other controlled area, except in protected only mode operation (see EPG [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.6|902.6.6]] and [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.13|902.6.13]]), or in protected/permissive mode operation with separate turn signal faces (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.8|EPG 902.6.8]] and [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.15|902.6.15]]).</li></ol>
:B. A steady CIRCULAR YELLOW signal indication:
<ol>
<li>Shall be displayed following a CIRCULAR GREEN or straight-through GREEN ARROW signal indication in the same signal face.</li>

<li>Shall not be displayed in conjunction with the change from the CIRCULAR RED signal indication to the CIRCULAR GREEN signal indication.</li>

<li>Shall be followed by a CIRCULAR RED signal indication except that, when entering preemption operation, the return to the previous CIRCULAR GREEN signal indication shall be permitted following a steady CIRCULAR YELLOW signal indication (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]]).

<li>Shall not be displayed to an approach from which drivers are turning left permissively using a shared signal face or making a U-turn to the left permissively using a shared signal face unless one of the following conditions exists:

<p>(a) A steady CIRCULAR YELLOW signal indication is also simultaneously being displayed to the opposing approach;</p>

<p>(b) An engineering study has determined that, because of unique intersection conditions, the condition described in Item (a) cannot reasonably be implemented without causing significant operational or safety problems and that the volume of impacted left-turning or U-turning traffic is relatively low, and those left-turning or U-turning drivers are advised that a steady CIRCULAR YELLOW signal indication is not simultaneously being displayed to the opposing traffic if this operation occurs continuously by the installation of a W25-1 sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.36|EPG 903.3.36]]) with the legend ONCOMING TRAFFIC HAS EXTENDED GREEN; or</p>

<p>(c) Drivers are advised of the operation if it occurs only occasionally, such as during a preemption sequence, by the installation of a W25-2 sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.36|EPG 903.3.36]]) with the legend ONCOMING TRAFFIC MAY HAVE EXTENDED GREEN.</p>
</li>
</ol>
:C. A steady CIRCULAR GREEN signal indication shall be displayed only when it is intended to permit traffic to proceed in any direction that is lawful and practical.
:D. A steady RED ARROW signal indication shall be displayed when it is intended to prohibit traffic, except pedestrians directed by a pedestrian signal head, from entering the intersection or other controlled area to make the indicated turn. Except as described in Item C.2 of the first standard paragraph of [[902.1 General (MUTCD Chapter 4A) #902.1.3|EPG 902.1.3]], turning on a steady RED ARROW signal indication shall not be permitted.
:F. A steady YELLOW ARROW signal indication:
<ol>
<li>Shall be displayed in the same direction as a GREEN ARROW signal indication following a GREEN ARROW signal indication in the same signal face, unless:

<p>(a) The GREEN ARROW signal indication and a CIRCULAR GREEN (or straight-through GREEN ARROW) signal indication terminate simultaneously in the same signal face, or</p>

<p>(b) The green arrow is a straight-through GREEN ARROW (see Item B.1 in this Paragraph).</p>
</li>
<li>Shall be displayed in the same direction as a flashing YELLOW ARROW signal indication following a flashing YELLOW ARROW signal indication in the same signal face, when the flashing arrow indication is displayed as part of a steady mode operation, if the signal face will subsequently display a steady red signal indication.</li>

<li>Shall not be displayed in conjunction with the change from a steady RED ARROW or flashing YELLOW ARROW signal indication to a GREEN ARROW signal indication, except when entering preemption operation as provided in Item F.5(a) of this Paragraph.</li>

<li>Shall not be displayed when any conflicting vehicular movement has a green or yellow signal indication (including right turns that conflict with U-turns to the) or any conflicting pedestrian movement has a WALKING PERSON (symbolizing WALK) or flashing UPRAISED HAND (symbolizing DONT WALK) signal indication, except that a steady left-turn YELLOW ARROW signal indication used to terminate a flashing left-turn (or U-turn to the left) YELLOW ARROW signal indication in a signal face controlling a permissive left-turn (or U-turn to the left) movement as described in [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.4|EPG 902.6.4]] and [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.8|902.6.8]] shall be permitted to be displayed when a CIRCULAR YELLOW signal indication is displayed for the opposing through movement. Vehicles departing in the same direction shall not be considered in conflict if, for each turn lane with moving traffic, there is a separate departure lane, and pavement markings or raised channelization clearly indicate which departure lane to use.</li>

<li>Shall not be displayed to terminate a flashing arrow signal indication on an approach from which drivers are turning left permissively or making a U-turn to the left permissively unless one of the following conditions exists:

<p>(a) A steady CIRCULAR YELLOW signal indication is also simultaneously being displayed to the opposing approach;</p>

<p>(b) An engineering study has determined that, because of unique intersection conditions, the condition described in Item (a) cannot reasonably be implemented without causing significant operational or safety problems and that the volume of impacted left-turning or U-turning traffic is relatively low, and those left-turning or U-turning drivers are advised that a steady CIRCULAR YELLOW signal indication is not simultaneously being displayed to the opposing traffic if this operation occurs continuously by the installation of a W25-1 sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.36|EPG 903.3.36]]) with the legend ONCOMING TRAFFIC HAS EXTENDED GREEN; or</p>

<p>(c) Drivers are advised of the operation if it occurs only occasionally, such as during a preemption sequence, by the installation of a W25-2 sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.36|EPG 903.3.36]]) with the legend ONCOMING TRAFFIC MAY HAVE EXTENDED GREEN.</p>
</li>
<li>Shall be terminated by a RED ARROW signal indication for the same direction or a CIRCULAR RED signal indication except:

<p>(a) When entering preemption operation, the display of a GREEN ARROW signal indication or a flashing YELLOW ARROW signal indication shall be permitted following a steady YELLOW ARROW signal indication.</p>

<p>(b) When the movement controlled by the arrow is to continue on a permissive mode basis during an immediately following signal phase, the display of a CIRCULAR GREEN signal indication or flashing YELLOW ARROW signal indication shall be permitted following a steady YELLOW ARROW signal indication. To provide a red clearance interval, it shall be permitted to display a steady left-turn RED ARROW signal indication immediately following the steady left-turn YELLOW ARROW signal indication.</p></li></ol>
:G. A flashing YELLOW ARROW signal indication shall be displayed as part of a steady (stop-and-go) mode of operation only when it is intended to permit traffic to cautiously enter the intersection to make a turn in the direction indicated by the arrow after yielding to pedestrians, if any, and/or to opposing traffic, if any.
:H. A steady GREEN ARROW signal indication:
<ol>
<li>Shall be displayed only to allow vehicular movements, in the direction indicated, that are not in conflict with other vehicles moving on a green or yellow signal indication (including right turns that conflict with U-turns to the left) except for the situation regarding straight-through GREEN ARROWs (provided in the first option paragraph of this Article), even if the other vehicles are required to yield the right-of-way to the traffic moving on the GREEN ARROW signal indication, and are not in conflict with pedestrians crossing in compliance with a WALKING PERSON (symbolizing WALK) or flashing UPRAISED HAND (symbolizing DONT WALK) signal indication. Vehicles departing in the same direction shall not be considered in conflict if, for each turn lane with moving traffic, there is a separate departure lane, and pavement markings or raised channelization clearly indicate which departure lane to use.</li>

<li>Shall be displayed on a signal face that controls a left-turn movement when said movement is not in conflict with other vehicles moving on a green or yellow signal indication (when U-turns to the left are allowed, a right-turn GREEN ARROW signal indication shall not be simultaneously displayed to road user making a right turn from the conflicting approach to the left) and is not in conflict with pedestrians crossing in compliance with a WALKING PERSON (symbolizing WALK) or flashing UPRAISED HAND (symbolizing DONT WALK) signal indication. Vehicles departing in the same direction shall not be considered in conflict if, for each turn lane with moving traffic, there is a separate departure lane, and pavement markings or raised channelization clearly indicate which departure lane to use.</li>

<li>Shall not be required on the stem of a T-intersection or for turns from a one-way street.</li>
</ol>
'''Option. '''A steady straight-through green arrow signal indication may be used instead of a circular green signal indication in a signal face to discourage wrong-way turns under the following conditions, even if opposed by a simultaneous permissive left-turn movement:
:A. On an approach intersecting a one-way street;
:B. On an approach intersecting an interchange exit ramp;
:C. On an approach with unique geometric design that prohibits turns; or
:D. On an approach with pre-signals and the adjacent lanes are controlled separately (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.11|EPG 913.4.11]] and [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.12| EPG 913.4.12]]).

If not otherwise prohibited, steady red, yellow, and green turn arrow signal indications may be used instead of steady circular red, yellow, and green signal indications in a signal face on an approach where all traffic is required to turn or where the straight-through movement is not physically possible.

'''Support. '''A signal face for a right-turn movement is normally not required if the movement is channelized. A yield sign would normally control a channelized right-turn movement (See [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.5|EPG 903.2.5]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.9|EPG 903.2.9]]).

'''Option. '''In cases where road users making a right-turn cannot readily judge conflicting movements, signal control may be necessary for the channelized right-turn movement. See [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.9|EPG 902.6.9]] for signal indications used for right-turn movements.

'''Support. '''[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.16|EPG 902.6.16]] contains information regarding the signalization of approaches that have a combined left-turn/right-turn lane and no through movement.

[[902.4 Signal Installations and Equipment (MUTCD Chapter 4D) #902.4.7| EPG 902.4.7]] contains information regarding limitations on left-turn arrows, right-turn arrows, and U-turn arrows in supplemental signal faces.

'''Standard. '''A straight-through RED ARROW signal indication or a straight-through YELLOW ARROW signal indication shall not be displayed on any signal face, either alone or in combination with any other signal indication.

The following combinations of signal indications shall not be simultaneously displayed on any one signal face:
:A. CIRCULAR YELLOW with CIRCULAR RED,
:B. CIRCULAR GREEN with CIRCULAR RED, or
:C. Straight-through GREEN ARROW with CIRCULAR RED.

Except as provided in the eighth standard paragraph of this Article, the above combinations shall not be simultaneously displayed on an approach as a result of the combination of displays from multiple signal faces unless the display is created by a signal face(s) devoted exclusively to the control of a right-turn movement and:
:A. The signal face(s) controlling the right-turn movement is visibility limited from the adjacent through movement or positioned to minimize potential confusion to approaching road users, or
:B. A RIGHT TURN SIGNAL (R10-10) sign (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.9|EPG 902.6.9]], [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.11|902.6.11]], [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.13|902.6.13]], and [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.15|902.6.15]]) is mounted adjacent to the signal face(s) controlling the right-turn movement.

Except as provided in the subsequent paragraph, the following combinations of signal indications shall not be simultaneously displayed on any one signal face or as a result of the combination of displays from multiple signal faces on an approach:
:A. CIRCULAR GREEN with CIRCULAR YELLOW,
:B. Straight-through GREEN ARROW with CIRCULAR YELLOW,
:C. GREEN ARROW with YELLOW ARROW pointing in the same direction,
:D. YELLOW ARROW with RED ARROW pointing in the same direction, or
:E. GREEN ARROW with RED ARROW pointing in the same direction.

If a separate signal face is provided at a pre-signal (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.11|EPG 913.4.11]]) or at a queue cutter signal (see [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.12|EPG 913.4.12]]) for a left-turn and/or right-turn lane that extends from the downstream signalized intersection back to and across a grade crossing, the following combinations of signal indications shall be permitted to be simultaneously displayed as a result of the combination of displays from multiple signal faces at the pre-signal or queue cutter signal:
:A. Straight-through GREEN ARROW with CIRCULAR RED,
:B. Straight-through GREEN ARROW with CIRCULAR YELLOW, and
:C. CIRCULAR YELLOW with CIRCULAR RED.

Except as otherwise provided in [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.8|EPG 902.6.8]], [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.15|902.6.15]], [[902.10 Pedestrian Hybrid Beacons (MUTCD Chapter 4J) #902.10.3|902.10.3]], and [[902.14 Hybrid Beacons for Emergency-Vehicle Access (MUTCD Chapter 4N) #902.14.3|902.14.3]], the same signal section shall not be used to display both a flashing yellow and a steady yellow indication during steady mode operation. Except as otherwise provided in [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.4|EPG 902.6.4]], [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.8|902.6.8]], [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.11|902.6.11]], and [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.13|902.6.13]], the same signal section shall not be used to display both a flashing red and a steady red indication during steady mode operation.

'''Guidance. '''No movement that creates an unexpected crossing of pathways of moving vehicles or pedestrians should be allowed during any green or yellow interval, except when all three of the following conditions are met:
:A. The movement involves only slight conflict, and
:B. Serious traffic delays are substantially reduced by permitting the conflicting movement, and
:C. Drivers and pedestrians subjected to the unexpected conflict are effectively warned thereof by a sign.

=={{SpanID|902.6.2}}902.6.2 Signal Indications for Left-Turn Movements – General (MUTCD Section 4F.02)==

'''Support.''' In [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.3|EPG 902.6.3]] through [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.8|902.6.8]], provisions applicable to left-turn movements and left-turn lanes are also applicable to signal indications for U-turns to the left that are provided at locations where left turns are prohibited or not geometrically possible.
Left-turning traffic is controlled by one of four modes as follows:
:A. Permissive Only Mode—turns made on a CIRCULAR GREEN signal indication or a flashing left-turn YELLOW ARROW signal indication after yielding to pedestrians, if any, and/or opposing traffic, if any.
:B. Protected Only Mode—turns made only when a left-turn GREEN ARROW signal indication is displayed.
:C. Protected/Permissive Mode—both modes can occur on an approach during the same cycle.
:D. Variable Left-Turn Mode—the operating mode changes among the protected only mode and/or the protected/permissive mode and/or the permissive only mode during different periods of the day or as traffic conditions change.

'''Option. '''In areas having a high percentage of older drivers, special consideration may be given to the use of protected only mode left-turn phasing, when appropriate.

'''Standard. '''During a permissive left-turn movement, the signal faces for through traffic on the opposing approach shall simultaneously display green or steady yellow signal indications. If pedestrians crossing the lane or lanes used by the permissive left-turn movement to depart the intersection are controlled by pedestrian signal heads, the signal indications displayed by those pedestrian signal heads shall not be limited to any particular display during the permissive left-turn movement.

During a protected left-turn movement, the signal faces for through traffic on the opposing approach shall simultaneously display steady CIRCULAR RED signal indications. During a protected left-turn movement, a GREEN ARROW or a YELLOW ARROW signal indication shall not simultaneously be displayed to right-turning traffic on the opposing approach, except where a separate exclusive, no conflict lane is available for each left-turn and right-turn lane with moving traffic and pavement markings or raised channelization clearly indicate which exclusive, no conflict lane to use (see Item H.1 in the third standard paragraph of [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.1|EPG 902.6.1]]). If pedestrians crossing the lane or lanes used by the protected left-turn movement to depart the intersection are controlled by pedestrian signal heads, the pedestrian signal heads shall display a steady UPRAISED HAND (symbolizing DONT WALK) signal indication during the protected left-turn movement.

If a combined left-turn/through lane exists on an approach, a left-turn GREEN ARROW or left-turn YELLOW ARROW signal indication shall not be displayed to the approach simultaneously with a CIRCULAR RED signal indication for the through movement, and a left-turn RED ARROW signal indication shall not be displayed to the approach simultaneously with a CIRCULAR GREEN or CIRCULAR YELLOW signal indication for the through movement.

A yellow change interval for the left-turn movement shall not be displayed when the status of the left-turn operation is changing from permissive to protected within any given signal sequence.

If the operating mode changes among the protected only mode and/or the protected/permissive mode and/or the permissive only mode during different periods of the day or as traffic conditions change, the requirements in [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.3|EPG 902.6.3]] through [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.8|902.6.8]] that are appropriate to that mode of operation shall be met, subject to the following:
:A. The CIRCULAR GREEN and CIRCULAR YELLOW signal indications shall not be displayed when operating in the protected only mode.
:B. The left-turn GREEN ARROW and left-turn YELLOW ARROW signal indications shall not be displayed when operating in the permissive only mode.

'''Option. '''Additional static signs or changeable message signs may be used to meet the requirements for the variable left-turn mode or to inform drivers that left-turn green arrows will not be available during certain times of the day.

'''Support. '''[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.3|EPG 902.6.3]] through [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.8|902.6.8]] describe the use of the following two types of signal faces for controlling left-turn movements
:A. Shared signal face – This type of signal face controls both the left-turn movement and the adjacent movement (usually the through movement) and can serve as one of the two required primary signal faces for the adjacent movement. A shared signal face always displays the same color of circular indication that is displayed by the signal face or faces for the adjacent movement. If a shared signal face that provides protected/permissive mode left turns is mounted overhead for an approach that includes a mandatory left-turn lane, it is usually positioned over or slightly to the right of the extension of the lane line separating the left-turn lane from the adjacent lane. If a shared signal face that provides protected/permissive mode left turns is mounted overhead for an approach that does not include a mandatory left-turn lane, it is usually positioned over the center of the combined left-turn/straight-through lane.

:B. Separate left-turn signal face – This type of signal face controls only the left-turn movement and cannot serve as one of the two required primary signal faces for the adjacent movement (usually the through movement) because it displays signal indications that are applicable only to the left-turn movement. This type of signal face is used only for an approach that has a mandatory left-turn lane(s). If a separate left-turn signal face is mounted overhead at the intersection, it is positioned over the extension of the mandatory left-turn lane. In a separate left-turn signal face, a flashing left-turn YELLOW ARROW signal indication is used to control permissive left-turn movements.

[[902.4 Signal Installations and Equipment (MUTCD Chapter 4D) #902.4.7| EPG 902.4.7]] contains provisions regarding the lateral positioning of signal faces that control left-turn movements.

It is not necessary that the same mode of left-turn operation or same type of left-turn signal face be used on every approach to a signalized location. Selecting different modes and types of left-turn signal faces for the various approaches to the same signalized location is acceptable.

'''Option. '''A signal face that is shared by left-turning and right-turning traffic may be provided for a combined left-turn/right-turn lane on an approach that has no through traffic (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.16|EPG 902.6.16]]).

'''Support. '''See [[902.23 Traffic Signal Phasing and Operation #902.23.2|EPG 902.23.2]] for additional information regarding left-turn phasing for signalized intersections.

=={{SpanID|902.6.3}}902.6.3 Signal Indications for Permissive Only Mode Left-Turn Movements in a Shared Signal Face (MUTCD Section 4F.03)==

'''Standard. '''If a shared signal face is provided for a permissive only mode left turn, it shall meet the following requirements (see [[#fig902.6.1|Figure 902.6.1]]):
:A. It shall be capable of displaying the following signal indications: steady CIRCULAR RED, steady CIRCULAR YELLOW, and CIRCULAR GREEN. Only one of the three indications shall be displayed at any given time.
:B. During the permissive left-turn movement, a CIRCULAR GREEN signal indication shall be displayed.
:C. A permissive only shared signal face, regardless of where it is positioned and regardless of how many adjacent through signal faces are provided, shall always simultaneously display the same color of circular indication that the adjacent through signal face or faces display.
:D. If the permissive only mode is not the only left-turn mode used for the approach, the signal face shall be the same shared signal face that is used for the protected/permissive mode (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.7|EPG 902.6.7]]) except that the left-turn GREEN ARROW and left-turn YELLOW ARROW signal indications shall not be displayed when operating in the permissive only mode.

Vehicular traffic shall only be permitted to make a U-turn movement from the left-turn lane where Intersection Lane Control signs are installed indicating that the movement is permitted (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]]). The Highway Safety and Traffic Division shall approve all new or reconstructed signal installations where U-turns are permitted during a permissive phase.

{{SpanID|fig902.6.3}}
[[File:Figure 902.6.3 Typical Position of Shared Signal Faces for Permissive Only Mode Left Turns.jpg|center|thumb|alt=Two vertical signal faces are shown. The first arrangement shows a solid, circular red, yellow, and green indication. The second arrangement has the same indications as the first. Positions of the signal faces are shown over a segment of a vertical three-lane roadway.|800px|'''Figure 902.6.3''' Typical Position of Shared Signal Faces for Permissive Only Mode Left Turns]]

=={{SpanID|902.6.4}}902.6.4 Signal Indications for Permissive Only Mode Left-Turn Movements in a Separate Signal Face (MUTCD Section 4F.04)==

'''Standard. '''A separate left-turn signal face shall not be used for an approach that does not include a mandatory left-turn lane.

If a separate left-turn signal face is being operated in a permissive only left-turn mode, a CIRCULAR GREEN signal indication shall not be used in that face.

If a separate left-turn signal face is being operated in a permissive only left-turn mode and a flashing left-turn YELLOW ARROW signal indication is provided, it shall meet the following requirements (see [[#902.6.4|Figure 902.6.4]]):
:A. It shall be capable of displaying the following signal indications: steady left-turn RED ARROW, steady left-turn YELLOW ARROW, and flashing left-turn YELLOW ARROW. Only one of the three indications shall be displayed at any given time.
:B. During the permissive left-turn movement, a flashing left-turn YELLOW ARROW signal indication shall be displayed.
:C. A steady left-turn YELLOW ARROW signal indication shall be displayed following the flashing left-turn YELLOW ARROW signal indication.
:D. It shall be permitted to display a flashing left-turn YELLOW ARROW signal indication for a permissive left-turn movement while the signal faces for the adjacent through movement display steady CIRCULAR RED signal indications and the opposing left-turn signal faces display left-turn GREEN ARROW signal indications for a protected left-turn movement.
:E. During steady mode (stop-and-go) operation, the signal section that displays the steady left-turn YELLOW ARROW signal indication during change intervals shall not be used to display the flashing left-turn YELLOW ARROW signal indication for permissive left turns
:F. During flashing mode operation (see [[902.7 Flashing Operation of Traffic Control Signals (MUTCD Chapter 4G) #902.7.1|EPG 902.7.1]]), the display of a flashing left-turn YELLOW ARROW signal indication shall be only from the signal section that displays a steady left-turn YELLOW ARROW signal indication during steady mode (stop-and-go) operation.
:G. If the permissive only mode is not the only left-turn mode used for the approach, the signal face shall be the same separate left-turn signal face with a flashing YELLOW ARROW signal indication that is used for the protected/permissive mode (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.8|EPG 902.6.8]]) except that the left-turn GREEN ARROW signal indication shall not be displayed when operating in the permissive only mode.

Vehicular traffic shall only be permitted to make a U-turn movement from the left-turn lane where Intersection Lane Control signs are installed indicating that the movement is permitted (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]]). The Highway Safety and Traffic Division shall approve all new or reconstructed signal installations where U-turns are permitted during a permissive phase.

{{SpanID|fig902.6.4}}
[[File:Figure 902.6.4 Typical Position of Separate Signal Faces with Flashing Yellow Arrow for Permissive Only Mode Left Turns.jpg|center|thumb|alt=Three vertical signal faces. The first arrangement shows a red, steady yellow, and flashing yellow left-turn arrow indication. The second and third arrangements show a solid, circular red, yellow, and green indication. Positions of the signal faces are shown over a segment of a vertical three-lane roadway.|800px|'''Figure 902.6.4''' Typical Position of Separate Signal Faces with Flashing Yellow Arrow for Permissive Only Mode Left Turns]]

=={{SpanID|902.6.5}}902.6.5 Signal Indications for Protected Only Mode Left-Turn Movements in a Shared Signal Face (MUTCD Section 4F.05)==

'''Standard. '''A shared signal face shall not be used for protected only mode left turns unless the CIRCULAR GREEN and left-turn GREEN ARROW signal indications always begin and terminate together. If a shared signal face is provided for a protected only mode left turn, it shall meet the following requirements (see [[#fig902.6.5|Figure 902.6.5]]):
:A. It shall be capable of displaying the following signal indications: steady CIRCULAR RED, steady CIRCULAR YELLOW, CIRCULAR GREEN, and left-turn GREEN ARROW. Only one of the three colors shall be displayed at any given time.
:B. During the protected left-turn movement, the shared signal face shall simultaneously display both a CIRCULAR GREEN signal indication and a left-turn GREEN ARROW signal indication.
:C. The shared signal face shall always simultaneously display the same color of circular indication that the adjacent through signal face or faces display.
:D. If the protected only mode is not the only left-turn mode used for the approach, the signal face shall be the same shared signal face that is used for the protected/permissive mode (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.7|EPG 902.6.7]]).

'''Option. '''A straight-through GREEN ARROW signal indication may be used instead of the CIRCULAR GREEN signal indication in Items A and B in the first standard paragraph of this Article on an approach where a straight-through GREEN ARROW signal indication is also used instead of a CIRCULAR GREEN signal indication in the other signal face(s) for through traffic.

'''Standard. '''Vehicular traffic shall only be permitted to make a U-turn movement from the left-turn lane where Intersection Lane Control signs are installed indicating that the movement is permitted (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]]).

{{SpanID|fig902.6.5}}
[[File:Figure 902.6.5 Typical Position of Shared Signal Faces for Protected Only Mode Left Turns.jpg|center|thumb|alt=Three vertical signal faces. The first arrangement shows a red, yellow, and green left-turn arrow indication. The second arrangement shows a solid, circular red, yellow, and green light with a green left-turn arrow indication at the bottom. The third arrangement shows a solid, circular red, yellow, and green indication. |800px|'''Figure 902.6.5''' Typical Position of Shared Signal Faces for Protected Only Mode Left Turns]]

=={{SpanID|902.6.6}}902.6.6 Signal Indications for Protected Only Mode Left-Turn Movements in a Separate Signal Face (MUTCD Section 4F.06)==

'''Standard. '''A separate left-turn signal face shall not be used for an approach that does not include a mandatory left-turn lane.

If a separate left-turn signal face is provided for a protected only mode left turn, it shall meet the following requirements (see [[#fig902.6.6|Figure 902.6.6]]):
:A. It shall be capable of displaying, the following signal indications: steady left-turn RED ARROW, steady left-turn YELLOW ARROW, and left-turn GREEN ARROW. Only one of the three indications shall be displayed at any given time.
:B. During the protected left-turn movement, a left-turn GREEN ARROW signal indication shall be displayed.
:C. A steady left-turn YELLOW ARROW signal indication shall be displayed following the left-turn GREEN ARROW signal indication.
:D. If the protected only mode is not the only left-turn mode used for the approach, the signal face shall be the same separate left-turn signal face that is used for the protected/permissive mode (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.8|EPG 902.6.8]] and Figure [[#fig902.6.8|902.6.8]]) except that the flashing left-turn YELLOW ARROW signal indication shall not be displayed when operating in the protected only mode.

'''Standard. '''Vehicular traffic shall only be permitted to make a U-turn movement from the left-turn lane where Intersection Lane Control signs are installed indicating that the movement is permitted (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]]).

{{SpanID|fig902.6.6}}
[[File:Figure 902.6.6 Typical Position of Separate Signal Faces for Protected Only Mode Left Turns.jpg|center|thumb|alt=Three vertical signal faces. The first arrangement shows a red, yellow, and green left-turn arrow indication. The second and third arrangements show a solid, circular red, yellow, and green indication. Positions of the signal faces are shown over a segment of a vertical three-lane roadway.|800px|'''Figure 902.6.6''' Typical Position of Separate Signal Faces for Protected Only Mode Left Turns]]

=={{SpanID|902.6.7}}902.6.7 Signal Indications for Protected/Permissive Mode Left-Turn Movements in a Shared Signal Face (MUTCD Section 4F.07)==

'''Standard. '''If a shared signal face is provided for a protected/permissive mode left turn, it shall meet the following requirements (see [[#fig902.6.7|Figure 902.6.7]]):
:A. It shall be capable of displaying the following signal indications: steady CIRCULAR RED, steady CIRCULAR YELLOW, CIRCULAR green, steady left-turn YELLOW ARROW, and left-turn GREEN ARROW. Only one of the three circular indications shall be displayed at any given time. Only one of the two arrow indications shall be displayed at any given time. If the left-turn GREEN ARROW signal indication and the CIRCULAR GREEN signal indication(s) for the adjacent through movement are always terminated together, the steady left-turn YELLOW ARROW signal indication shall not be required.
:B. During the protected left-turn movement, the shared signal face shall simultaneously display a left-turn GREEN ARROW signal indication and a circular signal indication that is the same color as the signal indication for the adjacent through lane on the same approach as the protected left turn.
:C. A steady left-turn YELLOW ARROW signal indication shall be displayed following the left-turn GREEN ARROW signal indication, unless the left-turn GREEN ARROW signal indication and the CIRCULAR GREEN signal indication(s) for the adjacent through movement are being terminated together. When the left-turn GREEN ARROW and CIRCULAR GREEN signal indications are being terminated together, the required display following the left-turn GREEN ARROW signal indication shall be either the display of a CIRCULAR YELLOW signal indication alone or the simultaneous display of the CIRCULAR YELLOW and left-turn YELLOW ARROW signal indications.
:D. During the permissive left-turn movement, the shared signal face shall display only a CIRCULAR GREEN signal indication.
:E. A protected/permissive shared signal face, regardless of where it is positioned and regardless of how many adjacent through signal faces are provided, shall always simultaneously display the same color of circular indication that the adjacent through signal face or faces display.
:F. A supplementary sign shall not be required. If used, it shall be a LEFT TURN YIELD ON GREEN (symbolic circular green) (R10-12) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.48|EPG 903.2.48]]).

Vehicular traffic shall only be permitted to make a U-turn movement from the left-turn lane where Intersection Lane Control signs are installed indicating that the movement is permitted (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]]). The Highway Safety and Traffic Division shall approve all new or reconstructed signal installations where U-turns are permitted during a permissive phase.

{{SpanID|fig902.6.7}}
[[File:Figure 902.6.7 Typical Position of Shared Signal Faces for Protected_Permissive Mode Left Turns.jpg|center|thumb|alt=A sign and two vertical signal faces are shown. The first arrangement shows a solid, circular red, yellow, and green indication with an additional yellow and green left-turn arrow indication to the left of the solid yellow and green indications, respectively. The second arrangement shows a solid, circular red, yellow, and green indication. Between the two arrangements, a vertical rectangular white “sign” with a black border and the words “LEFT TURN YIELD ON GREEN” in black above a green disk is shown. Positions of the sign and signal faces are shown over a segment of a vertical three-lane roadway.|800px|'''Figure 902.6.7''' Typical Position of Shared Signal Faces for Protected/Permissive Mode Left Turns]]

=={{SpanID|902.6.8}}902.6.8 Signal Indications for Protected/Permissive Mode Left-Turn Movements in a Separate Signal Face (MUTCD Section 4F.08)==

'''Standard. '''A separate left-turn signal face shall not be used for an approach that does not include a mandatory left-turn lane.

If a separate left-turn signal face is being operated in a protected/permissive left-turn mode, a CIRCULAR GREEN signal indication shall not be used in that face.

If a separate left-turn signal face is being operated in a protected/permissive left-turn mode and a flashing left-turn YELLOW ARROW signal indication is provided, it shall meet the following requirements (see [[#fig902.6.8|Figure 902.6.8]]):
:A. It shall be capable of displaying the following signal indications: steady left-turn RED ARROW, steady left-turn YELLOW ARROW, flashing left-turn YELLOW ARROW, and left-turn GREEN ARROW. Only one of the four indications shall be displayed at any given time.
:B. During the protected left-turn movement, a left-turn GREEN ARROW signal indication shall be displayed.
:C. A steady left-turn YELLOW ARROW signal indication shall be displayed following the left-turn GREEN ARROW signal indication. It shall be permitted to display a steady left-turn RED ARROW signal indication immediately following the steady left-turn YELLOW ARROW signal indication to provide a red clearance interval.
:D. During the permissive left-turn movement, a flashing left-turn YELLOW ARROW signal indication shall be displayed.
:E. A steady left-turn YELLOW ARROW signal indication shall be displayed following the flashing left-turn YELLOW ARROW signal indication if the permissive left-turn movement is being terminated and the separate left-turn signal face will subsequently display a steady left-turn RED ARROW indication.
:F. It shall be permitted to display a flashing left-turn YELLOW ARROW signal indication for a permissive left-turn movement while the signal faces for the adjacent through movement display steady CIRCULAR RED signal indications and the opposing left-turn signal faces display left-turn GREEN ARROW signal indications for a protected left-turn movement.
:G. When a permissive left-turn movement is changing to a protected left-turn movement, a left-turn GREEN ARROW signal indication shall be displayed immediately upon the termination of the flashing left-turn YELLOW ARROW signal indication. A steady left-turn YELLOW ARROW signal indication shall not be displayed between the display of the flashing left-turn YELLOW ARROW signal indication and the display of the steady left-turn GREEN ARROW signal indication.
:H. The display shall be a four-section signal face with the steady left-turn YELLOW ARROW signal indication being displayed in a different section than the flashing left-turn YELLOW ARROW signal indication.
:I. During steady mode (stop-and-go) operation where a four-section signal face is used, the signal section that displays the steady left-turn YELLOW ARROW signal indication during change intervals shall not be used to display the flashing left-turn YELLOW ARROW signal indication for permissive left turns.
:J. During flashing mode operation (see EPG 902.7) where a four-section signal face is used, the display of a flashing left-turn YELLOW ARROW signal indication shall be only from the signal section that displays a steady left-turn YELLOW ARROW signal indication during steady mode (stop-and-go) operation.

The LEFT TURN YIELD ON FLASHING YELLOW ARROW (R10-12a) sign shall be installed adjacent to a four-section signal face operated in protective/permissive left-turn mode.

Vehicular traffic shall only be permitted to make a U-turn movement from the left-turn lane where Intersection Lane Control signs are installed indicating that the movement is permitted (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.25|EPG 903.2.25]]). The Highway Safety and Traffic Division shall approve all new or reconstructed signal installations where U-turns are permitted during a permissive phase.

{{SpanID|fig902.6.8}}
[[File:Figure 902.6.8 Typical Position of Separate Signal Faces with Flashing Yellow Arrow for Protected_Permissive Mode and Variable Mode Left Turns.jpg|center|thumb|alt=Three vertical signal faces. The first arrangement shows a red, steady yellow, flashing yellow, and green left-turn arrow indication. The second and third arrangements show a solid, circular red, yellow, and green indication. Positions of the signal faces are shown over a segment of a vertical three-lane roadway.|800px|'''Figure 902.6.8''' Typical Position of Separate Signal Faces with Flashing Yellow Arrow for Protected/Permissive Mode and Variable Mode Left Turns]]

=={{SpanID|902.6.9}}902.6.9 Signal Indications for Right-Turn Movements – General (MUTCD Section 4F.09)==

'''Support. '''Right-turning traffic is controlled by one of four modes as follows:
:A. Permissive Only Mode—turns made on a CIRCULAR GREEN signal indication or a flashing right-turn YELLOW ARROW signal indication after yielding to pedestrians, if any.
:B. Protected Only Mode—turns made only when a right-turn GREEN ARROW signal indication is displayed.
:C. Protected/Permissive Mode—both modes occur on an approach during the same cycle.
:D. Variable Right-Turn Mode—the operating mode changes among the protected only mode and/or the protected/permissive mode and/or the permissive only mode during different periods of the day or as traffic conditions change.

Right turns on a CIRCULAR RED signal indication are permitted, after stopping unless a traffic control device is in place prohibiting a turn on red (see [[902.1 General (MUTCD Chapter 4A) #902.1.3|EPG 902.1.3]]).

'''Standard. '''During a permissive right-turn movement, the signal faces, if any, that exclusively control U-turn traffic that conflicts with the permissive right-turn movement (see Item H.1 in the third standard paragraph of [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.1|902.6.1]]) shall simultaneously display steady U-turn RED ARROW signal indications. If pedestrians crossing the lane or lanes used by the permissive right-turn movement to depart the intersection are controlled by pedestrian signal heads, the signal indications displayed by those pedestrian signal heads shall not be limited to any particular display during the permissive right-turn movement.
During a protected right-turn movement, a GREEN ARROW or a YELLOW ARROW signal indication shall not simultaneously be displayed to left-turning traffic on the opposing approach, except where a separate departure lane is available for each left-turn and right-turn lane with moving traffic and pavement markings or raised channelization clearly indicate which departure lane to use (see Item H.1 in the third standard paragraph of [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.1|902.6.1]]). Signal faces, if any, that exclusively control U-turn traffic that conflicts with the protected right-turn movement shall simultaneously display steady RED ARROW signal indications. If pedestrians crossing the lane or lanes used by the protected right-turn movement to depart the intersection are controlled by pedestrian signal heads, the pedestrian signal heads shall display a steady UPRAISED HAND (symbolizing DONT WALK) signal indication during the protected right-turn movement.

During the phase where a steady CIRCULAR RED signal indication is displayed for a right-turn movement and conflicting U-turns are allowed a RIGHT ON RED MUST YIELD TO U-TURN (R10-30) sign shall be installed for the right-turn movement. If the conflicting right turn is controlled by a yield sign, a RIGHT TURN MUST YIELD TO U-TURN (R10-30a) sign shall be installed.

When U-turns from a protected only mode for left turns are allowed, a right turn GREEN ARROW signal indication for a conflicting right turn movement shall not be simultaneously displayed.

If a combined right-turn/through lane exists on an approach, a right-turn GREEN ARROW or right-turn YELLOW ARROW signal indication shall not be displayed to the approach simultaneously with a CIRCULAR RED signal indication for the through movement, and a right-turn RED ARROW signal indication shall not be displayed to the approach simultaneously with a CIRCULAR GREEN or CIRCULAR YELLOW signal indication for the through movement.

If the operating mode changes among the protected only mode and/or the protected/permissive mode and/or the permissive only mode during different periods of the day or as traffic conditions change, the requirements in [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.10|EPG 902.6.10]] through [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.15|902.6.15]] that are appropriate to that mode of operation shall be met, subject to the following:
:A. The CIRCULAR GREEN and CIRCULAR YELLOW signal indications shall not be displayed when operating in the protected only mode.
:B. The right-turn GREEN ARROW and right-turn YELLOW ARROW signal indications shall not be displayed when operating in the permissive only mode.

'''Option. '''Additional static signs or changeable message signs may be used to meet the requirements for the variable right-turn mode or to inform drivers that right-turn green arrows will not be available during certain times of the day.

'''Support. '''[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.10|EPG 902.6.10]] through [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.15|902.6.15]] describe the use of the following two types of signal faces for controlling right-turn movements
:A. Shared signal face – This type of signal face controls both the right-turn movement and the adjacent movement (usually the through movement) and can serve as one of the two required primary signal faces for the adjacent movement. A shared signal face always displays the same color of circular indication that is displayed by the signal face or faces for the adjacent movement.
:B. Separate right-turn signal face – This type of signal face controls only the right-turn movement and cannot serve as one of the two required primary signal faces for the adjacent movement (usually the through movement) because it displays signal indications that are applicable only to the right-turn movement. If a separate right-turn signal face is mounted overhead at the intersection, it is positioned over the extension of the mandatory right-turn lane. In a separate right-turn signal face, a flashing right-turn YELLOW ARROW signal indication is used to control permissive right-turn movements.

[[902.4 Signal Installations and Equipment (MUTCD Chapter 4D) #902.4.7|EPG 902.4.7]] contains provisions regarding the lateral positioning of signal faces that control right-turn movements.

It is not necessary that the same mode of right-turn operation or same type of right-turn signal face be used on every approach to a signalized location. Selecting different modes and types of right-turn signal faces for the various approaches to the same signalized location is acceptable.

A signal face that is shared by left-turning and right-turning traffic may be provided for a combined left-turn/right-turn lane on an approach that has no through traffic (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.16|EPG 902.6.16]]).

=={{SpanID|902.6.10}}902.6.10 Signal Indications for Permissive Only Mode Right-Turn Movements in a Shared Signal Face (MUTCD Section 4F.10)==

'''Standard. '''If a shared signal face is provided for a permissive only mode right turn, it shall meet the following requirements (see [[#fig902.6.10|Figure 902.6.10]]):
:A. It shall be capable of displaying the following signal indications: steady CIRCULAR RED, steady CIRCULAR YELLOW, and CIRCULAR GREEN. Only one of the three indications shall be displayed at any given time.
:B. During the permissive right-turn movement, a CIRCULAR GREEN signal indication shall be displayed.
:C. A permissive only shared signal face, regardless of where it is positioned and regardless of how many adjacent through signal faces are provided, shall always simultaneously display the same color of circular indication that the adjacent through signal face or faces display.
:D. If the permissive only mode is not the only right-turn mode used for the approach, the signal face shall be the same shared signal face that is used for the protected/permissive mode (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.14|EPG 902.6.14]]) except that the right-turn GREEN ARROW and right-turn YELLOW ARROW signal indications shall not be displayed when operating in the permissive only mode.

{{SpanID|fig902.6.10}}
[[File:Figure 902.6.10 Typical Position of Shared Signal Faces for Permissive Only Mode Right Turns.jpg|center|thumb|alt=Two vertical signal faces. The first and second arrangements show a solid, circular red, yellow, and green light indication. Positions of the signal faces are shown over a segment of a vertical two-lane roadway.|800px|'''Figure 902.6.10''' Typical Position of Shared Signal Faces for Permissive Only Mode Right Turns]]

=={{SpanID|902.6.11}}902.6.11 Signal Indications for Permissive Only Mode Right-Turn Movements in a Separate Signal Face (MUTCD Section 4F.11)==

'''Standard. '''A separate right-turn signal face shall not be used for an approach that does not include a mandatory right-turn lane.

If a separate right-turn signal face is being operated in a permissive only right-turn mode, a CIRCULAR GREEN signal indication shall not be used in that face.

If a separate right-turn signal face is being operated in a permissive only right-turn mode and a flashing right-turn yellow arrow signal indication is provided, it shall meet the following requirements (see [[#fig902.6.11|Figure 902.6.11]]):
:A. It shall be capable of displaying one of the following sets of signal indications:

# Steady right-turn RED ARROW, steady right-turn YELLOW ARROW, and flashing right-turn YELLOW ARROW. Only one of the three indications shall be displayed at any given time.
# Steady CIRCULAR RED, steady right-turn YELLOW ARROW, and flashing right-turn YELLOW ARROW. Only one of the three indications shall be displayed at any given time. If the CIRCULAR RED signal indication is sometimes displayed when the signal faces for the adjacent through lane(s) are not displaying a CIRCULAR RED signal indication, a RIGHT TURN SIGNAL (R10-10R) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.48|EPG 903.2.48]]) shall be used unless the CIRCULAR RED signal indication in the separate right-turn signal face is shielded, hooded, louvered, positioned, or designed such that it is not readily visible to drivers in the through lane(s).

:B. During the permissive right-turn movement, a flashing right-turn YELLOW ARROW signal indication shall be displayed.
:C. A steady right-turn YELLOW ARROW signal indication shall be displayed following the flashing right-turn YELLOW ARROW signal indication.
:D. When the separate right-turn signal face is providing a message to stop and remain stopped, a steady right-turn RED ARROW signal indication shall be displayed if it is intended that right turns on red not be permitted (except when a traffic control device is in place permitting a turn on a steady RED ARROW signal indication) or a steady CIRCULAR RED signal indication shall be displayed if it is intended that right turns on red be permitted.
:E. It shall be permitted to display a flashing right-turn YELLOW ARROW signal indication for a permissive right-turn movement while the signal faces for the adjacent through movement display steady CIRCULAR RED signal indications.
:F. During steady mode (stop-and-go) operation, the signal section that displays the steady right-turn YELLOW ARROW signal indication during change intervals shall not be used to display the flashing right-turn YELLOW ARROW signal indication for permissive right turns.
:G. During flashing mode operation (see [[902.7 Flashing Operation of Traffic Control Signals (MUTCD Chapter 4G) #902.7|EPG 902.7]]), the display of a flashing right-turn YELLOW ARROW signal indication shall be only from the signal section that displays a steady right-turn YELLOW ARROW signal indication during steady mode (stop-and-go) operation.
:H. If the permissive only mode is not the only right-turn mode used for the approach, the signal face shall be the same separate right-turn signal face with a flashing YELLOW ARROW signal indication that is used for the protected/permissive mode (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.15|EPG 902.6.15]]) except that the right-turn GREEN ARROW signal indication shall not be displayed when operating in the permissive only mode.

{{SpanID|fig902.6.11}}
[[File:Figure 902.6.11 Typical Position and Arrangements of Separate Signal Faces with Flashing Yellow Arrow for Permissive Only Mode Right Turns.jpg|center|thumb|alt=A: Three vertical signal faces. The first and second arrangement show a solid, circular red, yellow, and green indication. The third arrangement shows a red, steady yellow, and flashing yellow right-turn arrow indication. Positions of the signal faces are shown over a segment of a vertical three-lane roadway.
B: Two signal faces. The first arrangement shows a vertical signal face with a red, steady yellow, and flashing yellow right-turn arrow indication. The second arrangement shows a vertical signal face with a solid red, steady yellow, and flashing yellow right-turn arrow indication.|800px|'''Figure 902.6.11''' Typical Position and Arrangements of Separate Signal Faces with Flashing Yellow Arrow for Permissive Only Mode Right Turns]]

=={{SpanID|902.6.12}}902.6.12 Signal Indications for Protected Only Mode Right-Turn Movements in a Shared Signal Face (MUTCD Section 4F.12)==

'''Standard. '''A shared signal face shall not be used for protected only mode right turns unless the CIRCULAR GREEN and right-turn GREEN ARROW signal indications always begin and terminate together. If a shared signal face is provided for a protected only right turn, it shall meet the following requirements (see [[#fig902.6.12|Figure 902.6.12]]):
:A. It shall be capable of displaying the following signal indications: steady CIRCULAR RED, steady CIRCULAR YELLOW, CIRCULAR GREEN, and right-turn GREEN ARROW. Only one of the three colors shall be displayed at any given time.
:B. During the protected right-turn movement, the shared signal face shall simultaneously display both a CIRCULAR GREEN signal indication and a right-turn GREEN ARROW signal indication.
:C. The shared signal face shall always simultaneously display the same color of circular indication that the adjacent through signal face or faces display.
:D. If the protected only mode is not the only right-turn mode used for the approach, the signal face shall be the same shared signal face that is used for the protected/permissive mode (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.15|EPG 902.6.15]]).

'''Option. '''A straight-through GREEN ARROW signal indication may be used instead of the CIRCULAR GREEN signal indication in Items A and B in the preceding paragraph on an approach where a straight-through GREEN ARROW signal indication is also used instead of a CIRCULAR GREEN signal indication in the other signal face(s) for through traffic.

{{SpanID|fig902.6.12}}
[[File:Figure 902.6.12 Typical Position of Shared Signal Faces for Protected Only Mode Right Turns.jpg|center|thumb|alt=Three vertical signal faces. The first arrangement shows a solid, circular red, yellow, and green indication. The second arrangement is the same as the first but with an additional green right-turn arrow indication at the bottom. The third arrangement shows a red, yellow, and green right-turn arrow indication. Positions of the signal faces are shown over a segment of a vertical three-lane roadway.|800px|'''Figure 902.6.12''' Typical Position of Shared Signal Faces for Protected Only Mode Right Turns]]

=={{SpanID|902.6.13}}902.6.13 Signal Indications for Protected Only Mode Right-Turn Movements in a Separate Signal Face (MUTCD Section 4F.13)==

'''Standard. '''A separate right-turn signal face shall not be used for an approach that does not include a mandatory right-turn lane.

If a separate right-turn signal face is provided for a protected only mode right turn, it shall meet the following requirements (see [[#fig902.6.13|Figure 902.6.13]]):
:A. It shall be capable of displaying one of the following sets of signal indications:
<ol>
<li>Steady right-turn RED ARROW, steady right-turn YELLOW ARROW, and right-turn GREEN ARROW. Only one of the three indications shall be displayed at any given time.</li>

<li>Steady CIRCULAR RED, steady right-turn YELLOW ARROW, and right-turn GREEN ARROW. Only one of three indications shall be displayed at any given time. If the CIRCULAR RED signal indication is sometimes displayed when the signal faces for the adjacent through lane(s) are not displaying a CIRCULAR RED signal indication, a RIGHT TURN SIGNAL (R10-10R) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.48|EPG 903.2.48]]) shall be used unless the CIRCULAR RED signal indication is shielded, hooded, louvered, positioned, or designed such that it is not readily visible to drivers in the through lane(s).</li></ol>
:B. During the protected right-turn movement, a right-turn GREEN ARROW signal indication shall be displayed.
:C. A steady right-turn YELLOW ARROW signal indication shall be displayed following the right-turn GREEN ARROW signal indication.
:D. When the separate signal face is providing a message to stop and remain stopped, a steady right-turn RED ARROW signal indication shall be displayed with a NO TURN ON RED (R10-11) sign, if it is intended that right turns on red not be permitted.
:E. If the protected only mode is not the only right-turn mode used for the approach, the signal face shall be the same separate right-turn signal face that is used for the protected/permissive mode (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.15|EPG 902.6.15]]) except that a flashing right-turn YELLOW ARROW signal indication shall not be displayed when operating in the protected only mode.

{{SpanID|fig902.6.13}}
[[File:Figure 902.6.13 Typical Position and Arrangements of Separate Signal Faces for Protected Only Mode Right Turns.jpg|center|thumb|alt=A: The first example shows three vertical signal faces. The first and second arrangements show a solid, circular red, yellow, and green indication. The third arrangement shows a red, yellow, and green right-turn arrow indication. Positions of the signal faces are shown over a segment of a vertical three-lane roadway.
B: Two signal faces. The first and second arrangements are shown as vertical signal faces. The first arrangement shows a red, yellow, green right-turn arrow indication, and the second arrangement is the same as the first but shows a solid, circular red indication at the top.|800px|'''Figure 902.6.13''' Typical Position and Arrangements of Separate Signal Faces for Protected Only Mode Right Turns]]

=={{SpanID|902.6.14}}902.6.14 Signal Indications for Protected/Permissive Mode Right-Turn Movements in a Shared Signal Face (MUTCD Section 4F.14)==

'''Standard. '''If a shared signal face is provided for a protected/permissive mode right turn, it shall meet the following requirements (see [[#fig902.6.14|Figure 902.6.14]] ):
:A. It shall be capable of displaying the following signal indications: steady CIRCULAR RED, steady CIRCULAR YELLOW, CIRCULAR green, steady right-turn YELLOW ARROW, and right-turn GREEN ARROW. Only one of the three circular indications shall be displayed at any given time. Only one of the two arrow indications shall be displayed at any given time. If the right-turn GREEN ARROW signal indication and the CIRCULAR GREEN signal indication(s) for the adjacent through movement are always terminated together, the steady right-turn YELLOW ARROW signal indication shall not be required.
:B. During the protected right-turn movement, the shared signal face shall simultaneously display a right-turn GREEN ARROW signal indication and a circular signal indication that is the same color as the signal indication for the adjacent through lane on the same approach as the protected right turn.
:C. A steady right-turn YELLOW ARROW signal indication shall be displayed following the right-turn GREEN ARROW signal indication, unless the right-turn GREEN ARROW signal indication and the CIRCULAR GREEN signal indication(s) for the adjacent through movement are being terminated together. When the right-turn GREEN ARROW and CIRCULAR GREEN signal indications are being terminated together, the required display following the right-turn GREEN ARROW signal indication shall be either the display of a CIRCULAR YELLOW signal indication alone or the simultaneous display of the CIRCULAR YELLOW and right-turn YELLOW ARROW signal indications.
:D. During the permissive right-turn movement, the shared signal face shall display only a CIRCULAR GREEN signal indication.
:E. A protected/permissive shared signal face, regardless of where it is positioned and regardless of how many adjacent through signal faces are provided, shall always simultaneously display the same color of circular indication that the adjacent through signal face or faces display.

{{SpanID|fig902.6.14}}
[[File:Figure 902.6.14 Typical Position of Shared Signal Faces for Protected_Permissive Mode Right Turns.jpg|center|thumb|alt=Two vertical signal faces. The first arrangement shows a solid, circular red, yellow, and green indication. The second signal face is the same as the first but with an additional yellow and green right-turn arrow indication to the right of a solid yellow and green indication. Positions of the signal faces are shown over a segment of a vertical two-lane roadway.|800px|'''Figure 902.6.14''' Typical Position of Shared Signal Faces for Protected/Permissive Mode Right Turns]]

=={{SpanID|902.6.15}}902.6.15 Signal Indications for Protected/Permissive Mode Right-Turn Movements in a Separate Signal Face (MUTCD Section 4F.15)==

'''Standard. '''A separate right-turn signal face shall not be used for an approach that does not include a mandatory right-turn lane.

If a separate right-turn signal face is being operated in a protected/permissive right-turn mode, a CIRCULAR GREEN signal indication shall not be used in that face.

If a separate right-turn signal face is being operated in a protected/permissive right-turn mode and a flashing right-turn yellow arrow signal indication is provided, it shall meet the following requirements (see [[#fig902.6.15|Figure 902.6.15]]):
:A. It shall be capable of displaying one of the following sets of signal indications:
<ol>
<li>Steady right-turn RED ARROW, steady right-turn YELLOW ARROW, flashing right-turn YELLOW ARROW, and right-turn GREEN ARROW. Only one of the four indications shall be displayed at any given time.</li>

<li>Steady CIRCULAR RED, steady right-turn YELLOW ARROW, flashing right-turn YELLOW ARROW, and right-turn GREEN ARROW. Only one of the four indications shall be displayed at any given time. If the CIRCULAR RED signal indication is sometimes displayed when the signal faces for the adjacent through lane(s) are not displaying a CIRCULAR RED signal indication, a RIGHT TURN SIGNAL (R10-10R) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.48|EPG 903.2.48]]) shall be used unless the CIRCULAR RED signal indication in the separate right-turn signal face is shielded, hooded, louvered, positioned, or designed such that it is not readily visible to drivers in the through lane(s).</li>
</ol>
:B. During the protected right-turn movement, a right-turn GREEN ARROW signal indication shall be displayed.
:C. A steady right-turn YELLOW ARROW signal indication shall be displayed following the right-turn GREEN ARROW signal indication. It shall be permitted to display a steady right-turn RED ARROW signal indication immediately following the steady right-turn YELLOW ARROW signal indication to provide a red clearance interval.
:D. During the permissive right-turn movement, a flashing right-turn YELLOW ARROW signal indication shall be displayed.
:E. A steady right-turn YELLOW ARROW signal indication shall be displayed following the flashing right-turn YELLOW ARROW signal indication if the permissive right-turn movement is being terminated and the separate right-turn signal face will subsequently display a steady red indication.
:F. When a permissive right-turn movement is changing to a protected right-turn movement:

# If a permissive left-turn movement from the opposing approach is being terminated simultaneously with the termination of the permissive right-turn movement, a steady right-turn YELLOW ARROW signal indication shall be displayed following the flashing right-turn YELLOW ARROW signal indication. To provide a red clearance interval, it shall be permitted to display a steady right-turn RED ARROW signal indication immediately following the steady right-turn YELLOW ARROW signal indication.
# If a permissive left-turn movement from the opposing approach that is being terminated simultaneously with the termination of the permissive right-turn movement is not present, a right-turn GREEN ARROW signal indication shall be displayed immediately upon the termination of the flashing right-turn YELLOW ARROW signal indication. In this situation, a steady right-turn YELLOW ARROW signal indication shall not be displayed between the display of the flashing right-turn YELLOW ARROW signal indication and the display of the steady right-turn GREEN ARROW signal indication.

:G. When the separate right-turn signal face is providing a message to stop and remain stopped, a steady right-turn RED ARROW signal indication shall be displayed if it is intended that right turns on red not be permitted (except when a traffic control device is in place permitting a turn on a steady RED ARROW signal indication) or a steady CIRCULAR RED signal indication shall be displayed if it is intended that right turns on red be permitted.
:H. It shall be permitted to display a flashing right-turn YELLOW ARROW signal indication for a permissive right-turn movement while the signal faces for the adjacent through movement display steady CIRCULAR RED signal indications.
:I. The display shall be a four-section signal face with the steady right-turn YELLOW ARROW signal indication being displayed in a different section than the flashing right-turn YELLOW ARROW signal indication.
:J. During steady mode (stop-and-go) operation the signal section that displays the steady right-turn YELLOW ARROW signal indication during change intervals shall not be used to display the flashing right-turn YELLOW ARROW signal indication for permissive right turns.
:K. During flashing mode operation (see [[902.7 Flashing Operation of Traffic Control Signals (MUTCD Chapter 4G) #902.7|EPG 902.7]]) the display of a flashing right-turn YELLOW ARROW signal indication shall be only from the signal section that displays a steady right-turn YELLOW ARROW signal indication during steady mode (stop-and-go) operation.

{{SpanID|fig902.6.15}}
[[File:Figure 902.6.15 Typical Position and Arrangements of Separate Signal Faces with Flashing Yellow Arrow for Protected_Permissive Mode and Variable Mode Right Turns.jpg|center|thumb|alt=A: Three vertical signal faces. The first and second arrangements show a solid, circular red, yellow, and green indication. The third arrangement shows a right-turn red arrow, right-turn steady yellow arrow, right-turn flashing yellow arrow, and right-turn green arrow signal indication.
B: The first arrangement shows a vertical arrangement of four signal indications – right-turn red arrow, right-turn steady yellow arrow, right-turn flashing yellow arrow, and right-turn green arrow.
The second arrangement shows a vertical arrangement of the same four signal indications as the first arrangement except a circular red signal indication is shown instead of a right-turn red arrow.
|800px|'''Figure 902.6.15''' Typical Position and Arrangements of Separate Signal Faces with Flashing Yellow Arrow for Protected/Permissive Mode and Variable Mode Right Turns]]

=={{SpanID|902.6.16}}902.6.16 Signal Indications for Approaches with No Through Movement (MUTCD Section 4F.16)==

'''Support. '''The provisions of this Article apply only to approaches where no through movement exists, such as the stem of a T-intersection or where the opposite approach is a one-way roadway in the opposing direction.

'''Standard. '''Except for single-lane approaches, a minimum of two primary signal faces shall be provided for the signalized turning movement that is considered to be the major movement from the approach (see [[902.4 Signal Installations and Equipment (MUTCD Chapter 4D) #902.4.5|EPG 902.4.5]]).
CIRCULAR GREEN and CIRCULAR YELLOW signal indications shall not be displayed to an approach with no through movement if:
:A. The posted or statutory speed limit on the approach is 35 mph or higher,
:B. The one-way roadway that opposes the approach is an exit ramp from a freeway or expressway, or
:C. The one-way roadway that opposes the approach has a posted or statutory speed limit of 35 mph or higher.

'''Support. '''A lane from which left-turn and right-turn movements can both be made is sometimes provided on an approach that has no through movement, either as the only approach lane or as one of several approach lanes.

'''Option. '''If all of the lanes on the approach are designated as mandatory turn lanes and no lane is designated as a combined left-turn/right-turn lane, the left-turn and right-turn movements may start and terminate independently, and the left-turn and right-turn movements each may be operated in one or more of the modes of operation as described in [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.2|EPG 902.6.2]] through [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.15|902.6.15]].

'''Standard. '''When a combined left-turn/right-turn lane exists on an approach, the left-turn and right-turn movements shall start and terminate simultaneously and the red signal indication used in each of the signal faces on the approach shall be a CIRCULAR RED.

'''Support. '''This requirement for the use of CIRCULAR RED signal indications in signal faces for approaches having a combined lane for left-turn and right-turn movements is a specific exception to other provisions in this Article that would otherwise require the use of RED ARROW signal indications.

'''Standard. '''The signal faces provided for an approach with a combined left-turn/right-turn lane and no through movement shall be one of the following:
:A. Except as provided in the second option paragraph of [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.1|EPG 902.6.1]] and the second standard paragraph of this Article, two or more signal faces, each capable of displaying CIRCULAR RED, CIRCULAR YELLOW, and CIRCULAR GREEN signal indications, shall be provided for the approach. This display shall be permissible regardless of the number of mandatory left-turn and/or right-turn lanes that exist on the approach in addition to the combined left-turn/right-turn lane and regardless of whether or not there are pedestrian or opposing vehicular movements that conflict with the left-turn or right-turn movements. However, if there is an opposing approach and the signal phasing protects the left-turn movement on the approach with the combined left-turn/right-turn lane from conflicts with the opposing vehicular movements and any signalized pedestrian movements, a left-turn GREEN ARROW signal indication shall also be included in the left-most signal face and shall be displayed simultaneously with the CIRCULAR GREEN signal indication.
:B. If the approach has one or more mandatory turn lanes in addition to the combined left-turn/right-turn lane and there is no conflict with a signalized vehicular or pedestrian movement, and GREEN ARROW signal indications are used in place of CIRCULAR GREEN signal indications on the approach, the signal faces for the approach shall be:
<ol>
<li>A signal face(s) capable of displaying CIRCULAR RED, YELLOW ARROW, and GREEN ARROW signal indications for the mandatory turn lane(s), with the arrows pointing in the direction of the turn, and</li>

<li>A shared left-turn/right-turn signal face capable of displaying CIRCULAR RED, left-turn YELLOW ARROW, left-turn GREEN ARROW, right-turn YELLOW ARROW, and right-turn GREEN ARROW signal indications, in an arrangement of signal sections that complies with the provisions of [[902.5 Traffic Control Signal Indications (MUTCD Chapter 4E) #902.5.4|EPG 902.5.4]] or [[902.5 Traffic Control Signal Indications (MUTCD Chapter 4E) #902.5.5|EPG 902.5.5]].</li></ol>
:C. If the approach has one or more mandatory turn lanes in addition to the combined left-turn/right-turn lane and there is a conflict with a signalized vehicular or pedestrian movement, and flashing YELLOW ARROW signal indications are used in place of CIRCULAR GREEN signal indications on the approach, the signal faces for the approach shall be as described in Items B.1 and B.2 of this Paragraph, except that flashing YELLOW ARROW signal indications shall be used in place of the GREEN ARROW signal indications for the turning movement(s) that conflicts with the signalized vehicular or pedestrian movement.

'''Support. '''[[#fig902.6.16.1|Figure 902.6.16.1]], [[#fig902.6.16.2|Figure 902.6.16.2]], and [[#fig902.6.16.3|Figure 902.6.16.3]] illustrates application of these Standards on approaches that have only a combined left-turn/right-turn lane, and on approaches that have one or more mandatory turn lanes in addition to the combined left-turn/right-turn lane.

{{SpanID|fig902.6.16.1}}
[[File:Figure 902.6.16.1 Signal Indications for Approaches with a Combined Left-Turn_Right-Turn Lane and No Through Movement (Sheet 1 of 3).jpg|center|thumb|alt=Two vertical signal faces are shown over a single left and right turn lane. The first arrangement shows a solid, circular red indication followed by a yellow left-turn arrow and then a green left-turn arrow. The second arrangement is the same as the first, but the arrows point to the right.
Another example shows two signal faces over a left turn lane and a left/right turn lane. The first arrangement is the same as the first arrangement from the first example. The second arrangement shows a solid, red indication followed by four indications configured in a square formation. The indications on the left are a set of yellow and green left-turn arrows. The indications on the right are the same but the right-turn arrows are both yellow.
A third example shows three signal faces over a left turn lane, a left/right turn lane, and a right turn lane. The first arrangement is the same as the first arrangement from the first example. The second arrangement is the same as the second arrangement from the second example. The third arrangement is the same as the second arrangement from the first example.|600px|'''Figure 902.6.16.1''' Signal Indications for Approaches with a Combined Left-Turn/Right-Turn Lane and No Through Movement ''(Sheet 1 of 3)'']]

{{SpanID|fig902.6.16.2}}
[[File:Figure 902.6.16.2 Signal Indications for Approaches with a Combined Left-Turn_Right-Turn Lane and No Through Movement (Sheet 2 of 3).jpg|center|thumb|alt=Two vertical signal faces are shown over a single left/right turn lane. The first arrangement shows a solid, circular red, yellow left-turn arrow, and green left-turn arrow indication. The second arrangement shows a solid red and two yellow right-turn arrow indications.
Another example shows two vertical signal faces over a left turn lane and a left/right turn lane. The first arrangement is the same as the first arrangement in the first example. The second arrangement shows a solid red indication followed by four indications configured in a square formation. The indications on the left are a set of yellow and green left-turn arrows. The indications on the right are the same but the right-turn arrows are both yellow.
A third example shows three vertical signal faces over a left turn lane, a left/right turn lane, and a right turn lane. The first arrangement is the same as the first arrangement from the second example. The second arrangement is the same as the second arrangement from the second example. The third arrangement is the same as the second arrangement from the first example.|600px|'''Figure 902.6.16.2''' Signal Indications for Approaches with a Combined Left-Turn/Right-Turn Lane and No Through Movement ''(Sheet 2 of 3)'']]

{{SpanID|fig902.6.16.3}}
[[File:Figure 902.6.16.3 Signal Indications for Approaches with a Combined Left-Turn_Right-Turn Lane and No Through Movement (Sheet 3 of 3).jpg|center|thumb|alt=Two vertical signal faces are shown over a single left/right turn lane. The first arrangement shows a solid, circular red indication and two yellow left pointing arrow indications. The second arrangement shows a solid red indication, and two yellow right pointing arrow indications.
Another example shows two vertical signal faces over a left turn lane and a left/right turn lane. The first arrangement is the same as the first arrangement in the first example. The second arrangement shows a solid red indication followed by four indications forming a square formation. The indications on the left are a set of yellow arrows pointing to the left. The indications on the right are the same but the arrows point to the right.
A third example shows three vertical signal faces over a left turn lane, a left/right turn lane, and a right turn lane. The first arrangement is the same as the first arrangement from the second example. The second arrangement is the same as the second arrangement from the second example. The third arrangement is the same as the second arrangement from the first example.|600px|'''Figure 902.6.16.3''' Signal Indications for Approaches with a Combined Left-Turn/Right-Turn Lane and No Through Movement ''(Sheet 3 of 3)'']]

=={{SpanID|902.6.17}}902.6.17 Yellow Change and Red Clearance Intervals (MUTCD Section 4F.17)==

'''Support. '''The exclusive function of the yellow change interval is to warn traffic approaching a signalized location that their permission to proceed is being terminated after which they will be directed to stop, or in the case of a protected/permissive turning movement that their protected movement is being terminated after which they will need to perform their turn in a permissive manner.

'''Standard. '''A steady yellow signal indication shall be displayed following every CIRCULAR GREEN or GREEN ARROW signal indication and following every flashing YELLOW ARROW signal indication displayed as a part of a steady mode operation. This requirement shall not apply when a CIRCULAR GREEN, a flashing YELLOW ARROW signal indication is followed immediately by a GREEN ARROW signal indication.

The duration of the yellow change interval shall be determined using engineering practices.

'''Support. '''See [[902.23_Traffic_Signal_Phasing_and_Operation#902.23.7.2|EPG 902.23.7.2]] when determining the yellow change interval.

[[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.1|EPG 902.6.1]] contains provisions regarding the display of steady CIRCULAR YELLOW signal indications to approaches from which drivers are allowed to make permissive left turns.

'''Standard. '''When indicated by the application of engineering practices, the yellow change interval shall be followed by a red clearance interval to provide additional time before conflicting traffic movements, including pedestrians, are released.

When used, the duration of the red clearance interval shall be determined using engineering practices.

'''Support. '''See [[902.23_Traffic_Signal_Phasing_and_Operation#902.23.7.2|EPG 902.23.7.2]] when determining the duration of the red clearance interval.

'''Standard. '''The durations of yellow change intervals and red clearance intervals shall be consistent with the determined values within the technical capabilities of the controller unit.

The duration of a yellow change interval shall not vary on a cycle-by-cycle basis within the same signal timing plan.

Except as provided in the third option paragraph of this Article, the duration of a red clearance interval shall not be decreased or omitted on a cycle-by-cycle basis within the same signal timing plan.

'''Option. '''The duration of a red clearance interval may be extended from its predetermined value for a given cycle based upon the detection of a vehicle that is predicted to violate the red signal indication.

When an actuated signal sequence includes a signal phase for permissive/protected (lagging) left-turn movements in both directions, the red clearance interval may be shown during those cycles when the lagging left-turn signal phase is skipped and may be omitted during those cycles when the lagging left-turn signal phase is shown.

The duration of a yellow change interval or a red clearance interval may be different in different signal timing plans for the same controller unit.

'''Standard. '''The yellow change interval shall not be less than three seconds.

'''Guidance. '''A yellow change interval should have a maximum duration of 6 seconds. The longer intervals should be reserved for use on approaches with higher speeds. Except when clearing a one-lane, two-way facility (see [[902.15 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4O) #902.15.2|EPG 902.15.2]]) or when clearing an exceptionally wide intersection, a red clearance interval should have a duration not exceeding 6 seconds.

'''Standard. '''Except for Warning Beacons mounted on advance warning signs on the approach to a signalized location (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.29|EPG 903.3.29]]), signal displays that are intended to provide a “pre-yellow warning” interval, such as flashing green signal indications, vehicular countdown displays, or other similar displays, shall not be used at a signalized location.

'''Support. '''The use of signal displays (other than Warning Beacons mounted on advance warning signs) that convey a “pre-yellow warning” have been found by research to increase the frequency of crashes.

=={{SpanID|902.6.18}}902.6.18 Preemption and Priority Control of Traffic Control Signals – General (MUTCD Section 4F.18)==

'''Option. '''Traffic control signals may be designed and operated to respond to certain classes of approaching vehicles by altering the normal signal timing and phasing plan(s) during the approach and passage of those vehicles. The alternative plan(s) may be as simple as extending a currently displayed green interval or as complex as replacing the entire set of signal phases and timing.

'''Support. '''Some types or classes of vehicles supersede others when a traffic control signal responds to more than one type or class. In general, a vehicle that is more difficult to control supersedes a vehicle that is easier to control.

'''Option. '''Preemption or priority control of traffic control signals may also be a means of indicating to specified classes of vehicles at certain non-intersection locations, such as on approaches to one-lane bridges and tunnels, highway maintenance and construction activities, metered freeway entrance ramps, and transit operations, that they are permitted to proceed.

'''Guidance. '''When a traffic control signal that is returning to a steady mode from a dark mode (typically upon restoration from a power failure) receives a preemption or priority request, care should be exercised to minimize the possibility of vehicles or pedestrians being misdirected into a conflict with the vehicle making the request.

'''Option. '''During the change from a dark mode to a steady mode under a preemption or priority request, the display of signal indications that could misdirect road users may be prevented by one or more of the following methods:
:A. Having the traffic control signal remain in the dark mode,
:B. Having the traffic control signal remain in the flashing mode,
:C. Altering the flashing mode,
:D. Executing the normal start-up routine before responding, or
:E. Responding directly to initial or dwell period.

'''Guidance. '''Traffic control signals operating under preemption control or under priority control should be operated in a manner designed to keep traffic moving.

Traffic control signals that are designed to respond under preemption or priority control to more than one type or class of vehicle should be designed to respond in the relative order of importance or difficulty in stopping the type or class of vehicle. The order of priority should be: train, heavy vehicle (fire vehicle, emergency medical service), light vehicle (law enforcement), light rail transit, rubber-tired transit.

'''Option. '''If engineering judgment indicates that light rail transit signal indications would reduce road user confusion that might otherwise occur if standard traffic signal indications were used to control these movements, light rail transit signal indications complying with [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.15|EPG 913.4.15]] and as illustrated in [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #fig913.4.15|Figure 913.4.15]] may be used for preemption or priority control of the following exclusive movements at signalized intersections
:A. Public transit buses in “queue jumper” lanes, and
:B. Public transit buses in semi-exclusive or mixed-use alignments.

'''Guidance. '''LRT signals are not currently used on MoDOT facilities. When considering the use of LRT signals the Highway Safety and Traffic Division should be contacted for guidance.

=={{SpanID|902.6.19}}902.6.19 Preemption Control of Traffic Control Signals (MUTCD Section 4F.19)==

'''Support. '''Preemption control (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.3|EPG 911 (MUTCD Section 1C.02)]]) is typically given to trains, boats, emergency vehicles, and light rail transit.
Examples of preemption control include the following:
:A. The prompt displaying of green signal indications at signalized locations ahead of fire vehicles, law enforcement vehicles, ambulances, and other official emergency vehicles;
:B. A special sequence of signal phases and timing to expedite and/or provide additional clearance time for vehicles to clear the tracks prior to the arrival of rail traffic; and
:C. A special sequence of signal phases to display a steady red indication to prohibit turning movements toward the tracks during the approach or passage of rail traffic.

'''Standard. '''During the transition into preemption control, the yellow change interval, and any red clearance interval that follows, shall not be shortened or omitted.

'''Option. '''During the transition into preemption control:

:A. Any pedestrian walk interval and/or pedestrian change interval may be shortened or omitted only when the traffic control signal is being preempted because rail traffic is approaching a grade crossing.
:B. The red clearance interval, if any, may be omitted so that the return to the previous green signal indication follows a steady yellow signal indication in the same signal face.

'''Standard. '''During preemption control and during the transition out of preemption control:
:A. Any yellow change interval, and any red clearance interval that follows, shall not be shortened or omitted.
:B. A signal indication sequence from a steady yellow signal indication to a green signal indication shall not be permitted.

'''Guidance. '''Except for traffic control signals interconnected with light rail transit systems, traffic control signals with railroad preemption or coordinated with flashing-light signal systems should be provided with a back-up power supply.

If a traffic control signal or hybrid beacon is installed near or within a grade crossing or if a grade crossing with active traffic control devices is within or near a signalized highway intersection, [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4|EPG 913.4]] should be consulted.

'''Support. '''[[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.9|EPG 913.4.9]] contains additional information regarding preemption for grade crossings. [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.10|EPG 913.4.10]] contains information regarding prohibiting movements toward the grade crossing during preemption. [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.11|EPG 913.4.11]] and [[913.4 Flashing-Light Signals, Automatic Gates, and Traffic Control Signals (MUTCD Chapter 8D) #913.4.12|EPG 913.4.12]] contain additional information regarding pre-signals and queue cutter signals, respectively, for grade crossings.

=={{SpanID|902.6.20}}902.6.20 Priority Control of Traffic Control Signals (MUTCD Section 4F.20)==

'''Support. '''Priority control (see definition in [[:Category:911_General_(MUTCD_Part_1) #911.3.3|EPG 911 (MUTCD Section 1C.02)]]) is typically given to certain non-emergency vehicles such as light-rail transit vehicles operating in a mixed-use alignment and buses.
Examples of priority control include the following:
:A. The displaying of early or extended green signal indications at an intersection to assist public transit vehicles improve operations, and
:B. Special phasing to assist public transit vehicles in entering the travel stream ahead of other waiting traffic.

'''Standard. '''During priority control and during the transition into or out of priority control:
:A. The shortening or omission of any yellow change interval, and of any red clearance interval that follows, shall not be permitted.
:B. The shortening of any pedestrian walk interval below that time described in [[902.9 Pedestrian Control Features (MUTCD Chapter 4I)#902.9.6|EPG 902.9.6]] shall not be permitted.
:C. The omission of a pedestrian walk interval and its associated change interval shall not be permitted unless the associated vehicular phase is also omitted or the pedestrian phase is exclusive.
:D. The shortening or omission of any pedestrian change interval shall not be permitted.
:E. A signal indication sequence from a steady yellow signal indication to a green signal indication shall not be permitted.

902.5 Traffic Control Signal Indications (MUTCD Chapter 4E)

2025-12-01T15:21:55Z

WilkeJ: /* {{SpanID|902.5.1}}902.5.1 Signal Indications – Design, Illumination, Color, and Shape (MUTCD Section 4E.01) */

[[Category:902 Signals (MUTCD Part 4)|902.05]]

=={{SpanID|902.5.1}}902.5.1 Signal Indications – Design, Illumination, Color, and Shape (MUTCD Section 4E.01)==

'''Standard. '''The illuminated part of each signal indication shall be circular or arrow, except those used for bicycle symbol signal indications, pedestrian signal heads and light rail transit signal indications.

Letters or numbers (including those associated with countdown displays) shall not be displayed as part of a vehicular signal indication.

Strobes shall not be used within or adjacent to any signal indication.

Except for the flashing vehicular and pedestrian signal indications and the distinctive indications for emergency-vehicle preemption (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.19|EPG 902.6.19]]) that are expressly allowed by the provisions of this EPG 902, flashing displays shall not be used within or adjacent to any signal indications.

Each circular signal indication shall emit a single color: red, yellow, or green.

Each arrow signal indication shall emit a single color: red, yellow, or green.

The arrow, which shall show only one direction, shall be the only illuminated part of an arrow signal indication.

Arrows shall be pointed:
:A. Vertically upward to indicate a straight-through movement,
:B. Horizontally in the direction of the turn to indicate a turn at approximately or greater than a right angle, or
:C. Upward with a slope at an angle approximately equal to that of the turn if the angle of the turn is substantially less than a right angle, or
:D. In a manner that directs the driver through the turn if a U-turn arrow is used (see [[#fig902.5.1|Figure 902.5.1]])

All signal indications shall be Light Emitting Diode (LED).

The requirements of the Institute of Transportation Engineers’ publications entitled “Vehicle Traffic Control Signal Heads: Light Emitting Diode (LED) Circular Signal Supplement,” 2005, ITE, and “Vehicle Traffic Control Signal Heads: Light Emitting Diode (LED) Vehicle Arrow Traffic Signal Supplement,” 2008, ITE, that pertain to the aspects of the signal head design that affect the display of the signal indications shall be met for light-emitting diode (LED) traffic signal modules.

'''Guidance. '''The intensity and distribution of light from each LED signal module should comply with the publications specified in the preceding paragraph, as appropriate.

If a signal indication is so bright that it causes excessive glare during nighttime conditions, some form of automatic dimming should be used to reduce the brilliance of the signal indication.

{{SpanID|fig902.5.1}}
[[File:Figure 902.5.1 Typical Arrangement of U-Turn Signal Faces.jpg|center|thumb|alt=A vertically arranged signal face with three signal indications is shown. Each indication is shown as a vertical arrow that curves to the left and down to form an inverted "U" shape. From top to bottom, the indications are shown with a U-turn red arrow, a U-turn yellow arrow, and a U-turn green arrow. |100px|'''Figure 902.5.1''' Typical Arrangement of U-Turn Signal Faces]]

=={{SpanID|902.5.2}}902.5.2 Size of Vehicular Signal Indications (MUTCD Section 4E.02)==

'''Standard. '''All vehicular signal indications shall be 12 inches.

=={{SpanID|902.5.3}}902.5.3 Positions of Signal Indications Within a Signal Face – General (MUTCD Section 4E.03)==

'''Support. '''Standardization of the number and arrangements of signal sections in vehicular traffic control signal faces enables road users who are color vision deficient to identify the illuminated color by its position relative to other signal sections.

'''Standard. '''Unless otherwise provided in the EPG for a particular application, each signal face at a signalized location shall have three, four, or five signal sections. Unless otherwise provided in the EPG for a particular application, if a vertical signal face includes a cluster (see [[902.5 Traffic Control Signal Indications (MUTCD Chapter 4E) #902.5.4|EPG 902.5.4]]), the signal face shall have at least three vertical positions.

A single-section signal face shall be permitted at a traffic control signal if it consists of a continuously-displayed GREEN ARROW signal indication that is being used to indicate a continuous movement and positioned vertically upward to indicate a straight-through movement.

The signal sections in a signal face shall be arranged in a vertical or horizontal straight line, except as otherwise provided in [[902.5 Traffic Control Signal Indications (MUTCD Chapter 4E) #902.5.4|EPG 902.5.4]].

The arrangement of adjacent signal sections in a signal face shall follow the relative positions listed in [[902.5 Traffic Control Signal Indications (MUTCD Chapter 4E) #902.5.4|EPG 902.5.4]] or [[902.5 Traffic Control Signal Indications (MUTCD Chapter 4E) #902.5.5|EPG 902.5.5]], as applicable.

If a signal section that displays a CIRCULAR YELLOW signal indication is used, it shall be located between the signal section that displays the red signal indication and all other signal sections.

If a U-turn arrow signal section is used in a signal face for a U-turn to the left, its position in the signal face shall be the same as stated in EPG [[902.5 Traffic Control Signal Indications (MUTCD Chapter 4E) #902.5.4|902.5.4]] and [[902.5 Traffic Control Signal Indications (MUTCD Chapter 4E) #902.5.5|902.5.5]] for a left-turn arrow signal section of the same color.

A U-turn arrow signal indication pointing to the left shall not be used in a signal face that also contains a left-turn arrow signal indication.

'''Support. '''[[#fig902.5.4|Figure 902.5.4]] illustrates some of the typical arrangements of signal sections in signal faces that do not control separate turning movements. [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #fig902.6.4|Figures 902.6.4]] through [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #fig902.6.8|902.6.8]] illustrate the typical arrangements of signal sections in left-turn signal faces. [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #fig902.6.10|Figures 902.6.10]] through [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #fig902.6.12|902.6.12]] illustrate the typical arrangements of signal sections in right-turn signal faces.

=={{SpanID|902.5.4}}902.5.4 Positions of Signal Indications Within a Vertical Signal Face (MUTCD Section 4E.04)==

'''Standard. '''In each vertically-arranged signal face, all signal sections that display red signal indications shall be located above all signal sections that display yellow and green signal indications.

In vertically-arranged signal faces, each signal section that displays a YELLOW ARROW signal indication shall be located above the signal section that displays the GREEN ARROW signal indication to which it applies.

The relative positions of signal sections in a vertically-arranged signal face, from top to bottom, shall be as follows:

* CIRCULAR RED

* Steady left-turn RED ARROW

* Steady right-turn RED ARROW

* CIRCULAR YELLOW

* CIRCULAR GREEN

* Straight-through GREEN ARROW

* Steady left-turn YELLOW ARROW

* Flashing left-turn YELLOW ARROW

* Left-turn GREEN ARROW

* Steady right-turn YELLOW ARROW

* Flashing right-turn YELLOW ARROW

* Right-turn GREEN ARROW

'''Option. '''In a vertically-arranged signal face, signal sections that display signal indications of the same color may be arranged horizontally adjacent to each other at right angles to the basic straight line arrangement to form a clustered signal face (see [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #fig902.6.7|Figure 902.6.7]], [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #fig902.6.14|Figure 902.6.14]], and [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #fig902.6.15|Figure 902.6.15]]).

'''Standard. '''Such clusters shall be limited to the following:
:A. Two or three different signal sections that display signal indications of the same color, or
:B. For only the specific case described in [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.16|EPG 902.6.16]] (see Drawing B in [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #fig902.6.16.1|Figure 902.6.16.1]], [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #fig902.6.16.2|Figure 902.6.16.2]], [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #fig902.6.16.3|Figure 902.6.16.3]]) two signal sections, one of which displays a GREEN ARROW signal indication and the other of which displays a flashing YELLOW ARROW signal indication.

The signal section that displays a flashing yellow signal indication during steady mode operation:
:A. Shall not be placed in the same vertical position as the signal section that displays a steady yellow signal indication, and
:B. Shall be placed below the signal section that displays a steady yellow signal indication.

'''Support. '''Sections [[902.10 Pedestrian Hybrid Beacons (MUTCD Chapter 4J) #902.10.2|EPG 902.10.2]] and [[902.14 Hybrid Beacons for Emergency-Vehicle Access (MUTCD Chapter 4N) #902.14.2 |EPG 902.14.2]] contain exceptions to the provisions of this Article that are applicable to hybrid beacons.

{{SpanID|fig902.5.4}}
[[File:Figure 902.5.4 Typical Arrangements of Signal Sections in Signal Faces That Do Not Control Turning Movements.jpg|center|thumb|alt=A: The following two vertical arrangements are shown from top to bottom:
• Circular red, circular yellow, circular green
• Circular red, circular yellow, straight-through green arrow
B: The following two horizontal arrangements are shown from left to right:
• Circular red, circular yellow, circular green
• Circular red, circular yellow, straight-through green arrow
C: A straight-through green arrow.|800px|'''Figure 902.5.4''' Typical Arrangements of Signal Sections in Signal Faces That Do Not Control Turning Movements]]

=={{SpanID|902.5.5}}902.5.5 Positions of Signal Indications Within a Horizontal Signal Face (MUTCD Section 4E.05)==

'''Support. '''Other than in emergency vehicle signals, MoDOT does not typically utilize horizontal signal faces unless engineering judgment deems necessary because of poor visibility or low clearance.

'''Standard. '''In each horizontally-arranged signal face, all signal sections that display red signal indications shall be located to the left of all signal sections that display yellow and green signal indications.

In horizontally-arranged signal faces, each signal section that displays a YELLOW ARROW signal indication shall be located to the left of the signal section that displays the GREEN ARROW signal indication to which it applies.

The relative positions of signal sections in a horizontally-arranged signal face, from left to right, shall be as follows:

* CIRCULAR RED

* Steady left-turn RED ARROW

* Steady right-turn RED ARROW

* CIRCULAR YELLOW

* Steady left-turn YELLOW ARROW

* Flashing left-turn YELLOW ARROW

* Left-turn GREEN ARROW

* CIRCULAR GREEN

* Straight-through GREEN ARROW

* Steady right-turn YELLOW ARROW

* Flashing right-turn YELLOW ARROW

* Right-turn GREEN ARROW

Except as otherwise provided in EPG [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.4|902.6.4]], [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.8|902.6.8]], [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.11|902.6.11]], and [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.15|902.6.15]] for a three-section separate turn signal face with a flashing YELLOW ARROW signal indication, the signal section that displays a flashing yellow signal indication during steady mode operation:
:A. Shall not be placed in the same horizontal position as the signal section that displays a steady yellow signal indication, and
:B. Shall be placed to the right of the signal section that displays a steady yellow signal indication.

908.2 Signs (MUTCD Chapter 7B)

2025-12-01T14:56:17Z

WilkeJ: /* {{SpanID|908.2.6}}908.2.6 Higher Fines Zone Signs and Plaques in School Areas (MUTCD Section 7B.06) */

[[Category:908 Traffic Controls for School Areas (MUTCD Part 7)|908.2]]

=={{SpanID|908.2.1}}908.2.1 Design of School Signs (MUTCD Section 7B.01) ==

'''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]].

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]]).

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.

The signs used for school area traffic control shall be retroreflective.

'''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.

[[903.1 General (MUTCD Chapter 2A) #903.1.15|EPG 903.1.15]] contains provisions regarding the mounting heights of signs.

[[903.1 General (MUTCD Chapter 2A) #903.1.16|EPG 903.1.16]] contains provisions regarding the lateral offsets of signs.

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.

'''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]].

{{SpanID|tab908.2.1}}
<div style="text-align: center">
{| class="wikitable" style="text-align: center; display: inline-table;"
|+ Table 908.2.1, School Area Sign and Plaque Sizes
|-
! rowspan="2" | Sign or Plaque
! rowspan="2" | Sign Designation
! rowspan="2" | EPG Article
! colspan="3" | Conventional Road
|-
! Standard
! Oversized
! Special
|-
| style="text-align: left" | School
| S1-1
| [[#908.2.2|908.2.2]]
| 36 x 36
| -
| -
|-
| style="text-align: left" | School Bus Stop Ahead
| S3-1
| [[#908.2.4|908.2.4]]
| 36 x 36
| -
| -
|-
| style="text-align: left" | School
| S4-3P
| [[#908.2.2|908.2.2]]
| 36 x 12
| -
| -
|-
| style="text-align: left" | School Speed Limit XX When Flashing
| S5-1
| [[#908.2.5|908.2.5]]
| 36 x 72
| -
| -
|-
| style="text-align: left" | End School Zone
| S5-2
| [[#908.2.2|908.2.2]]
| 24 x 30
| -
| -
|-
| style="text-align: left" | End School Speed Limit
| S5-3
| [[#908.2.5|908.2.5]]
| 24 x 30
| -
| -
|-
| style="text-align: left" | Yield Here for School Crossing
| R1-5a
| [[#908.2.3|908.2.3]]
| 36 x 36
| -
| -
|-
| style="text-align: left" | In-Street School Crossing
| R1-6b
| [[#908.2.3|908.2.3]]
| 12 x 36
| -
| -
|-
| style="text-align: left" | Directional Arrow
| W16-5P
| [[#908.2.2|908.2.2]], [[#908.2.3|908.2.3]]
| 21 x 15
| -
| -
|-
| style="text-align: left" | Advance Turn Arrow
| W16-6P
| [[#908.2.2|908.2.2]], [[#908.2.3|908.2.3]]
| 21 x 15
| -
| -
|-
| style="text-align: left" | Downward Diagonal Arrow
| W16-7P
| [[#908.2.2|908.2.2]], [[#908.2.3|908.2.3]]
| 21 x 15
| -
| -
|-
| style="text-align: left" | Ahead
| W16-9P
| [[#908.2.2|908.2.2]], [[#908.2.3|908.2.3]]
| 24 x 12
| -
| -
|-
| style="text-align: left" colspan="7" | '''Note:'''
# Dimensions are shown in inches and are shown as width x height
|}</div>

=={{SpanID|908.2.2}}908.2.2 School Area Signs and Plaques (MUTCD Section 7B.02) ==

<div style="text-align: center;">
<div style="display:inline-block;vertical-align: bottom;">

[[File:S1-1.png|thumb|none|alt=|150px|'''S1-1''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">

[[File:S4-3P.png|thumb|none|alt=|124px|'''S4-3P''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">

[[File:W16-5P.png|thumb|none|alt=|88px|'''W16-5P''']]
</div>

<div style="display:inline-block;vertical-align: bottom;">
[[File:W16-6P.png|thumb|none|alt=|88px|'''W16-6P''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">
[[File:W16-7P (FYG).png|thumb|none|alt=|88px|'''W16-7P''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">

[[File:W16-9P.png|thumb|none|alt=|100px|'''W16-9P''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">

[[File:S5-2.png|thumb|none|alt=|120px|'''S5-2''']]

</div>
</div>

'''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.

The School (S1-1) sign has the following four applications:

::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.

::B. School Zone – the S1-1 sign can be used to identify the location of the beginning of a designated school zone.

::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.

::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]]).

'''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.

'''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]]).

'''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.

A School Zone (S1-1) sign may be supplemented with a SCHOOL (S4-3P) plaque.

'''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]]).

'''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.

'''Standard. '''Prior to the installation of a Warning Beacon, a TR08 Roadside Flashers for School Operations contract shall be executed.

{{SpanID|fig908.2.2}}
[[File:Figure 908.2.2 Example of Signing for a School Zone.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]]

=={{SpanID|908.2.3}}908.2.3 School Crossing Signs (MUTCD Section 7B.03)==
<div style="text-align: center; ">
<div style="display: inline-block; vertical-align: bottom;">

[[File:School Area Signs.png|thumb|none|alt=|490px|'''School area signs''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">

[[File:R1-5a.png|thumb|none|alt=|100px|'''R1-5a''']]

</div>
<div style="display:inline-block;vertical-align: bottom;">

[[File:R1-6b.png|thumb|none|alt=|100px|'''R1-6b''']]

</div>
{| class="wikitable" style="inline-table; margin: auto;text-align: left;"
|-
|}

</div>

'''Standard. '''The School Advance Crossing assembly shall consist of a School (S1-1) sign supplemented with an AHEAD (W16-9P) plaque.

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).

Prior to the installation of an Advanced School Crossing sign(s), a TR10 or TR11 School Crossing contract shall be executed.

'''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.

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]]).

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.

The School Crossing assembly shall not be used at crossings other than those adjacent to schools.

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.

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.

'''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.

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.

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.

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.

'''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.

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.

'''Option. '''In-Street School Crossing signs may be mounted back-to-back on the center line of an undivided roadway.

'''Standard. '''In-Street School Crossing signs shall only be installed:
:A. Permanently on a raised island, or
:B. Temporarily on a portable base.

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]]).

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.

Temporary In-Street School Crossing signs shall be removed from the roadway when the school crossing guard is not present.

'''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.

'''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.

=={{SpanID|908.2.4}}908.2.4 School Bus Stop Signs (MUTCD Section 7B.04) ==

<div style="text-align: center;">
<div style="display: inline-block; vertical-align: middle;">

[[File:S3-1.png|thumb|none|alt=|150px|'''S3-1''']]

</div>
</div>

'''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.

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.

'''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.

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.

{{SpanID|tab908.2.4}}
{| class="wikitable" style="margin: 1em auto 1em auto"
|+ Table 908.2.4, Sight Distance Requirements for use of the S3-1 Sign
! Posted Speed (mph)
! Minimum Sight Distance (ft.)
! Maximum Sight Distance (ft.)
|-
| align="center"|30|| align="center"| 300|| align="center"| 500
|-
| align="center"|35|| align="center"| 300|| align="center"| 500
|-
| align="center"|40|| align="center"| 300|| align="center"| 500
|-
| align="center"|45|| align="center"| 300|| align="center"| 500
|-
| align="center"|50|| align="center"| 300|| align="center"| 510
|-
| align="center"|55|| align="center"| 300|| align="center"| 560
|-
| align="center"|60|| align="center"| 300|| align="center"| 625
|-
| align="center"|65|| align="center"| 500|| align="center"| 700
|-
| align="center"|70|| align="center"| 500|| align="center"|740
|}

'''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.

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:
::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,
::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
::C. A letter has been provided to MoDOT as described in the previous paragraph.

'''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.

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]].

'''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.

'''Guidance.''' MoDOT district staff should send a standard letter requesting verification of school bus stop status prior to the fall session.

'''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.

'''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.

=={{SpanID|908.2.5}}908.2.5 School Speed Limit Signs (MUTCD Section 7B.05)==

<div style="text-align: center;">
<div style="position: relative; display: inline-block; vertical-align: middle; whitespace: nowrap;">

<div style="display:inline-block;vertical-align: middle;">
[[File:S5-1.png|thumb|none|alt=|110px|'''School Speed Limit When Flashing Sign — S5-1''']]
</div>

<div style="display: inline-block; width: 126px;"></div>
<div style="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;">
'''Note:'''<br/>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]])
</div>

</div>

<div style="display:inline-block;vertical-align: bottom;">

[[File:S5-3.png|thumb|none|alt=|120px|'''S5-3''']]

</div>
</div>

'''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]]).

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]]).

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]]).

'''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.

'''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.

'''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.

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.

'''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.

'''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.

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]].

{{SpanID|fig908.2.5.1}}
[[File:Figure 908.2.5.1 Example of Signing for a School Zone with a School Speed Limit and a School Crossing.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]]

{{SpanID|fig908.2.5.2}}
[[File:Figure 908.2.5.2 Example of Signing for a School Speed Limit.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]]

=={{SpanID|908.2.6}}908.2.6 Higher Fines Zone Signs and Plaques in School Areas (MUTCD Section 7B.06)==

'''Support. '''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.

=={{SpanID|908.2.7}}908.2.7 Parking and Stopping (R7 and R8 Series) Signs (MUTCD Section 7B.07) ==

'''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.

'''Support. '''Parking signs and other signs governing the stopping and standing of vehicles in school areas cover a wide variety of regulations.

[[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.

620.9 Marking and Delineation of Islands and Sidewalk Extensions (MUTCD Chapter 3J)

2025-12-01T14:52:02Z

WilkeJ: /* {{SpanID|620.9.7}}620.9.7 Sidewalk Extensions Designated by Pavement Markings (MUTCD Section 3J.07) */

[[Category:620 Pavement Marking (MUTCD Part 3)|620.09]]

=={{SpanID|620.9.1}}620.9.1 General (MUTCD Section 3J.01)==

'''Support. '''EPG 620.9 addresses the marking and delineation of islands (see definition in [[:Category:911 General (MUTCD Part 1) #911.3.2|EPG 911 (MUTCD Section 1C.02)]]) and sidewalk extensions designated by pavement markings. Definitions, types, sizes, and other criteria for the design of islands are set forth in “A Policy on Geometric Design of Highways and Streets,” 2018 Edition, AASHTO.

[[620.3 Crosswalk Markings (MUTCD Chapter 3C)#620.3.10|EPG 620.3.10]] contains information on pedestrian islands and medians.

EPG [[620.7 Colored Pavement (MUTCD Chapter 3H)#620.7.4|620.7.4]] and [[620.7 Colored Pavement (MUTCD Chapter 3H)#620.7.5|620.7.5]] contain information on colored pavement that can be used within islands.

'''Option. '''An island may be designated by curbs, pavement edges, pavement markings, channelizing devices, or other devices.

=={{SpanID|620.9.2}}620.9.2 Approach-End Treatment (MUTCD Section 3J.02)==
 
{{SpanID|fig3j1}}
[[File:Figure 620.9.2 Example of Markings for an Approach-End Treatment to an Island.png|thumb|center|800px|alt=A two-lane, two-way vertical roadway is shown intersecting a two-lane, two-way horizontal roadway from the south. On the vertical roadway, a right-turn lane is shown, separated by a solid white line from the northbound travel lane, with a solid white right-turn arrow on the pavement in advance of a theoretical gore. Just beyond this arrow, a series of closely spaced solid white lines, with curb ramps at each end denoting a crosswalk, are shown crossing the turn 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 two parallel solid white lines with curb 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.
|'''Figure 620.9.2''' Example of Markings for an Approach-End Treatment to an Island]]

'''Support. '''An approach-end treatment to an island consists of longitudinal pavement markings and/or channelizing devices upstream of the island followed by a divergence of those pavement markings and/or channelizing devices concluding with a transition to other pavement markings that demarcate or outline the island (see [[#fig3j1|Figure 620.9.2]]).

[[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.15|EPG 620.2.15]] contains information on pavement markings that function as approach-end treatments for obstructions.

'''Guidance. '''The ends of islands first approached by traffic should be marked with an approach-end treatment, curb markings (see [[#620.9.4|EPG 620.9.4]]), or both to guide vehicles into desired paths of travel along the island edge.

=={{SpanID|620.9.3}}620.9.3 Islands Designated by Pavement Markings (MUTCD Section 3J.03) ==
 
{{SpanID|fig3j2}}
[[File:Figure 620.9.3 Examples of Island Designated by Pavement Markings.png|thumb|center|800px|alt="A: A vertical two-lane roadway is shown with one southbound lane and one northbound right-turn lane. A horizontal two-lane roadway is shown with one eastbound lane and one westbound right-turn lane. All lanes are separated by double solid yellow lines. At the center of the example, an island is shown formed by a series of yellow chevron and diagonal pavement markings. The northbound right-turn lane has the word “ONLY” in white followed by a solid white right-turn arrow north of it shown on the pavement. This lane curves to the right and becomes an eastbound lane. The westbound right-turn lane has the word “ONLY” in white followed by a solid white right-turn arrow west of it shown on the pavement. This lane curves to the right and becomes a northbound lane.
B: A vertical two-lane roadway is shown with both traveling lanes in the northbound direction with a right-turn slip lane that curves to the east. A horizontal two-lane roadway is shown with one eastbound lane and one westbound right-turn lane that curves to the right and becomes a northbound lane. At the center of the example, an island is shown formed by a series of yellow chevron and diagonal pavement markings with a wide, vertical solid white line running parallel with the right northbound travel lane. This line begins after the right-turn slip lane and ends before westbound right-turn lane becomes a northbound lane. Double solid yellow lines separate the other sides of the island from the right-turn slip lane and westbound right-turn lane.
The westbound right-turn lane has the word “ONLY” in white followed by a solid white right-turn arrow west of it shown on the pavement. As this lane curves to the right and becomes a northbound lane, a white stop line is shown."|'''Figure 620.9.3''' Examples of Island Designated by Pavement Markings]]

'''Standard. '''Except as provided in the following paragraph, islands formed by pavement markings only shall be established using channelizing lines, and shall be white when separating traffic flows in the same general direction or yellow when separating opposing directions of traffic.

If a continuous flush median island separating travel in opposite directions is used, two sets of double solid yellow lines shall be used to form the island (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#fig3b5|Figure 620.2.3.3]]). Other markings in the median island area, such as diagonal lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.24|EPG 620.2.24]]), shall also be yellow, except crosswalk markings which shall be white (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C)#620.3|EPG 620.3]]).

If used, chevron or diagonal markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.24|EPG 620.2.24]]) within the island shall be the same color as the channelizing line.

'''Option. '''Both chevron and diagonal markings of the same color may be used within the same island based on engineering judgment.

The area within the flush island delineated by pavement markings may use colored pavement in accordance with the provisions of [[620.7 Colored Pavement (MUTCD Chapter 3H)|EPG 620.7]].

'''Support. '''[[#fig3j2|Figure 620.9.3]] illustrates examples of islands designated by pavement markings.

=={{SpanID|620.9.4}}620.9.4 Curb Markings for Raised Islands (MUTCD Section 3J.04) ==
 
{{SpanID|fig3j3}}
[[File:Figure 620.9.4 Examples of Curb Markings for Raised Islands.png|thumb|center|800px|alt="Two examples are shown. The first example shows a vertical two-lane roadway with one lane of travel in each direction. Double solid yellow lines separate these lanes, which then curve around to the right and left at the base of a light gray “U-shaped” island, denoting a median nose, when traveling northbound. The double solid yellow lines reduce to one “solid yellow edge line” on each side of the median island An “optional marking on face of curb” is shown as an inner “U-shaped” yellow line representing a curb within the island.
The second example shows a vertical two-lane roadway with two northbound lanes and a third right-turn deceleration lane that curves to the right and continues eastbound. A wide solid white line is shown separating the deceleration lane from the right northbound travel lane before it splits into two lines forming a theoretical gore. Above the gore, and adjacent to the right northbound travel lane, on the left side of the right-turn deceleration lane, a light gray, right-angled triangular island is shown. An “optional marking on face of curb” is shown as an inner triangular-shaped island medium gray line representing a curb within the island."|'''Figure 620.9.4''' Examples of Curb Markings for Raised Islands]]

'''Guidance. '''Barrier curbs on raised islands with a minimum height of 6 inches should be marked with retroreflective markings or delineators (see [[#620.9.6|EPG 620.9.6]]).

'''Standard. '''Where curbs are marked for delineation or visibility purposes, the colors shall comply with the general principles of markings (see [[620.1 General (MUTCD Chapter 3A)#620.1.3|EPG 620.1.3]]).

'''Guidance. '''Retroreflective solid yellow curb markings should be placed on the approach ends of raised medians and curbs of islands that are located in the line of traffic flow where the curb serves to channel traffic to the right of the obstruction (see [[#fig3j3|Figure 620.9.4]]).

Retroreflective solid white curb markings should be used when traffic is permitted to pass on either side of the island (see [[#fig3j3|Figure 620.9.4]]).

The retroreflective area should be of sufficient length to denote the general alignment of the edge of the island along which vehicles travel, including the approach end, when viewed from the approach to the island.

'''Option. '''An island with mountable curbs less than 3 inches tall may be marked with retroreflective markings or delineators.

Where the curbs of the islands become parallel to the direction of traffic flow or where the island is illuminated or marked with delineators, curb markings may be discontinued based on engineering judgment or study.

Curb markings at openings in a continuous median island may be omitted based on engineering judgment or study.

=={{SpanID|620.9.5}}620.9.5 Pavement Markings for Raised Islands (MUTCD Section 3J.05) ==
 
{{SpanID|fig3j4}}{{SpanID|fig3j4s1}}
[[File:Figure 620.9.5.1 Examples of Pavement Markings for Raised Islands (Sheet 1 of 2).png|thumb|center|800px|alt=A four-lane vertical roadway is shown with the far-right lane being a right-turn only lane and the far-left lane being a left-turn only lane. White channelizing lines are painted around the raised island, between the right-turn lane and the center northbound lane to its left.
|'''Figure 620.9.5.1''' Examples of Pavement Markings for Raised Islands ''(Sheet 1 of 2)'']]

{{SpanID|fig3j4s2}}
[[File:Figure 620.9.5.2 Examples of Pavement Markings for Raised Islands (Sheet 2 of 2).png|thumb|center|800px|alt=A four-lane vertical roadway is shown with a fifth lane right-turn off ramp leading to a four-lane horizontal roadway that intersects the vertical roadway. Traffic flows in both directions on both roadways. A traffic island separates the right-turn ramp from the vertical and horizontal roadways. Along the southeast border of the island is a yellow edge line.|'''Figure 620.9.5.2''' Examples of Pavement Markings for Raised Islands ''(Sheet 2 of 2)'']]

{{SpanID|fig3j5}}
[[File:Figure 620.9.5.3 Examples of Optional Chevron and Diagonal Pavement Markings at a Raised Island.png|thumb|center|800px|alt=A raised island is shown surrounded by diagonal chevron markings painted white or yellow, delineating the direction of traffic. The island and markings are splitting the roadway.|'''Figure 620.9.5.3''' Examples of Optional Chevron and Diagonal Pavement Markings at a Raised Island]]

'''Support. '''Pavement markings for raised islands include the approach-end treatment (see [[#620.9.2|EPG 620.9.2]]), channelizing lines, edge lines, and chevron or diagonal markings.

'''Option. '''Solid yellow edge lines (see EPG [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.10|620.2.10]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.11|620.2.11]]) may be used adjacent to raised islands separating travel in opposite directions (see Drawing A in [[#fig3j3|Figure 620.9.4]]).

'''Standard. '''Except as provided in the following paragraph and in the second Guidance paragraph below, raised islands separating traffic flows in the same general direction shall be outlined with white channelizing lines (see Drawing A in [[#fig3j4|Figure 620.9.5.1]]).

'''Option. '''Pavement markings for smaller raised islands may be omitted based on engineering judgment.

'''Guidance. '''Smaller raised islands without marked channelizing lines, edge lines, or chevron or diagonal markings should use curb markings (see [[#620.9.4|EPG 620.9.4]]).

Where traffic passes on the right of a raised island separating traffic flows in the same general direction, a yellow edge line should be used adjacent to raised islands of discernible size or length instead of continuing the white channelizing line from the approach-end treatment (see Drawing B in [[#fig3j4|Figure 620.9.5.2]]).

'''Support. '''Yellow edge lines adjacent to raised islands that separate traffic flows in the same general direction can be advantageous as a countermeasure for wrong-way entry or travel if the yellow edge line is of discernible length.

'''Option. '''Chevron markings may be used in neutral areas formed by diverging channelizing lines at raised islands separating traffic flows in the same general direction.

Diagonal markings of an appropriate color may be used in buffer areas between the channelizing line and the raised island (see [[#fig3j5|Figure 620.9.5.3]]).

=={{SpanID|620.9.6}}620.9.6 Island Delineation (MUTCD Section 3J.06) ==

'''Guidance. '''Barrier curbs on raised islands with a minimum height of 6 inches should be marked with retroreflective markings (see [[#620.9.4|EPG 620.9.4]]) or delineators.

'''Standard. '''Delineators installed on islands shall be the same colors as the related channelizing or edge lines except that, when only facing wrong-way traffic, they shall be red (see [[620.6 Delineators (MUTCD Chapter 3G)#620.6.3|EPG 620.6.3]]).

Each roadway through an intersection shall be considered separately in positioning delineators to assure maximum effectiveness.

=={{SpanID|620.9.7}}620.9.7 Sidewalk Extensions Designated by Pavement Markings (MUTCD Section 3J.07)==

'''Support. '''Sidewalk extensions reclaim a portion of the roadway, sometimes including a portion of parking lanes, shoulders, and/or the traveled way, and repurpose that area for non-vehicular uses. They extend the sidewalk or other pedestrian space, shorten pedestrian crossing distances, alter the roadway geometry for speed management or channelizing, or serve other purposes.

Sidewalk extensions, sometimes referred to as curb extensions, neckdowns, bump outs, or bulb-outs typically are created by physical infrastructure including concrete or asphalt to form a physical narrowing of the roadway with the finished surface at the same level as the adjoining sidewalk.

Sidewalk extensions can also be designated by pavement markings for temporary or semi-permanent applications in which the finished surface is at the same level as the vehicular travel pavement. Where an adjoining curb and raised sidewalk are present, this type of application results in a multi-level sidewalk due to the difference in elevation between the adjoining pedestrian surfaces.

Sidewalk extensions designated by pavement markings differ from other paved areas designated by pavement markings that are intended to be traversable by a vehicle for authorized or emergency purposes.

'''Standard. '''Sidewalk extensions designated by pavement markings shall include a physical separator such as tubular markers or floating curbs to provide conspicuity for, and to prevent vehicles from traversing, the area of the sidewalk extension designated by pavement markings. Pavement markings shall be double solid lines connecting to the outside physical curb or, in the absence of a curb, to the edge of the roadway. The color of the double solid line shall comply with the provisions of [[620.1 General (MUTCD Chapter 3A)#620.1.3|EPG 620.1.3]].

'''Support. '''The paved area between the double solid line forming the sidewalk extension designated by pavement markings and the sidewalk or other roadside area is not part of the roadway. Sidewalk extensions designated by pavement markings formed by double solid lines are distinct from areas such as shoulders or gore areas where travel is discouraged by the presence of a single line, or flush medians where travel is prohibited by a double solid line. Sidewalk extensions designated by pavement markings with double solid lines designate areas outside the roadway where vehicle traversal is prohibited.

Areas formed by a single wide line are sometimes used to alter the roadway geometry for speed management or channelizing, or to serve other purposes, where pedestrians are not expected. These areas are not considered a sidewalk extension, and provisions to delineate areas where vehicle traversal is discouraged include channelizing lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.9|EPG 620.2.9]]), edge lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.10|EPG 620.2.10]]), and diagonal markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.24|EPG 620.2.24]]).

'''Guidance. '''Channelizing devices such as tubular markers (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.9|EPG 620.2.9]]) should be located adjacent to the double solid line outside the traveled way.

'''Support. '''When selecting other methods of physical separation, the visual contrast from adjoining pavement and maximum separation distances are considerations so they are visible to pedestrians having limited vision and detectable by pedestrians who travel with a long cane.

Sight lines and the visibility of road users within the sidewalk extension area are considerations when selecting methods of physical separation.

The swept path of turning design or other prevailing vehicle types is a consideration, especially if a larger vehicle is expected to traverse a portion of the sidewalk extension while turning where pedestrians might be present.

'''Standard. '''Crosswalk markings shall not be extended through sidewalk extensions designated by pavement markings.

'''Support. '''Accessibility provisions at sidewalk extensions designated by pavement markings are outside the scope of EPG 620. State and local organizations providing support services to pedestrians with vision disabilities can provide advice to the traffic engineer on site-specific accessibility decisions. In addition, orientation and mobility specialists or similar staff can provide advice to inform such decisions. [https://www.access-board.gov The U.S. Access Board] provides technical assistance for making pedestrian facilities accessible to persons with disabilities.

'''Guidance. '''Traffic control devices that are critical to the specific conditions at the sidewalk extension, such as STOP or YIELD signs or Pedestrian Crossing signs, should be located within the sidewalk extension designated by pavement markings. Their lateral offset (see [[903.1 General (MUTCD Chapter 2A) #903.1.16|EPG 903.1.16]]) should be measured from the center of the double solid line designating a sidewalk extension rather than from the physical curb line behind the sidewalk extension area so that the signs are more visible to approaching traffic and not occluded by any physical features placed within the sidewalk extension area.

'''Support. '''The location of accessible pedestrian signals (see [[902.11 Accessible Pedestrian Signals and Detectors (MUTCD Chapter 4K)#902.11.2|EPG 902.11.2]]) is a consideration when providing a sidewalk extension designated by pavement markings.

Aesthetic surface treatments (see [[620.7 Colored Pavement (MUTCD Chapter 3H)#620.7|EPG 620.7]]) are sometimes used in sidewalk extensions designated by pavement markings to emphasize that the area is outside of the traveled way.

'''Standard. '''In accordance with the provisions of [[620.7 Colored Pavement (MUTCD Chapter 3H)#620.7.3|EPG 620.7.3]], aesthetic surface treatments, if used within a sidewalk extension designated by pavement markings, shall be non-retroreflective.

'''Support. '''[[#fig3j6|Figure 620.9.7]] illustrates an example of a sidewalk extension designated by pavement markings.

{{SpanID|fig3j6}}
[[File:Figure 620.9.7 Examples of Sidewalk Extensions Designated by Pavement Markings.png|thumb|center|500px|alt=A two-lane roadway is shown approaching a crosswalk where the sidewalk is extended past the left and right edges of roadway creating a narrow driving path. Tubular markers are set around the portions of the sidewalk that extend into the roadway.
|'''Figure 620.9.7''' Examples of Sidewalk Extensions Designated by Pavement Markings]]

620.5 Preferential Lane Markings for Motor Vehicles (MUTCD Chapter 3E)

2025-12-01T14:49:22Z

WilkeJ: /* {{SpanID|620.5.4}}620.5.4 Markings for Part-Time Travel on a Shoulder (MUTCD Section 3E.04) */

[[Category:620 Pavement Marking (MUTCD Part 3)|620.05]]

=={{SpanID|620.5.1}}620.5.1 General (MUTCD Section 3E.01)==

'''Guidance. '''Preferential lane markings are not currently used on MoDOT facilities. The Highway Safety and Traffic Division should be contacted for guidance when considering the use of preferential lane markings.

'''Support. '''Preferential lanes are established for one or more of a wide variety of special uses, including, but not limited to, bus only lanes, taxi only lanes, and light rail transit only lanes.

[[620.5 Preferential Lane Markings for Motor Vehicle (MUTCD Chapter 3E) #620.5|EPG 620.5]] contains the pavement marking provisions for preferential lanes used by motor vehicles and light rail transit. [[:Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|EPG 914]] contains information for pavement markings for bicycle lanes.

[[620.7 Colored Pavement (MUTCD Chapter 3H)|EPG 620.7]] contains information for the use and application of colored pavement that can be used in preferential lanes to supplement the pavement markings described in [[620.5 Preferential Lane Markings for Motor Vehicle (MUTCD Chapter 3E) #620.5|EPG 620.5]].

=={{SpanID|620.5.2}}620.5.2 Longitudinal Markings (MUTCD Section 3E.02) ==

'''Support. '''Preferential lanes can take many forms depending on the level of usage and the design of the facility. They might be barrier-separated or buffer-separated from the adjacent general-purpose lanes, or they might be contiguous with the adjacent general-purpose lanes. Barrier-separated preferential lanes might be operated in a constant direction or be operated as reversible lanes. [[:Category:911 General (MUTCD Part 1) #911.3.2|EPG 911 (MUTCD Section 1C.02]]) contains definitions of these terms.

Preferential lanes might be operated full-time (24 hours per day on all days), for extended periods of the day, part-time (restricted usage during specific hours on specified days), or on a variable basis (such as a strategy for a managed lane).

'''Standard. '''The left-hand and right-hand edge lines and lane lines used for preferential lanes that are adjacent to general-purpose lanes where traffic is flowing in the same direction shall be in accordance with [[#tab620.5.2.1|Table 620.5.2.1]].

<center>
{{SpanID|tab3e2}}{{SpanID|tab620.5.1}}{{SpanID|tab620.5.2.1}}
{| class="wikitable" style="text-align: left; max-width: 830px;"
|+ '''Table 620.5.2.1''' Standard Edge Line and Lane Line Markings for Preferential Lanes
|-
! style="min-width: 222px;" | Type of Preferential Lane
! Left-Hand Line
! Right-Hand Line
|-
| Barrier-Separated, Non-Reversible
| A normal solid single yellow edge line
| A normal solid single white edge line (see Drawing A in [[#fig3e1|Figure 620.5.2.1]])
|-
| Barrier-Separated, Left-Hand Side
| A normal solid single yellow edge line
| A wide solid double white line along both edges of the buffer space where crossing is prohibited (see Drawing A in [[#fig3e2s1|Figure 620.5.2.2]])<br />A wide solid single white line along both edges of the buffer space where crossing is discouraged (see Drawing B in [[#fig3e2s1|Figure 620.5.2.2]])<br />A wide broken (intermittent) single white line along both edges of the buffer space, or a wide broken (intermittent) single white line within the buffer space (resulting in wider lanes), where crossing is permitted (see Drawing C in [[#fig3e2s2|Figure 620.5.2.3]])
|-
| Barrier-Separated, Right-Hand Side
| A wide solid double white line along both edges of the buffer space where crossing is prohibited, or a wide solid single white line along both edges of the buffer space where crossing is discouraged (see Drawing D in [[#fig3e2s2|Figure 620.5.2.3]])<br />A wide broken (intermittent) single white line along both edges of the buffer space, or a wide broken (intermittent) single white line within the buffer space (resulting in wider lanes), where crossing is permitted (see Drawing D in [[#fig3e2s2|Figure 620.5.2.3]])<br />A wide dotted single white line within the buffer space (resulting in wider lanes) where crossing is permitted for any vehicle to perform a right-turn maneuver (see Drawing D in [[#fig3e2s2|Figure 620.5.2.3]])
| A normal solid single white edge line (if warranted)
|-
| Contiguous, Left-Hand Side
| A normal solid single yellow edge line
| A wide solid double white lane line where crossing is prohibited (see Drawing A in [[#fig3e3|Figure 620.5.2.4]])<br />A wide solid single white lane line where crossing is discouraged (see Drawing B in [[#fig3e3|Figure 620.5.2.4]])<br />A wide broken (intermittent) single white lane line where crossing is permitted (see Drawing C in [[#fig3e3|Figure 620.5.2.4]])
|-
| Contiguous, Right-Hand Side
| A wide solid double white lane line where crossing is prohibited (see Drawing D in [[#fig3e3|Figure 620.5.2.4]])<br />A wide solid single white lane line where crossing is discouraged (see Drawing D in [[#fig3e3|Figure 620.5.2.4]])<br />A wide broken (intermittent) single white lane line where crossing is permitted (see Drawing D in [[#fig3e3|Figure 620.5.2.4]])<br />A wide dotted single white lane line where crossing is permitted for any vehicle to perform a right-turn maneuver (see Drawing D in [[#fig3e3|Figure 620.5.2.4]])
| A normal solid single white lane line (if warranted)
|-
| style="background-color: #ffffff;" colspan="3" | Notes:<br><ol><li>If there are two or more preferential lanes, the lane lines between the preferential lanes shall be normal broken (intermittent) white lines.</li><li>The standard lane markings listed in this table are provided in a tabular format for reference.</li></ol>
|}
</center>

If there are two or more preferential lanes for traffic moving in the same direction, the lane lines between the preferential lanes shall be normal width broken (intermittent) white lines.

Preferential lanes for motor vehicles shall have appropriate regulatory signs in accordance with MUTCD Sections 2G.03 through 2G.07.

'''Support. '''[[#fig3e1|Figure 620.5.2.1]] illustrates pavement markings used for barrier-separated preferential lanes. [[#fig3e2s1|Figure 620.5.2.2]] and [[#fig3e2s2|620.5.2.3]] illustrates pavement markings used for buffer-separated preferential lanes. [[#fig3e3|Figure 620.5.2.4]] illustrates pavement markings used for contiguous preferential lanes.

{{SpanID|fig3e1}}
[[File:Figure 620.5.2.1 Markings for Barrier-Separated Preferential Lanes.png|thumb|center|750px|alt=This figure shows two eastbound lanes with “EZ PASS ONLY” markings in both lanes and a barrier or physical separation from general purpose lanes to the south. A barrier or median is shown to the north.
|'''Figure 620.5.2.1''' Markings for Barrier-Separated Preferential Lanes]]

{{SpanID|fig3e2}}{{SpanID|fig3e2s1}}
[[File:Figure 620.5.2.2 Markings for Buffer-Separated Preferential Lanes (Sheet 1 of 2).png|thumb|center|850px|alt="Two examples of four-lane roadways are shown. The first example shows four eastbound lanes. The preferential lane is an HOV lane, identified by two white diamonds. The HOV lane is separated by wide solid double white lane lines, a buffer space, and white chevron markings.
The second example shows four eastbound lanes. The preferential lane is separated by wide solid white lane lines and a buffer space.
"
|'''Figure 620.5.2.2''' Markings for Buffer-Separated Preferential Lanes ''(Sheet 1 of 2)'']]

{{SpanID|fig3e2s2}}
[[File:Figure 620.5.2.3 Markings for Buffer-Separated Preferential Lanes (Sheet 2 of 2).png|thumb|center|850px|alt="Three examples of horizontal four-lane roadways are shown. The first example shows four eastbound lanes. The preferential lane is separated from the other lanes by pairs of wide broken single white lane lines and a buffer space. A second example shows the preferential lane separated from the other lanes by wide broken single white lines. The third example shows four eastbound lanes. The preferential lane is a bus-only lane. Starting on the left of the figure, the bus-only lane is separated by wide solid single white lane lines, then transitions into wide dotted single white lane lines. There is a limited access street connecting from the south, and then the bus lane is separated by wide solid double white lane lines with a buffer space.
"
|'''Figure 620.5.2.3''' Markings for Buffer-Separated Preferential Lanes ''(Sheet 2 of 2)'']]

{{SpanID|fig3e3}}
[[File:Figure 620.5.2.4 Markings for Contiguous Preferential Lanes.png|thumb|center|850px|alt="A: A horizontal four-lane roadway is shown with four eastbound lanes. The preferential lane is an HOV lane, identified by two white diamonds. The HOV lane is separated by wide solid double white lanes lines.
B: A horizontal four-lane roadway is shown with four eastbound lanes. The preferential lane is separated by a wide solid white lane line.
C: A horizontal four-lane roadway is shown with four eastbound lanes. The preferential lane is separated by a wide broken single white lane line.
D: A horizontal four-lane roadway is shown with four eastbound lanes. The preferential lane is a bus-only lane. Starting on the left of the figure, the bus-only lane is separated by wide solid single white lane lines and then transitions into wide dotted single white lane lines. There is a limited access street connecting from the south, and then the bus lane is separated by wide solid double white lane lines with a buffer space."
|'''Figure 620.5.2.4''' Markings for Contiguous Preferential Lanes]]

'''Guidance. '''Engineering judgment should determine the need for supplemental devices such as tubular markers or other channelizing devices (see [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]]).

Where preferential lanes and other travel lanes are separated by a buffer space wider than 4 feet and crossing the buffer space is prohibited, chevron markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.24|EPG 620.2.24]]) should be placed in the buffer area (see Drawing A in [[#fig3e2|Figure 620.5.2.2]]).

The buffer space for a conventional road should be designed so that it is not misinterpreted as on-street parking, a bicycle lane, or any other type of lane.

'''Option. '''If a full-time contiguous preferential lane is separated from the other travel lanes by a wide broken (intermittent) single white line (see Drawing C in [[#fig3e3|Figure 620.5.2.4]]), the spacing or skip pattern of the line may be reduced and the width of the line may be increased.

'''Standard. '''At direct exits from a preferential lane, dotted white line markings shall be used to separate the tapered or parallel deceleration lane for the direct exit (including the taper) from the adjacent continuing preferential through lane, to reduce the chance of unintended exit maneuvers.

The longitudinal pavement markings used for preferential lanes that are adjacent to general-purpose lanes where traffic is flowing in the opposite direction (see [[#fig3e4|Figure 620.5.2.5]]) shall be in accordance with [[#tab620.5.2.2|Table 620.5.2.2]].

<center>
{{SpanID|tab620.5.2}}{{SpanID|tab620.5.2.2}}
{| class="wikitable" style="max-width: 800px;"
|+ '''Table 620.5.2.2''' Standard Center Line and Edge Line Markings for Counter-Flow Preferential Lanes on Divided Highways
|-
! style="width: 24%" | Type of Preferential Lane !! style="width: 32%;" | Center Line on Left-Hand Side !! Edge Line on Left-Hand Side
|-
| Full-Time Contiguous || A normal width solid double yellow line || A normal solid single white line (if warranted)
|-
| Full-Time Buffer-Separated || A normal width solid double yellow line along both edges of the buffer space || A normal solid single white line (if warranted)
|}
</center>

'''Support. '''[[#fig3e4|Figure 620.5.2.5]] illustrates pavement markings used for counter-flow preferential lanes on divided highways or on transitions to and from other divided highways such as bridges and crossovers.

'''Option. '''Tubular markers or other channelizing devices (see [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]]) may also be used in addition to longitudinal markings to separate the opposing lanes when a counter-flow preferential lane operation is in effect.

{{SpanID|fig3e4}}
[[File:Figure 620.5.2.5 Markings for Counter-Flow Preferential Lanes on Divided Highways.png|thumb|center|850px|alt="Two examples of a horizontal three-lane roadway are shown.
The first example shows two eastbound lanes with a third westbound lane. The third lane is separated by a normal width solid double yellow lane line.
The second example shows two eastbound lanes with a third westbound lane. The third lane is separated by a normal width solid double yellow lane line, a buffer space, and optional yellow diagonal markings.
"
|'''Figure 620.5.2.5''' Markings for Counter-Flow Preferential Lanes on Divided Highways]]

=={{SpanID|620.5.3}}620.5.3 Preferential Lane Word and Symbol Markings (MUTCD Section 3E.03) ==

'''Support. '''[[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.19|EPG 620.2.19]] through [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.21|EPG 620.2.21]] contain information on general applications of word and symbol markings.'''

'''Standard. '''When a preferential lane is established, the preferential lane shall be marked with one or more of the following word or symbol markings for the preferential lane use specified:

::A. Bus only lane or bus stop—the word marking BUS ONLY or BUS STOP.
::B. Taxi only lane or taxi stand—the word marking TAXI ONLY or TAXI STAND.
::C. Light rail transit lane—the word marking LRT ONLY.
::D. Other type of preferential lane—a word marking appropriate to the restriction.

'''Guidance. '''If multiple preferential lane uses are allowed in a single lane, the word or symbol marking for each preferential lane should be used.

'''Standard. '''Pavement word or symbol markings for motorcycles and Inherently Low Emission Vehicles (ILEV) shall not be used to mark the preferential lane if motorcycles and ILEVs are allowed to use the preferential lane.

Static or changeable message regulatory signs (see MUTCD Sections 2G.03 through 2G.07) shall be used with preferential lane word or symbol markings.

All preferential lane word and symbol markings shall be white and shall be positioned laterally in the approximate center of the preferential lane.

'''Option. '''Lane-use arrow markings may be placed on the curb lanes on approaches to intersections to signify non-preferential road users can use the lane for turning movements.

'''Guidance. '''All longitudinal pavement markings, as well as word and symbol pavement markings, associated with a preferential lane should end at approximately where the Preferential Lane Ends (R3-12a or R3-12c) sign (see MUTCD Section 2G.07) designating the downstream end of the preferential only lane restriction is installed.

The spacing of the markings should be based on engineering judgment that considers the operating speed, block lengths, distance from intersections, and other factors that affect clear communication to the road user.

In addition to a regular spacing interval, the preferential lane marking should be placed at strategic locations such as major decision points, direct exit ramp departures from the preferential lane, and along access openings to and from adjacent general-purpose lanes. At decision points, the preferential lane marking should be placed on all applicable lanes and should be visible to approaching traffic for all available departures. At direct exits from preferential lanes where extra emphasis is needed, the use of word markings (such as “EXIT” or “EXIT ONLY”) in the deceleration lane for the direct exit and/or on the direct exit ramp itself just beyond the exit gore should be considered.

=={{SpanID|620.5.4}}620.5.4 Markings for Part-Time Travel on a Shoulder (MUTCD Section 3E.04)==

'''Support. '''Shoulders are sometimes used to add capacity to a roadway in peak hour conditions to provide for transit or to provide higher throughput when open to all traffic.

A shoulder that has been opened to travel on a permanent, rather than a part-time basis is considered to be a travel lane and is signed and marked in accordance with other provisions of the EPG.

'''Standard. '''When part-time travel on a shoulder is open to all traffic, pavement word and symbol markings shall not be used in the shoulder.

When a shoulder is assigned part-time to a particular class or classes of vehicles, the shoulder shall be marked with one or more pavement word markings that identify the special use of the shoulder such as BUS ONLY, TRANSIT ONLY, or white lines formed in a diamond-shaped symbol (see [[#620.5.3|EPG 620.5.3]]). A pavement word or symbol marking shall be provided in the shoulder immediately after exit and entry ramps (see [[#fig3e5s1|Figure 620.5.4.1]]) or immediately departing an intersection at the full-width shoulder (see [[#fig3e6|Figure 620.5.4.4]]). Appropriate regulatory signing (see MUTCD Section 2G.03) shall be installed with the pavement word or symbol markings.

The channelizing line emanating from the entrance ramp shall be a wide dotted line through the intersecting alignment of the shoulder to the theoretical gore (see Drawings A and B in [[#fig3e5s1|Figure 620.5.4.1]]). At exit ramps, the channelizing line proceeding from the theoretical gore across the intersecting alignment of the shoulder shall be a wide dotted line (see [[#fig3e5s1|Figure 620.5.4.1]]).

If used, the extension of the channelizing line at entrance ramps proceeding from the theoretical gore across the opening of the on-ramp alignment shall be a wide dotted line (see Drawing C in [[#fig3e5s2|Figure 620.5.4.2]]) where it is demonstrated that traffic entering from an on-ramp stops or yields to traffic on the shoulder of the highway mainline.

An additional outside solid edge line shall be provided on the shoulder in accordance with EPG [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.10|620.2.10]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.11|620.2.11]].

'''Guidance. '''Changes in edge line pattern or direction should occur at appropriate regulatory signs.

'''Option.''' At locations where traffic is allowed to enter, exit, or merge with the shoulder, a dotted edge line may be used either in a continuous manner or angled to the pavement edge (see [[#fig3e6|Figure 620.5.4.4]]).

Red-colored pavement (see [[620.7 Colored Pavement (MUTCD Chapter 3H)#620.7.7|EPG 620.7.7]]) may be used on shoulders that allow only transit vehicles.

'''Standard. '''If used, red-colored pavement shall be discontinued on the shoulder through the influence area of the ramp (see [[#fig3e5s1|Figure 620.5.4.1]]).

{{SpanID|fig3e5}}{{SpanID|fig3e5s1}}
[[File:Figure 620.5.4.1 Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings (Sheet 1 of 3).png|thumb|center|750px|alt=Two examples of a vertical four-lane roadway are shown. The first example shows four northbound lanes with a fourth right shoulder lane labeled “BUS ONLY.” The “BUS ONLY” lane is separated from the adjacent general-purpose lane with a single solid white line and dotted white lane lines where lane changing is allowed. The second example shows four northbound lanes with a fourth right shoulder HOV lane labeled with two white diamonds. The HOV lane is separated from the adjacent general-purpose lane with a single solid white line and dotted white lane lines where lane changing is allowed.
|'''Figure 620.5.4.1''' Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings ''(Sheet 1 of 3)'']]

{{SpanID|fig3e5s2}}
[[File:Figure 620.5.4.1 Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings (Sheet 1 of 3).png|thumb|center|750px|alt=Two examples of a vertical three-lane roadway are shown. The first example shows three northbound lanes with the third right shoulder lane labeled “BUS ONLY.” The “bus only” lane is separated from the adjacent general-purpose lane with a single solid white line and dotted white lane lines where lane changing is allowed. The second example shows three northbound lanes with the third right shoulder HOV lane labeled with a white diamond. The HOV lane is separated from the adjacent general-purpose lane with a single solid white line and dotted white lane lines where lane changing is allowed.
|'''Figure 620.5.4.2''' Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings ''(Sheet 2 of 3)'']]

{{SpanID|fig3e5s3}}
[[File:Figure 620.5.4.3 Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings (Sheet 3 of 3).png|thumb|center|750px|alt=Two examples of a vertical roadway are shown. The first example shows four northbound lanes with the fourth right shoulder lane labeled “BUS ONLY.” A bus shelter and a bus platform are shown to the right of the “bus only” lane. The “only bus” lane is separated with a single solid white lane line, dotted white lane lines where lane changing is allowed, and a splitter island. The second example shows three northbound lanes with the third HOV lane on the left shoulder, labeled with two white diamonds. The HOV lane is separated from the other lanes with a single solid yellow lane line.
|'''Figure 620.5.4.3''' Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings ''(Sheet 3 of 3)'']]

{{SpanID|fig3e6}}
[[File:Figure 620.5.4.4 Markings For Part Time Travel On Shoulder Through Intersection.png|thumb|center|750px|alt=Two examples of a vertical four-lane roadway with two intersections are shown. The first example shows four northbound lanes with the fourth right shoulder lane labeled “BUS ONLY.” Broken white lines taper across the shoulder in advance of right-turn arrow pavement markings in the “only bus” lane. Starting from the bottom and facing northbound traffic, an R3-20 sign, “Part-time travel on a shoulder signing (see Chapter 2G)”, and another R3-20 sign are shown. These are followed by an R3-7 with a R3-7aP sign assembly, which is then followed by another “Part-time travel on a shoulder” sign. The second example shows four northbound lanes with the fourth right shoulder lane labeled “BUS ONLY.” Starting from the bottom and facing northbound traffic, an R3-20 sign, “Part-time travel on a shoulder signing (see Chapter 2G),” and another R3-20 sign are shown. These are followed by an R3-7 with a R3-7aP sign assembly, which is then followed by another Part-time travel on a shoulder sign.
|'''Figure 620.5.4.4''' Markings for Part Time Travel on Shoulder Through Intersection]]

620.5 Preferential Lane Markings for Motor Vehicles (MUTCD Chapter 3E)

2025-12-01T14:48:40Z

WilkeJ: /* {{SpanID|620.5.4}}620.5.4 Markings for Part-Time Travel on a Shoulder (MUTCD Section 3E.04) */

[[Category:620 Pavement Marking (MUTCD Part 3)|620.05]]

=={{SpanID|620.5.1}}620.5.1 General (MUTCD Section 3E.01)==

'''Guidance. '''Preferential lane markings are not currently used on MoDOT facilities. The Highway Safety and Traffic Division should be contacted for guidance when considering the use of preferential lane markings.

'''Support. '''Preferential lanes are established for one or more of a wide variety of special uses, including, but not limited to, bus only lanes, taxi only lanes, and light rail transit only lanes.

[[620.5 Preferential Lane Markings for Motor Vehicle (MUTCD Chapter 3E) #620.5|EPG 620.5]] contains the pavement marking provisions for preferential lanes used by motor vehicles and light rail transit. [[:Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|EPG 914]] contains information for pavement markings for bicycle lanes.

[[620.7 Colored Pavement (MUTCD Chapter 3H)|EPG 620.7]] contains information for the use and application of colored pavement that can be used in preferential lanes to supplement the pavement markings described in [[620.5 Preferential Lane Markings for Motor Vehicle (MUTCD Chapter 3E) #620.5|EPG 620.5]].

=={{SpanID|620.5.2}}620.5.2 Longitudinal Markings (MUTCD Section 3E.02) ==

'''Support. '''Preferential lanes can take many forms depending on the level of usage and the design of the facility. They might be barrier-separated or buffer-separated from the adjacent general-purpose lanes, or they might be contiguous with the adjacent general-purpose lanes. Barrier-separated preferential lanes might be operated in a constant direction or be operated as reversible lanes. [[:Category:911 General (MUTCD Part 1) #911.3.2|EPG 911 (MUTCD Section 1C.02]]) contains definitions of these terms.

Preferential lanes might be operated full-time (24 hours per day on all days), for extended periods of the day, part-time (restricted usage during specific hours on specified days), or on a variable basis (such as a strategy for a managed lane).

'''Standard. '''The left-hand and right-hand edge lines and lane lines used for preferential lanes that are adjacent to general-purpose lanes where traffic is flowing in the same direction shall be in accordance with [[#tab620.5.2.1|Table 620.5.2.1]].

<center>
{{SpanID|tab3e2}}{{SpanID|tab620.5.1}}{{SpanID|tab620.5.2.1}}
{| class="wikitable" style="text-align: left; max-width: 830px;"
|+ '''Table 620.5.2.1''' Standard Edge Line and Lane Line Markings for Preferential Lanes
|-
! style="min-width: 222px;" | Type of Preferential Lane
! Left-Hand Line
! Right-Hand Line
|-
| Barrier-Separated, Non-Reversible
| A normal solid single yellow edge line
| A normal solid single white edge line (see Drawing A in [[#fig3e1|Figure 620.5.2.1]])
|-
| Barrier-Separated, Left-Hand Side
| A normal solid single yellow edge line
| A wide solid double white line along both edges of the buffer space where crossing is prohibited (see Drawing A in [[#fig3e2s1|Figure 620.5.2.2]])<br />A wide solid single white line along both edges of the buffer space where crossing is discouraged (see Drawing B in [[#fig3e2s1|Figure 620.5.2.2]])<br />A wide broken (intermittent) single white line along both edges of the buffer space, or a wide broken (intermittent) single white line within the buffer space (resulting in wider lanes), where crossing is permitted (see Drawing C in [[#fig3e2s2|Figure 620.5.2.3]])
|-
| Barrier-Separated, Right-Hand Side
| A wide solid double white line along both edges of the buffer space where crossing is prohibited, or a wide solid single white line along both edges of the buffer space where crossing is discouraged (see Drawing D in [[#fig3e2s2|Figure 620.5.2.3]])<br />A wide broken (intermittent) single white line along both edges of the buffer space, or a wide broken (intermittent) single white line within the buffer space (resulting in wider lanes), where crossing is permitted (see Drawing D in [[#fig3e2s2|Figure 620.5.2.3]])<br />A wide dotted single white line within the buffer space (resulting in wider lanes) where crossing is permitted for any vehicle to perform a right-turn maneuver (see Drawing D in [[#fig3e2s2|Figure 620.5.2.3]])
| A normal solid single white edge line (if warranted)
|-
| Contiguous, Left-Hand Side
| A normal solid single yellow edge line
| A wide solid double white lane line where crossing is prohibited (see Drawing A in [[#fig3e3|Figure 620.5.2.4]])<br />A wide solid single white lane line where crossing is discouraged (see Drawing B in [[#fig3e3|Figure 620.5.2.4]])<br />A wide broken (intermittent) single white lane line where crossing is permitted (see Drawing C in [[#fig3e3|Figure 620.5.2.4]])
|-
| Contiguous, Right-Hand Side
| A wide solid double white lane line where crossing is prohibited (see Drawing D in [[#fig3e3|Figure 620.5.2.4]])<br />A wide solid single white lane line where crossing is discouraged (see Drawing D in [[#fig3e3|Figure 620.5.2.4]])<br />A wide broken (intermittent) single white lane line where crossing is permitted (see Drawing D in [[#fig3e3|Figure 620.5.2.4]])<br />A wide dotted single white lane line where crossing is permitted for any vehicle to perform a right-turn maneuver (see Drawing D in [[#fig3e3|Figure 620.5.2.4]])
| A normal solid single white lane line (if warranted)
|-
| style="background-color: #ffffff;" colspan="3" | Notes:<br><ol><li>If there are two or more preferential lanes, the lane lines between the preferential lanes shall be normal broken (intermittent) white lines.</li><li>The standard lane markings listed in this table are provided in a tabular format for reference.</li></ol>
|}
</center>

If there are two or more preferential lanes for traffic moving in the same direction, the lane lines between the preferential lanes shall be normal width broken (intermittent) white lines.

Preferential lanes for motor vehicles shall have appropriate regulatory signs in accordance with MUTCD Sections 2G.03 through 2G.07.

'''Support. '''[[#fig3e1|Figure 620.5.2.1]] illustrates pavement markings used for barrier-separated preferential lanes. [[#fig3e2s1|Figure 620.5.2.2]] and [[#fig3e2s2|620.5.2.3]] illustrates pavement markings used for buffer-separated preferential lanes. [[#fig3e3|Figure 620.5.2.4]] illustrates pavement markings used for contiguous preferential lanes.

{{SpanID|fig3e1}}
[[File:Figure 620.5.2.1 Markings for Barrier-Separated Preferential Lanes.png|thumb|center|750px|alt=This figure shows two eastbound lanes with “EZ PASS ONLY” markings in both lanes and a barrier or physical separation from general purpose lanes to the south. A barrier or median is shown to the north.
|'''Figure 620.5.2.1''' Markings for Barrier-Separated Preferential Lanes]]

{{SpanID|fig3e2}}{{SpanID|fig3e2s1}}
[[File:Figure 620.5.2.2 Markings for Buffer-Separated Preferential Lanes (Sheet 1 of 2).png|thumb|center|850px|alt="Two examples of four-lane roadways are shown. The first example shows four eastbound lanes. The preferential lane is an HOV lane, identified by two white diamonds. The HOV lane is separated by wide solid double white lane lines, a buffer space, and white chevron markings.
The second example shows four eastbound lanes. The preferential lane is separated by wide solid white lane lines and a buffer space.
"
|'''Figure 620.5.2.2''' Markings for Buffer-Separated Preferential Lanes ''(Sheet 1 of 2)'']]

{{SpanID|fig3e2s2}}
[[File:Figure 620.5.2.3 Markings for Buffer-Separated Preferential Lanes (Sheet 2 of 2).png|thumb|center|850px|alt="Three examples of horizontal four-lane roadways are shown. The first example shows four eastbound lanes. The preferential lane is separated from the other lanes by pairs of wide broken single white lane lines and a buffer space. A second example shows the preferential lane separated from the other lanes by wide broken single white lines. The third example shows four eastbound lanes. The preferential lane is a bus-only lane. Starting on the left of the figure, the bus-only lane is separated by wide solid single white lane lines, then transitions into wide dotted single white lane lines. There is a limited access street connecting from the south, and then the bus lane is separated by wide solid double white lane lines with a buffer space.
"
|'''Figure 620.5.2.3''' Markings for Buffer-Separated Preferential Lanes ''(Sheet 2 of 2)'']]

{{SpanID|fig3e3}}
[[File:Figure 620.5.2.4 Markings for Contiguous Preferential Lanes.png|thumb|center|850px|alt="A: A horizontal four-lane roadway is shown with four eastbound lanes. The preferential lane is an HOV lane, identified by two white diamonds. The HOV lane is separated by wide solid double white lanes lines.
B: A horizontal four-lane roadway is shown with four eastbound lanes. The preferential lane is separated by a wide solid white lane line.
C: A horizontal four-lane roadway is shown with four eastbound lanes. The preferential lane is separated by a wide broken single white lane line.
D: A horizontal four-lane roadway is shown with four eastbound lanes. The preferential lane is a bus-only lane. Starting on the left of the figure, the bus-only lane is separated by wide solid single white lane lines and then transitions into wide dotted single white lane lines. There is a limited access street connecting from the south, and then the bus lane is separated by wide solid double white lane lines with a buffer space."
|'''Figure 620.5.2.4''' Markings for Contiguous Preferential Lanes]]

'''Guidance. '''Engineering judgment should determine the need for supplemental devices such as tubular markers or other channelizing devices (see [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]]).

Where preferential lanes and other travel lanes are separated by a buffer space wider than 4 feet and crossing the buffer space is prohibited, chevron markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.24|EPG 620.2.24]]) should be placed in the buffer area (see Drawing A in [[#fig3e2|Figure 620.5.2.2]]).

The buffer space for a conventional road should be designed so that it is not misinterpreted as on-street parking, a bicycle lane, or any other type of lane.

'''Option. '''If a full-time contiguous preferential lane is separated from the other travel lanes by a wide broken (intermittent) single white line (see Drawing C in [[#fig3e3|Figure 620.5.2.4]]), the spacing or skip pattern of the line may be reduced and the width of the line may be increased.

'''Standard. '''At direct exits from a preferential lane, dotted white line markings shall be used to separate the tapered or parallel deceleration lane for the direct exit (including the taper) from the adjacent continuing preferential through lane, to reduce the chance of unintended exit maneuvers.

The longitudinal pavement markings used for preferential lanes that are adjacent to general-purpose lanes where traffic is flowing in the opposite direction (see [[#fig3e4|Figure 620.5.2.5]]) shall be in accordance with [[#tab620.5.2.2|Table 620.5.2.2]].

<center>
{{SpanID|tab620.5.2}}{{SpanID|tab620.5.2.2}}
{| class="wikitable" style="max-width: 800px;"
|+ '''Table 620.5.2.2''' Standard Center Line and Edge Line Markings for Counter-Flow Preferential Lanes on Divided Highways
|-
! style="width: 24%" | Type of Preferential Lane !! style="width: 32%;" | Center Line on Left-Hand Side !! Edge Line on Left-Hand Side
|-
| Full-Time Contiguous || A normal width solid double yellow line || A normal solid single white line (if warranted)
|-
| Full-Time Buffer-Separated || A normal width solid double yellow line along both edges of the buffer space || A normal solid single white line (if warranted)
|}
</center>

'''Support. '''[[#fig3e4|Figure 620.5.2.5]] illustrates pavement markings used for counter-flow preferential lanes on divided highways or on transitions to and from other divided highways such as bridges and crossovers.

'''Option. '''Tubular markers or other channelizing devices (see [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]]) may also be used in addition to longitudinal markings to separate the opposing lanes when a counter-flow preferential lane operation is in effect.

{{SpanID|fig3e4}}
[[File:Figure 620.5.2.5 Markings for Counter-Flow Preferential Lanes on Divided Highways.png|thumb|center|850px|alt="Two examples of a horizontal three-lane roadway are shown.
The first example shows two eastbound lanes with a third westbound lane. The third lane is separated by a normal width solid double yellow lane line.
The second example shows two eastbound lanes with a third westbound lane. The third lane is separated by a normal width solid double yellow lane line, a buffer space, and optional yellow diagonal markings.
"
|'''Figure 620.5.2.5''' Markings for Counter-Flow Preferential Lanes on Divided Highways]]

=={{SpanID|620.5.3}}620.5.3 Preferential Lane Word and Symbol Markings (MUTCD Section 3E.03) ==

'''Support. '''[[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.19|EPG 620.2.19]] through [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.21|EPG 620.2.21]] contain information on general applications of word and symbol markings.'''

'''Standard. '''When a preferential lane is established, the preferential lane shall be marked with one or more of the following word or symbol markings for the preferential lane use specified:

::A. Bus only lane or bus stop—the word marking BUS ONLY or BUS STOP.
::B. Taxi only lane or taxi stand—the word marking TAXI ONLY or TAXI STAND.
::C. Light rail transit lane—the word marking LRT ONLY.
::D. Other type of preferential lane—a word marking appropriate to the restriction.

'''Guidance. '''If multiple preferential lane uses are allowed in a single lane, the word or symbol marking for each preferential lane should be used.

'''Standard. '''Pavement word or symbol markings for motorcycles and Inherently Low Emission Vehicles (ILEV) shall not be used to mark the preferential lane if motorcycles and ILEVs are allowed to use the preferential lane.

Static or changeable message regulatory signs (see MUTCD Sections 2G.03 through 2G.07) shall be used with preferential lane word or symbol markings.

All preferential lane word and symbol markings shall be white and shall be positioned laterally in the approximate center of the preferential lane.

'''Option. '''Lane-use arrow markings may be placed on the curb lanes on approaches to intersections to signify non-preferential road users can use the lane for turning movements.

'''Guidance. '''All longitudinal pavement markings, as well as word and symbol pavement markings, associated with a preferential lane should end at approximately where the Preferential Lane Ends (R3-12a or R3-12c) sign (see MUTCD Section 2G.07) designating the downstream end of the preferential only lane restriction is installed.

The spacing of the markings should be based on engineering judgment that considers the operating speed, block lengths, distance from intersections, and other factors that affect clear communication to the road user.

In addition to a regular spacing interval, the preferential lane marking should be placed at strategic locations such as major decision points, direct exit ramp departures from the preferential lane, and along access openings to and from adjacent general-purpose lanes. At decision points, the preferential lane marking should be placed on all applicable lanes and should be visible to approaching traffic for all available departures. At direct exits from preferential lanes where extra emphasis is needed, the use of word markings (such as “EXIT” or “EXIT ONLY”) in the deceleration lane for the direct exit and/or on the direct exit ramp itself just beyond the exit gore should be considered.

=={{SpanID|620.5.4}}620.5.4 Markings for Part-Time Travel on a Shoulder (MUTCD Section 3E.04)==

'''Support. '''Shoulders are sometimes used to add capacity to a roadway in peak hour conditions to provide for transit or to provide higher throughput when open to all traffic.

A shoulder that has been opened to travel on a permanent, rather than a part-time basis is considered to be a travel lane and is signed and marked in accordance with other provisions of the EPG.

'''Standard. '''When part-time travel on a shoulder is open to all traffic, pavement word and symbol markings shall not be used in the shoulder.

When a shoulder is assigned part-time to a particular class or classes of vehicles, the shoulder shall be marked with one or more pavement word markings that identify the special use of the shoulder such as BUS ONLY, TRANSIT ONLY, or white lines formed in a diamond-shaped symbol (see [[#620.5.3|EPG 620.5.3]]). A pavement word or symbol marking shall be provided in the shoulder immediately after exit and entry ramps (see [[#fig3e5s1|Figure 620.5.4.1]]) or immediately departing an intersection at the full-width shoulder (see [[#fig3e6|Figure 620.5.4.4]]). Appropriate regulatory signing (see MUTCD Section 2G.03) shall be installed with the pavement word or symbol markings.

The channelizing line emanating from the entrance ramp shall be a wide dotted line through the intersecting alignment of the shoulder to the theoretical gore (see Drawings A and B in [[#fig3e5s1|Figure 620.5.4.1]]). At exit ramps, the channelizing line proceeding from the theoretical gore across the intersecting alignment of the shoulder shall be a wide dotted line (see [[#fig3e5s1|Figure 620.5.4.1]]).

If used, the extension of the channelizing line at entrance ramps proceeding from the theoretical gore across the opening of the on-ramp alignment shall be a wide dotted line (see Drawing C in [[#fig3e5s2|Figure 620.5.4.2]]) where it is demonstrated that traffic entering from an on-ramp stops or yields to traffic on the shoulder of the highway mainline.

An additional outside solid edge line shall be provided on the shoulder in accordance with EPG [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.10|620.2.10]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.11|620.2.11]].

'''Guidance. '''Changes in edge line pattern or direction should occur at appropriate regulatory signs.

'''Option.''' At locations where traffic is allowed to enter, exit, or merge with the shoulder, a dotted edge line may be used either in a continuous manner or angled to the pavement edge (see [[#fig3e6|Figure 620.5.4.4]]).

Red-colored pavement (see [[620.7 Colored Pavement (MUTCD Chapter 3H)#620.7.7|EPG 620.7.7]]) may be used on shoulders that allow only transit vehicles.

'''Standard. '''If used, red-colored pavement shall be discontinued on the shoulder through the influence area of the ramp (see [[#fig3e5s1|Figure 620.5.4.1]]).

{{SpanID|fig3e5}}{{SpanID|fig3e5s1}}
[[File:Figure 620.5.4.1 Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings (Sheet 1 of 3).png|thumb|center|750px|alt=Two examples of a vertical four-lane roadway are shown. The first example shows four northbound lanes with a fourth right shoulder lane labeled “BUS ONLY.” The “BUS ONLY” lane is separated from the adjacent general-purpose lane with a single solid white line and dotted white lane lines where lane changing is allowed. The second example shows four northbound lanes with a fourth right shoulder HOV lane labeled with two white diamonds. The HOV lane is separated from the adjacent general-purpose lane with a single solid white line and dotted white lane lines where lane changing is allowed.
|'''Figure 620.5.4.1''' Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings ''(Sheet 1 of 3)'']]

{{SpanID|fig3e5s2}}
[[File:Figure 620.5.4.1 Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings (Sheet 1 of 3).png|thumb|center|750px|alt=Two examples of a vertical three-lane roadway are shown. The first example shows three northbound lanes with the third right shoulder lane labeled “BUS ONLY.” The “bus only” lane is separated from the adjacent general-purpose lane with a single solid white line and dotted white lane lines where lane changing is allowed. The second example shows three northbound lanes with the third right shoulder HOV lane labeled with a white diamond. The HOV lane is separated from the adjacent general-purpose lane with a single solid white line and dotted white lane lines where lane changing is allowed.
|'''Figure 620.5.4.2''' Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings ''(Sheet 2 of 3)'']]

{{SpanID|fig3e5s3}}
[[File:Figure 620.5.4.3 Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings (Sheet 3 of 3).png|thumb|center|750px|alt=Two examples of a vertical roadway are shown. The first example shows four northbound lanes with the fourth right shoulder lane labeled “BUS ONLY.” A bus shelter and a bus platform are shown to the right of the “bus only” lane. The “only bus” lane is separated with a single solid white lane line, dotted white lane lines where lane changing is allowed, and a splitter island. The second example shows three northbound lanes with the third HOV lane on the left shoulder, labeled with two white diamonds. The HOV lane is separated from the other lanes with a single solid yellow lane line.
|'''Figure 620.5.4.3''' Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings ''(Sheet 3 of 3)'']]

{{SpanID|fig3e6}}
[[File:Figure 620.5.4.4 Markings for Part Time Travel on Shoulder Through Intersection.png|thumb|center|750px|alt=Two examples of a vertical four-lane roadway with two intersections are shown. The first example shows four northbound lanes with the fourth right shoulder lane labeled “BUS ONLY.” Broken white lines taper across the shoulder in advance of right-turn arrow pavement markings in the “only bus” lane. Starting from the bottom and facing northbound traffic, an R3-20 sign, “Part-time travel on a shoulder signing (see Chapter 2G)”, and another R3-20 sign are shown. These are followed by an R3-7 with a R3-7aP sign assembly, which is then followed by another “Part-time travel on a shoulder” sign. The second example shows four northbound lanes with the fourth right shoulder lane labeled “BUS ONLY.” Starting from the bottom and facing northbound traffic, an R3-20 sign, “Part-time travel on a shoulder signing (see Chapter 2G),” and another R3-20 sign are shown. These are followed by an R3-7 with a R3-7aP sign assembly, which is then followed by another Part-time travel on a shoulder sign.
|'''Figure 620.5.4.4''' Markings For Part Time Travel On Shoulder Through Intersection]]

620.5 Preferential Lane Markings for Motor Vehicles (MUTCD Chapter 3E)

2025-12-01T14:48:00Z

WilkeJ: /* {{SpanID|620.5.3}}620.5.3 Preferential Lane Word and Symbol Markings (MUTCD Section 3E.03) */

[[Category:620 Pavement Marking (MUTCD Part 3)|620.05]]

=={{SpanID|620.5.1}}620.5.1 General (MUTCD Section 3E.01)==

'''Guidance. '''Preferential lane markings are not currently used on MoDOT facilities. The Highway Safety and Traffic Division should be contacted for guidance when considering the use of preferential lane markings.

'''Support. '''Preferential lanes are established for one or more of a wide variety of special uses, including, but not limited to, bus only lanes, taxi only lanes, and light rail transit only lanes.

[[620.5 Preferential Lane Markings for Motor Vehicle (MUTCD Chapter 3E) #620.5|EPG 620.5]] contains the pavement marking provisions for preferential lanes used by motor vehicles and light rail transit. [[:Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|EPG 914]] contains information for pavement markings for bicycle lanes.

[[620.7 Colored Pavement (MUTCD Chapter 3H)|EPG 620.7]] contains information for the use and application of colored pavement that can be used in preferential lanes to supplement the pavement markings described in [[620.5 Preferential Lane Markings for Motor Vehicle (MUTCD Chapter 3E) #620.5|EPG 620.5]].

=={{SpanID|620.5.2}}620.5.2 Longitudinal Markings (MUTCD Section 3E.02) ==

'''Support. '''Preferential lanes can take many forms depending on the level of usage and the design of the facility. They might be barrier-separated or buffer-separated from the adjacent general-purpose lanes, or they might be contiguous with the adjacent general-purpose lanes. Barrier-separated preferential lanes might be operated in a constant direction or be operated as reversible lanes. [[:Category:911 General (MUTCD Part 1) #911.3.2|EPG 911 (MUTCD Section 1C.02]]) contains definitions of these terms.

Preferential lanes might be operated full-time (24 hours per day on all days), for extended periods of the day, part-time (restricted usage during specific hours on specified days), or on a variable basis (such as a strategy for a managed lane).

'''Standard. '''The left-hand and right-hand edge lines and lane lines used for preferential lanes that are adjacent to general-purpose lanes where traffic is flowing in the same direction shall be in accordance with [[#tab620.5.2.1|Table 620.5.2.1]].

<center>
{{SpanID|tab3e2}}{{SpanID|tab620.5.1}}{{SpanID|tab620.5.2.1}}
{| class="wikitable" style="text-align: left; max-width: 830px;"
|+ '''Table 620.5.2.1''' Standard Edge Line and Lane Line Markings for Preferential Lanes
|-
! style="min-width: 222px;" | Type of Preferential Lane
! Left-Hand Line
! Right-Hand Line
|-
| Barrier-Separated, Non-Reversible
| A normal solid single yellow edge line
| A normal solid single white edge line (see Drawing A in [[#fig3e1|Figure 620.5.2.1]])
|-
| Barrier-Separated, Left-Hand Side
| A normal solid single yellow edge line
| A wide solid double white line along both edges of the buffer space where crossing is prohibited (see Drawing A in [[#fig3e2s1|Figure 620.5.2.2]])<br />A wide solid single white line along both edges of the buffer space where crossing is discouraged (see Drawing B in [[#fig3e2s1|Figure 620.5.2.2]])<br />A wide broken (intermittent) single white line along both edges of the buffer space, or a wide broken (intermittent) single white line within the buffer space (resulting in wider lanes), where crossing is permitted (see Drawing C in [[#fig3e2s2|Figure 620.5.2.3]])
|-
| Barrier-Separated, Right-Hand Side
| A wide solid double white line along both edges of the buffer space where crossing is prohibited, or a wide solid single white line along both edges of the buffer space where crossing is discouraged (see Drawing D in [[#fig3e2s2|Figure 620.5.2.3]])<br />A wide broken (intermittent) single white line along both edges of the buffer space, or a wide broken (intermittent) single white line within the buffer space (resulting in wider lanes), where crossing is permitted (see Drawing D in [[#fig3e2s2|Figure 620.5.2.3]])<br />A wide dotted single white line within the buffer space (resulting in wider lanes) where crossing is permitted for any vehicle to perform a right-turn maneuver (see Drawing D in [[#fig3e2s2|Figure 620.5.2.3]])
| A normal solid single white edge line (if warranted)
|-
| Contiguous, Left-Hand Side
| A normal solid single yellow edge line
| A wide solid double white lane line where crossing is prohibited (see Drawing A in [[#fig3e3|Figure 620.5.2.4]])<br />A wide solid single white lane line where crossing is discouraged (see Drawing B in [[#fig3e3|Figure 620.5.2.4]])<br />A wide broken (intermittent) single white lane line where crossing is permitted (see Drawing C in [[#fig3e3|Figure 620.5.2.4]])
|-
| Contiguous, Right-Hand Side
| A wide solid double white lane line where crossing is prohibited (see Drawing D in [[#fig3e3|Figure 620.5.2.4]])<br />A wide solid single white lane line where crossing is discouraged (see Drawing D in [[#fig3e3|Figure 620.5.2.4]])<br />A wide broken (intermittent) single white lane line where crossing is permitted (see Drawing D in [[#fig3e3|Figure 620.5.2.4]])<br />A wide dotted single white lane line where crossing is permitted for any vehicle to perform a right-turn maneuver (see Drawing D in [[#fig3e3|Figure 620.5.2.4]])
| A normal solid single white lane line (if warranted)
|-
| style="background-color: #ffffff;" colspan="3" | Notes:<br><ol><li>If there are two or more preferential lanes, the lane lines between the preferential lanes shall be normal broken (intermittent) white lines.</li><li>The standard lane markings listed in this table are provided in a tabular format for reference.</li></ol>
|}
</center>

If there are two or more preferential lanes for traffic moving in the same direction, the lane lines between the preferential lanes shall be normal width broken (intermittent) white lines.

Preferential lanes for motor vehicles shall have appropriate regulatory signs in accordance with MUTCD Sections 2G.03 through 2G.07.

'''Support. '''[[#fig3e1|Figure 620.5.2.1]] illustrates pavement markings used for barrier-separated preferential lanes. [[#fig3e2s1|Figure 620.5.2.2]] and [[#fig3e2s2|620.5.2.3]] illustrates pavement markings used for buffer-separated preferential lanes. [[#fig3e3|Figure 620.5.2.4]] illustrates pavement markings used for contiguous preferential lanes.

{{SpanID|fig3e1}}
[[File:Figure 620.5.2.1 Markings for Barrier-Separated Preferential Lanes.png|thumb|center|750px|alt=This figure shows two eastbound lanes with “EZ PASS ONLY” markings in both lanes and a barrier or physical separation from general purpose lanes to the south. A barrier or median is shown to the north.
|'''Figure 620.5.2.1''' Markings for Barrier-Separated Preferential Lanes]]

{{SpanID|fig3e2}}{{SpanID|fig3e2s1}}
[[File:Figure 620.5.2.2 Markings for Buffer-Separated Preferential Lanes (Sheet 1 of 2).png|thumb|center|850px|alt="Two examples of four-lane roadways are shown. The first example shows four eastbound lanes. The preferential lane is an HOV lane, identified by two white diamonds. The HOV lane is separated by wide solid double white lane lines, a buffer space, and white chevron markings.
The second example shows four eastbound lanes. The preferential lane is separated by wide solid white lane lines and a buffer space.
"
|'''Figure 620.5.2.2''' Markings for Buffer-Separated Preferential Lanes ''(Sheet 1 of 2)'']]

{{SpanID|fig3e2s2}}
[[File:Figure 620.5.2.3 Markings for Buffer-Separated Preferential Lanes (Sheet 2 of 2).png|thumb|center|850px|alt="Three examples of horizontal four-lane roadways are shown. The first example shows four eastbound lanes. The preferential lane is separated from the other lanes by pairs of wide broken single white lane lines and a buffer space. A second example shows the preferential lane separated from the other lanes by wide broken single white lines. The third example shows four eastbound lanes. The preferential lane is a bus-only lane. Starting on the left of the figure, the bus-only lane is separated by wide solid single white lane lines, then transitions into wide dotted single white lane lines. There is a limited access street connecting from the south, and then the bus lane is separated by wide solid double white lane lines with a buffer space.
"
|'''Figure 620.5.2.3''' Markings for Buffer-Separated Preferential Lanes ''(Sheet 2 of 2)'']]

{{SpanID|fig3e3}}
[[File:Figure 620.5.2.4 Markings for Contiguous Preferential Lanes.png|thumb|center|850px|alt="A: A horizontal four-lane roadway is shown with four eastbound lanes. The preferential lane is an HOV lane, identified by two white diamonds. The HOV lane is separated by wide solid double white lanes lines.
B: A horizontal four-lane roadway is shown with four eastbound lanes. The preferential lane is separated by a wide solid white lane line.
C: A horizontal four-lane roadway is shown with four eastbound lanes. The preferential lane is separated by a wide broken single white lane line.
D: A horizontal four-lane roadway is shown with four eastbound lanes. The preferential lane is a bus-only lane. Starting on the left of the figure, the bus-only lane is separated by wide solid single white lane lines and then transitions into wide dotted single white lane lines. There is a limited access street connecting from the south, and then the bus lane is separated by wide solid double white lane lines with a buffer space."
|'''Figure 620.5.2.4''' Markings for Contiguous Preferential Lanes]]

'''Guidance. '''Engineering judgment should determine the need for supplemental devices such as tubular markers or other channelizing devices (see [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]]).

Where preferential lanes and other travel lanes are separated by a buffer space wider than 4 feet and crossing the buffer space is prohibited, chevron markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.24|EPG 620.2.24]]) should be placed in the buffer area (see Drawing A in [[#fig3e2|Figure 620.5.2.2]]).

The buffer space for a conventional road should be designed so that it is not misinterpreted as on-street parking, a bicycle lane, or any other type of lane.

'''Option. '''If a full-time contiguous preferential lane is separated from the other travel lanes by a wide broken (intermittent) single white line (see Drawing C in [[#fig3e3|Figure 620.5.2.4]]), the spacing or skip pattern of the line may be reduced and the width of the line may be increased.

'''Standard. '''At direct exits from a preferential lane, dotted white line markings shall be used to separate the tapered or parallel deceleration lane for the direct exit (including the taper) from the adjacent continuing preferential through lane, to reduce the chance of unintended exit maneuvers.

The longitudinal pavement markings used for preferential lanes that are adjacent to general-purpose lanes where traffic is flowing in the opposite direction (see [[#fig3e4|Figure 620.5.2.5]]) shall be in accordance with [[#tab620.5.2.2|Table 620.5.2.2]].

<center>
{{SpanID|tab620.5.2}}{{SpanID|tab620.5.2.2}}
{| class="wikitable" style="max-width: 800px;"
|+ '''Table 620.5.2.2''' Standard Center Line and Edge Line Markings for Counter-Flow Preferential Lanes on Divided Highways
|-
! style="width: 24%" | Type of Preferential Lane !! style="width: 32%;" | Center Line on Left-Hand Side !! Edge Line on Left-Hand Side
|-
| Full-Time Contiguous || A normal width solid double yellow line || A normal solid single white line (if warranted)
|-
| Full-Time Buffer-Separated || A normal width solid double yellow line along both edges of the buffer space || A normal solid single white line (if warranted)
|}
</center>

'''Support. '''[[#fig3e4|Figure 620.5.2.5]] illustrates pavement markings used for counter-flow preferential lanes on divided highways or on transitions to and from other divided highways such as bridges and crossovers.

'''Option. '''Tubular markers or other channelizing devices (see [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]]) may also be used in addition to longitudinal markings to separate the opposing lanes when a counter-flow preferential lane operation is in effect.

{{SpanID|fig3e4}}
[[File:Figure 620.5.2.5 Markings for Counter-Flow Preferential Lanes on Divided Highways.png|thumb|center|850px|alt="Two examples of a horizontal three-lane roadway are shown.
The first example shows two eastbound lanes with a third westbound lane. The third lane is separated by a normal width solid double yellow lane line.
The second example shows two eastbound lanes with a third westbound lane. The third lane is separated by a normal width solid double yellow lane line, a buffer space, and optional yellow diagonal markings.
"
|'''Figure 620.5.2.5''' Markings for Counter-Flow Preferential Lanes on Divided Highways]]

=={{SpanID|620.5.3}}620.5.3 Preferential Lane Word and Symbol Markings (MUTCD Section 3E.03) ==

'''Support. '''[[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.19|EPG 620.2.19]] through [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.21|EPG 620.2.21]] contain information on general applications of word and symbol markings.'''

'''Standard. '''When a preferential lane is established, the preferential lane shall be marked with one or more of the following word or symbol markings for the preferential lane use specified:

::A. Bus only lane or bus stop—the word marking BUS ONLY or BUS STOP.
::B. Taxi only lane or taxi stand—the word marking TAXI ONLY or TAXI STAND.
::C. Light rail transit lane—the word marking LRT ONLY.
::D. Other type of preferential lane—a word marking appropriate to the restriction.

'''Guidance. '''If multiple preferential lane uses are allowed in a single lane, the word or symbol marking for each preferential lane should be used.

'''Standard. '''Pavement word or symbol markings for motorcycles and Inherently Low Emission Vehicles (ILEV) shall not be used to mark the preferential lane if motorcycles and ILEVs are allowed to use the preferential lane.

Static or changeable message regulatory signs (see MUTCD Sections 2G.03 through 2G.07) shall be used with preferential lane word or symbol markings.

All preferential lane word and symbol markings shall be white and shall be positioned laterally in the approximate center of the preferential lane.

'''Option. '''Lane-use arrow markings may be placed on the curb lanes on approaches to intersections to signify non-preferential road users can use the lane for turning movements.

'''Guidance. '''All longitudinal pavement markings, as well as word and symbol pavement markings, associated with a preferential lane should end at approximately where the Preferential Lane Ends (R3-12a or R3-12c) sign (see MUTCD Section 2G.07) designating the downstream end of the preferential only lane restriction is installed.

The spacing of the markings should be based on engineering judgment that considers the operating speed, block lengths, distance from intersections, and other factors that affect clear communication to the road user.

In addition to a regular spacing interval, the preferential lane marking should be placed at strategic locations such as major decision points, direct exit ramp departures from the preferential lane, and along access openings to and from adjacent general-purpose lanes. At decision points, the preferential lane marking should be placed on all applicable lanes and should be visible to approaching traffic for all available departures. At direct exits from preferential lanes where extra emphasis is needed, the use of word markings (such as “EXIT” or “EXIT ONLY”) in the deceleration lane for the direct exit and/or on the direct exit ramp itself just beyond the exit gore should be considered.

=={{SpanID|620.5.4}}620.5.4 Markings for Part-Time Travel on a Shoulder (MUTCD Section 3E.04)==

'''Support. '''Shoulders are sometimes used to add capacity to a roadway in peak hour conditions to provide for transit or to provide higher throughput when open to all traffic.

A shoulder that has been opened to travel on a permanent, rather than a part-time basis is considered to be a travel lane and is signed and marked in accordance with other provisions of the EPG.

'''Standard. '''When part-time travel on a shoulder is open to all traffic, pavement word and symbol markings shall not be used in the shoulder.

When a shoulder is assigned part-time to a particular class or classes of vehicles, the shoulder shall be marked with one or more pavement word markings that identify the special use of the shoulder such as BUS ONLY, TRANSIT ONLY, or white lines formed in a diamond-shaped symbol (see [[#620.5.3|EPG 620.5.3]]). A pavement word or symbol marking shall be provided in the shoulder immediately after exit and entry ramps (see [[#fig3e5s1|Figure 620.5.4.1]]) or immediately departing an intersection at the full-width shoulder (see [[#fig3e6|Figure 620.5.4.4]]). Appropriate regulatory signing (see MUTCD Section 2G.03) shall be installed with the pavement word or symbol markings.

The channelizing line emanating from the entrance ramp shall be a wide dotted line through the intersecting alignment of the shoulder to the theoretical gore (see Drawings A and B in [[#fig3e5s1|Figure 620.5.4.1]]). At exit ramps, the channelizing line proceeding from the theoretical gore across the intersecting alignment of the shoulder shall be a wide dotted line (see [[#fig3e5s1|Figure 620.5.4.1]]).

If used, the extension of the channelizing line at entrance ramps proceeding from the theoretical gore across the opening of the on-ramp alignment shall be a wide dotted line (see Drawing C in [[#fig3e5s2|Figure 620.5.4.2]]) where it is demonstrated that traffic entering from an on-ramp stops or yields to traffic on the shoulder of the highway mainline.

An additional outside solid edge line shall be provided on the shoulder in accordance with EPG [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.10|620.2.10]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.11|620.2.11]].

'''Guidance. '''Changes in edge line pattern or direction should occur at appropriate regulatory signs.

'''Option.''' At locations where traffic is allowed to enter, exit, or merge with the shoulder, a dotted edge line may be used either in a continuous manner or angled to the pavement edge (see [[#fig3e6|Figure 620.5.4.4]]).

Red-colored pavement (see [[620.7 Colored Pavement (MUTCD Chapter 3H)#620.7.7|EPG 620.7.7]]) may be used on shoulders that allow only transit vehicles.

'''Standard. '''If used, red-colored pavement shall be discontinued on the shoulder through the influence area of the ramp (see [[#fig3e5s1|Figure 620.5.4.1]]).

{{SpanID|fig3e5}}{{SpanID|fig3e5s1}}
[[File:Figure 620.5.4.1 Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings (Sheet 1 of 3).png|thumb|center|750px|alt=Two examples of a vertical four-lane roadway are shown. The first example shows four northbound lanes with a fourth right shoulder lane labeled “BUS ONLY.” The “BUS ONLY” lane is separated from the adjacent general-purpose lane with a single solid white line and dotted white lane lines where lane changing is allowed. The second example shows four northbound lanes with a fourth right shoulder HOV lane labeled with two white diamonds. The HOV lane is separated from the adjacent general-purpose lane with a single solid white line and dotted white lane lines where lane changing is allowed.
|'''Figure 620.5.4.1''' Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings ''(Sheet 1 of 3)'']]

{{SpanID|fig3e5s2}}
[[File:Figure 620.5.4.1 Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings (Sheet 1 of 3).png|thumb|center|750px|alt=Two examples of a vertical three-lane roadway are shown. The first example shows three northbound lanes with the third right shoulder lane labeled “BUS ONLY.” The “bus only” lane is separated from the adjacent general-purpose lane with a single solid white line and dotted white lane lines where lane changing is allowed. The second example shows three northbound lanes with the third right shoulder HOV lane labeled with a white diamond. The HOV lane is separated from the adjacent general-purpose lane with a single solid white line and dotted white lane lines where lane changing is allowed.
|'''Figure 620.5.4.2''' Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings ''(Sheet 2 of 3)'']]

{{SpanID|fig3e5s3}}
[[File:Figure 620.5.4.3 Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings (Sheet 3 of 3).png|thumb|center|750px|alt=Two examples of a vertical roadway are shown. The first example shows four northbound lanes with the fourth right shoulder lane labeled “BUS ONLY.” A bus shelter and a bus platform are shown to the right of the “bus only” lane. The “only bus” lane is separated with a single solid white lane line, dotted white lane lines where lane changing is allowed, and a splitter island. The second example shows three northbound lanes with the third HOV lane on the left shoulder, labeled with two white diamonds. The HOV lane is separated from the other lanes with a single solid yellow lane line.
|'''Figure 620.5.4.3''' Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings ''(Sheet 3 of 3)'']]

{{SpanID|fig3e6}}
[[File:Figure 620.5.4.4 Markings For Part Time Travel On Shoulder Through Intersection.png|thumb|center|750px|alt=Two examples of a vertical four-lane roadway with two intersections are shown. The first example shows four northbound lanes with the fourth right shoulder lane labeled “BUS ONLY.” Broken white lines taper across the shoulder in advance of right-turn arrow pavement markings in the “only bus” lane. Starting from the bottom and facing northbound traffic, an R3-20 sign, “Part-time travel on a shoulder signing (see Chapter 2G)”, and another R3-20 sign are shown. These are followed by an R3-7 with a R3-7aP sign assembly, which is then followed by another “Part-time travel on a shoulder” sign. The second example shows four northbound lanes with the fourth right shoulder lane labeled “BUS ONLY.” Starting from the bottom and facing northbound traffic, an R3-20 sign, “Part-time travel on a shoulder signing (see Chapter 2G),” and another R3-20 sign are shown. These are followed by an R3-7 with a R3-7aP sign assembly, which is then followed by another Part-time travel on a shoulder sign.
|'''Figure 620.5.4.4''' Markings For Part Time Travel On Shoulder Through Intersection]]

620.5 Preferential Lane Markings for Motor Vehicles (MUTCD Chapter 3E)

2025-12-01T14:47:41Z

WilkeJ: /* {{SpanID|620.5.2}}620.5.2 Longitudinal Markings (MUTCD Section 3E.02) */

[[Category:620 Pavement Marking (MUTCD Part 3)|620.05]]

=={{SpanID|620.5.1}}620.5.1 General (MUTCD Section 3E.01)==

'''Guidance. '''Preferential lane markings are not currently used on MoDOT facilities. The Highway Safety and Traffic Division should be contacted for guidance when considering the use of preferential lane markings.

'''Support. '''Preferential lanes are established for one or more of a wide variety of special uses, including, but not limited to, bus only lanes, taxi only lanes, and light rail transit only lanes.

[[620.5 Preferential Lane Markings for Motor Vehicle (MUTCD Chapter 3E) #620.5|EPG 620.5]] contains the pavement marking provisions for preferential lanes used by motor vehicles and light rail transit. [[:Category:914 Traffic Control for Bicycle Facilities (MUTCD Part 9)|EPG 914]] contains information for pavement markings for bicycle lanes.

[[620.7 Colored Pavement (MUTCD Chapter 3H)|EPG 620.7]] contains information for the use and application of colored pavement that can be used in preferential lanes to supplement the pavement markings described in [[620.5 Preferential Lane Markings for Motor Vehicle (MUTCD Chapter 3E) #620.5|EPG 620.5]].

=={{SpanID|620.5.2}}620.5.2 Longitudinal Markings (MUTCD Section 3E.02) ==

'''Support. '''Preferential lanes can take many forms depending on the level of usage and the design of the facility. They might be barrier-separated or buffer-separated from the adjacent general-purpose lanes, or they might be contiguous with the adjacent general-purpose lanes. Barrier-separated preferential lanes might be operated in a constant direction or be operated as reversible lanes. [[:Category:911 General (MUTCD Part 1) #911.3.2|EPG 911 (MUTCD Section 1C.02]]) contains definitions of these terms.

Preferential lanes might be operated full-time (24 hours per day on all days), for extended periods of the day, part-time (restricted usage during specific hours on specified days), or on a variable basis (such as a strategy for a managed lane).

'''Standard. '''The left-hand and right-hand edge lines and lane lines used for preferential lanes that are adjacent to general-purpose lanes where traffic is flowing in the same direction shall be in accordance with [[#tab620.5.2.1|Table 620.5.2.1]].

<center>
{{SpanID|tab3e2}}{{SpanID|tab620.5.1}}{{SpanID|tab620.5.2.1}}
{| class="wikitable" style="text-align: left; max-width: 830px;"
|+ '''Table 620.5.2.1''' Standard Edge Line and Lane Line Markings for Preferential Lanes
|-
! style="min-width: 222px;" | Type of Preferential Lane
! Left-Hand Line
! Right-Hand Line
|-
| Barrier-Separated, Non-Reversible
| A normal solid single yellow edge line
| A normal solid single white edge line (see Drawing A in [[#fig3e1|Figure 620.5.2.1]])
|-
| Barrier-Separated, Left-Hand Side
| A normal solid single yellow edge line
| A wide solid double white line along both edges of the buffer space where crossing is prohibited (see Drawing A in [[#fig3e2s1|Figure 620.5.2.2]])<br />A wide solid single white line along both edges of the buffer space where crossing is discouraged (see Drawing B in [[#fig3e2s1|Figure 620.5.2.2]])<br />A wide broken (intermittent) single white line along both edges of the buffer space, or a wide broken (intermittent) single white line within the buffer space (resulting in wider lanes), where crossing is permitted (see Drawing C in [[#fig3e2s2|Figure 620.5.2.3]])
|-
| Barrier-Separated, Right-Hand Side
| A wide solid double white line along both edges of the buffer space where crossing is prohibited, or a wide solid single white line along both edges of the buffer space where crossing is discouraged (see Drawing D in [[#fig3e2s2|Figure 620.5.2.3]])<br />A wide broken (intermittent) single white line along both edges of the buffer space, or a wide broken (intermittent) single white line within the buffer space (resulting in wider lanes), where crossing is permitted (see Drawing D in [[#fig3e2s2|Figure 620.5.2.3]])<br />A wide dotted single white line within the buffer space (resulting in wider lanes) where crossing is permitted for any vehicle to perform a right-turn maneuver (see Drawing D in [[#fig3e2s2|Figure 620.5.2.3]])
| A normal solid single white edge line (if warranted)
|-
| Contiguous, Left-Hand Side
| A normal solid single yellow edge line
| A wide solid double white lane line where crossing is prohibited (see Drawing A in [[#fig3e3|Figure 620.5.2.4]])<br />A wide solid single white lane line where crossing is discouraged (see Drawing B in [[#fig3e3|Figure 620.5.2.4]])<br />A wide broken (intermittent) single white lane line where crossing is permitted (see Drawing C in [[#fig3e3|Figure 620.5.2.4]])
|-
| Contiguous, Right-Hand Side
| A wide solid double white lane line where crossing is prohibited (see Drawing D in [[#fig3e3|Figure 620.5.2.4]])<br />A wide solid single white lane line where crossing is discouraged (see Drawing D in [[#fig3e3|Figure 620.5.2.4]])<br />A wide broken (intermittent) single white lane line where crossing is permitted (see Drawing D in [[#fig3e3|Figure 620.5.2.4]])<br />A wide dotted single white lane line where crossing is permitted for any vehicle to perform a right-turn maneuver (see Drawing D in [[#fig3e3|Figure 620.5.2.4]])
| A normal solid single white lane line (if warranted)
|-
| style="background-color: #ffffff;" colspan="3" | Notes:<br><ol><li>If there are two or more preferential lanes, the lane lines between the preferential lanes shall be normal broken (intermittent) white lines.</li><li>The standard lane markings listed in this table are provided in a tabular format for reference.</li></ol>
|}
</center>

If there are two or more preferential lanes for traffic moving in the same direction, the lane lines between the preferential lanes shall be normal width broken (intermittent) white lines.

Preferential lanes for motor vehicles shall have appropriate regulatory signs in accordance with MUTCD Sections 2G.03 through 2G.07.

'''Support. '''[[#fig3e1|Figure 620.5.2.1]] illustrates pavement markings used for barrier-separated preferential lanes. [[#fig3e2s1|Figure 620.5.2.2]] and [[#fig3e2s2|620.5.2.3]] illustrates pavement markings used for buffer-separated preferential lanes. [[#fig3e3|Figure 620.5.2.4]] illustrates pavement markings used for contiguous preferential lanes.

{{SpanID|fig3e1}}
[[File:Figure 620.5.2.1 Markings for Barrier-Separated Preferential Lanes.png|thumb|center|750px|alt=This figure shows two eastbound lanes with “EZ PASS ONLY” markings in both lanes and a barrier or physical separation from general purpose lanes to the south. A barrier or median is shown to the north.
|'''Figure 620.5.2.1''' Markings for Barrier-Separated Preferential Lanes]]

{{SpanID|fig3e2}}{{SpanID|fig3e2s1}}
[[File:Figure 620.5.2.2 Markings for Buffer-Separated Preferential Lanes (Sheet 1 of 2).png|thumb|center|850px|alt="Two examples of four-lane roadways are shown. The first example shows four eastbound lanes. The preferential lane is an HOV lane, identified by two white diamonds. The HOV lane is separated by wide solid double white lane lines, a buffer space, and white chevron markings.
The second example shows four eastbound lanes. The preferential lane is separated by wide solid white lane lines and a buffer space.
"
|'''Figure 620.5.2.2''' Markings for Buffer-Separated Preferential Lanes ''(Sheet 1 of 2)'']]

{{SpanID|fig3e2s2}}
[[File:Figure 620.5.2.3 Markings for Buffer-Separated Preferential Lanes (Sheet 2 of 2).png|thumb|center|850px|alt="Three examples of horizontal four-lane roadways are shown. The first example shows four eastbound lanes. The preferential lane is separated from the other lanes by pairs of wide broken single white lane lines and a buffer space. A second example shows the preferential lane separated from the other lanes by wide broken single white lines. The third example shows four eastbound lanes. The preferential lane is a bus-only lane. Starting on the left of the figure, the bus-only lane is separated by wide solid single white lane lines, then transitions into wide dotted single white lane lines. There is a limited access street connecting from the south, and then the bus lane is separated by wide solid double white lane lines with a buffer space.
"
|'''Figure 620.5.2.3''' Markings for Buffer-Separated Preferential Lanes ''(Sheet 2 of 2)'']]

{{SpanID|fig3e3}}
[[File:Figure 620.5.2.4 Markings for Contiguous Preferential Lanes.png|thumb|center|850px|alt="A: A horizontal four-lane roadway is shown with four eastbound lanes. The preferential lane is an HOV lane, identified by two white diamonds. The HOV lane is separated by wide solid double white lanes lines.
B: A horizontal four-lane roadway is shown with four eastbound lanes. The preferential lane is separated by a wide solid white lane line.
C: A horizontal four-lane roadway is shown with four eastbound lanes. The preferential lane is separated by a wide broken single white lane line.
D: A horizontal four-lane roadway is shown with four eastbound lanes. The preferential lane is a bus-only lane. Starting on the left of the figure, the bus-only lane is separated by wide solid single white lane lines and then transitions into wide dotted single white lane lines. There is a limited access street connecting from the south, and then the bus lane is separated by wide solid double white lane lines with a buffer space."
|'''Figure 620.5.2.4''' Markings for Contiguous Preferential Lanes]]

'''Guidance. '''Engineering judgment should determine the need for supplemental devices such as tubular markers or other channelizing devices (see [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]]).

Where preferential lanes and other travel lanes are separated by a buffer space wider than 4 feet and crossing the buffer space is prohibited, chevron markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.24|EPG 620.2.24]]) should be placed in the buffer area (see Drawing A in [[#fig3e2|Figure 620.5.2.2]]).

The buffer space for a conventional road should be designed so that it is not misinterpreted as on-street parking, a bicycle lane, or any other type of lane.

'''Option. '''If a full-time contiguous preferential lane is separated from the other travel lanes by a wide broken (intermittent) single white line (see Drawing C in [[#fig3e3|Figure 620.5.2.4]]), the spacing or skip pattern of the line may be reduced and the width of the line may be increased.

'''Standard. '''At direct exits from a preferential lane, dotted white line markings shall be used to separate the tapered or parallel deceleration lane for the direct exit (including the taper) from the adjacent continuing preferential through lane, to reduce the chance of unintended exit maneuvers.

The longitudinal pavement markings used for preferential lanes that are adjacent to general-purpose lanes where traffic is flowing in the opposite direction (see [[#fig3e4|Figure 620.5.2.5]]) shall be in accordance with [[#tab620.5.2.2|Table 620.5.2.2]].

<center>
{{SpanID|tab620.5.2}}{{SpanID|tab620.5.2.2}}
{| class="wikitable" style="max-width: 800px;"
|+ '''Table 620.5.2.2''' Standard Center Line and Edge Line Markings for Counter-Flow Preferential Lanes on Divided Highways
|-
! style="width: 24%" | Type of Preferential Lane !! style="width: 32%;" | Center Line on Left-Hand Side !! Edge Line on Left-Hand Side
|-
| Full-Time Contiguous || A normal width solid double yellow line || A normal solid single white line (if warranted)
|-
| Full-Time Buffer-Separated || A normal width solid double yellow line along both edges of the buffer space || A normal solid single white line (if warranted)
|}
</center>

'''Support. '''[[#fig3e4|Figure 620.5.2.5]] illustrates pavement markings used for counter-flow preferential lanes on divided highways or on transitions to and from other divided highways such as bridges and crossovers.

'''Option. '''Tubular markers or other channelizing devices (see [[620.8 Channelizing Devices used for Emphasis of Pavement Marking Patterns (MUTCD Chapter 3I)|EPG 620.8]]) may also be used in addition to longitudinal markings to separate the opposing lanes when a counter-flow preferential lane operation is in effect.

{{SpanID|fig3e4}}
[[File:Figure 620.5.2.5 Markings for Counter-Flow Preferential Lanes on Divided Highways.png|thumb|center|850px|alt="Two examples of a horizontal three-lane roadway are shown.
The first example shows two eastbound lanes with a third westbound lane. The third lane is separated by a normal width solid double yellow lane line.
The second example shows two eastbound lanes with a third westbound lane. The third lane is separated by a normal width solid double yellow lane line, a buffer space, and optional yellow diagonal markings.
"
|'''Figure 620.5.2.5''' Markings for Counter-Flow Preferential Lanes on Divided Highways]]

=={{SpanID|620.5.3}}620.5.3 Preferential Lane Word and Symbol Markings (MUTCD Section 3E.03) ==

'''Support. '''[[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.19|EPG 620.2.19]] through [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.21|EPG 620.2.21]] contain information on general applications of word and symbol markings.'''

'''Standard. '''When a preferential lane is established, the preferential lane shall be marked with one or more of the following word or symbol markings for the preferential lane use specified:

::A. Bus only lane or bus stop—the word marking BUS ONLY or BUS STOP.
::B. Taxi only lane or taxi stand —the word marking TAXI ONLY or TAXI STAND.
::C. Light rail transit lane—the word marking LRT ONLY.
::D. Other type of preferential lane—a word marking appropriate to the restriction.

'''Guidance. '''If multiple preferential lane uses are allowed in a single lane, the word or symbol marking for each preferential lane should be used.

'''Standard. '''Pavement word or symbol markings for motorcycles and Inherently Low Emission Vehicles (ILEV) shall not be used to mark the preferential lane if motorcycles and ILEVs are allowed to use the preferential lane.

Static or changeable message regulatory signs (see MUTCD Sections 2G.03 through 2G.07) shall be used with preferential lane word or symbol markings.

All preferential lane word and symbol markings shall be white and shall be positioned laterally in the approximate center of the preferential lane.

'''Option. '''Lane-use arrow markings may be placed on the curb lanes on approaches to intersections to signify non-preferential road users can use the lane for turning movements.

'''Guidance. '''All longitudinal pavement markings, as well as word and symbol pavement markings, associated with a preferential lane should end at approximately where the Preferential Lane Ends (R3-12a or R3-12c) sign (see MUTCD Section 2G.07) designating the downstream end of the preferential only lane restriction is installed.

The spacing of the markings should be based on engineering judgment that considers the operating speed, block lengths, distance from intersections, and other factors that affect clear communication to the road user.

In addition to a regular spacing interval, the preferential lane marking should be placed at strategic locations such as major decision points, direct exit ramp departures from the preferential lane, and along access openings to and from adjacent general-purpose lanes. At decision points, the preferential lane marking should be placed on all applicable lanes and should be visible to approaching traffic for all available departures. At direct exits from preferential lanes where extra emphasis is needed, the use of word markings (such as “EXIT” or “EXIT ONLY”) in the deceleration lane for the direct exit and/or on the direct exit ramp itself just beyond the exit gore should be considered.

=={{SpanID|620.5.4}}620.5.4 Markings for Part-Time Travel on a Shoulder (MUTCD Section 3E.04)==

'''Support. '''Shoulders are sometimes used to add capacity to a roadway in peak hour conditions to provide for transit or to provide higher throughput when open to all traffic.

A shoulder that has been opened to travel on a permanent, rather than a part-time basis is considered to be a travel lane and is signed and marked in accordance with other provisions of the EPG.

'''Standard. '''When part-time travel on a shoulder is open to all traffic, pavement word and symbol markings shall not be used in the shoulder.

When a shoulder is assigned part-time to a particular class or classes of vehicles, the shoulder shall be marked with one or more pavement word markings that identify the special use of the shoulder such as BUS ONLY, TRANSIT ONLY, or white lines formed in a diamond-shaped symbol (see [[#620.5.3|EPG 620.5.3]]). A pavement word or symbol marking shall be provided in the shoulder immediately after exit and entry ramps (see [[#fig3e5s1|Figure 620.5.4.1]]) or immediately departing an intersection at the full-width shoulder (see [[#fig3e6|Figure 620.5.4.4]]). Appropriate regulatory signing (see MUTCD Section 2G.03) shall be installed with the pavement word or symbol markings.

The channelizing line emanating from the entrance ramp shall be a wide dotted line through the intersecting alignment of the shoulder to the theoretical gore (see Drawings A and B in [[#fig3e5s1|Figure 620.5.4.1]]). At exit ramps, the channelizing line proceeding from the theoretical gore across the intersecting alignment of the shoulder shall be a wide dotted line (see [[#fig3e5s1|Figure 620.5.4.1]]).

If used, the extension of the channelizing line at entrance ramps proceeding from the theoretical gore across the opening of the on-ramp alignment shall be a wide dotted line (see Drawing C in [[#fig3e5s2|Figure 620.5.4.2]]) where it is demonstrated that traffic entering from an on-ramp stops or yields to traffic on the shoulder of the highway mainline.

An additional outside solid edge line shall be provided on the shoulder in accordance with EPG [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.10|620.2.10]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.11|620.2.11]].

'''Guidance. '''Changes in edge line pattern or direction should occur at appropriate regulatory signs.

'''Option.''' At locations where traffic is allowed to enter, exit, or merge with the shoulder, a dotted edge line may be used either in a continuous manner or angled to the pavement edge (see [[#fig3e6|Figure 620.5.4.4]]).

Red-colored pavement (see [[620.7 Colored Pavement (MUTCD Chapter 3H)#620.7.7|EPG 620.7.7]]) may be used on shoulders that allow only transit vehicles.

'''Standard. '''If used, red-colored pavement shall be discontinued on the shoulder through the influence area of the ramp (see [[#fig3e5s1|Figure 620.5.4.1]]).

{{SpanID|fig3e5}}{{SpanID|fig3e5s1}}
[[File:Figure 620.5.4.1 Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings (Sheet 1 of 3).png|thumb|center|750px|alt=Two examples of a vertical four-lane roadway are shown. The first example shows four northbound lanes with a fourth right shoulder lane labeled “BUS ONLY.” The “BUS ONLY” lane is separated from the adjacent general-purpose lane with a single solid white line and dotted white lane lines where lane changing is allowed. The second example shows four northbound lanes with a fourth right shoulder HOV lane labeled with two white diamonds. The HOV lane is separated from the adjacent general-purpose lane with a single solid white line and dotted white lane lines where lane changing is allowed.
|'''Figure 620.5.4.1''' Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings ''(Sheet 1 of 3)'']]

{{SpanID|fig3e5s2}}
[[File:Figure 620.5.4.1 Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings (Sheet 1 of 3).png|thumb|center|750px|alt=Two examples of a vertical three-lane roadway are shown. The first example shows three northbound lanes with the third right shoulder lane labeled “BUS ONLY.” The “bus only” lane is separated from the adjacent general-purpose lane with a single solid white line and dotted white lane lines where lane changing is allowed. The second example shows three northbound lanes with the third right shoulder HOV lane labeled with a white diamond. The HOV lane is separated from the adjacent general-purpose lane with a single solid white line and dotted white lane lines where lane changing is allowed.
|'''Figure 620.5.4.2''' Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings ''(Sheet 2 of 3)'']]

{{SpanID|fig3e5s3}}
[[File:Figure 620.5.4.3 Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings (Sheet 3 of 3).png|thumb|center|750px|alt=Two examples of a vertical roadway are shown. The first example shows four northbound lanes with the fourth right shoulder lane labeled “BUS ONLY.” A bus shelter and a bus platform are shown to the right of the “bus only” lane. The “only bus” lane is separated with a single solid white lane line, dotted white lane lines where lane changing is allowed, and a splitter island. The second example shows three northbound lanes with the third HOV lane on the left shoulder, labeled with two white diamonds. The HOV lane is separated from the other lanes with a single solid yellow lane line.
|'''Figure 620.5.4.3''' Markings for Part-Time Travel on Shoulder and Application of Pavement Word Markings ''(Sheet 3 of 3)'']]

{{SpanID|fig3e6}}
[[File:Figure 620.5.4.4 Markings For Part Time Travel On Shoulder Through Intersection.png|thumb|center|750px|alt=Two examples of a vertical four-lane roadway with two intersections are shown. The first example shows four northbound lanes with the fourth right shoulder lane labeled “BUS ONLY.” Broken white lines taper across the shoulder in advance of right-turn arrow pavement markings in the “only bus” lane. Starting from the bottom and facing northbound traffic, an R3-20 sign, “Part-time travel on a shoulder signing (see Chapter 2G)”, and another R3-20 sign are shown. These are followed by an R3-7 with a R3-7aP sign assembly, which is then followed by another “Part-time travel on a shoulder” sign. The second example shows four northbound lanes with the fourth right shoulder lane labeled “BUS ONLY.” Starting from the bottom and facing northbound traffic, an R3-20 sign, “Part-time travel on a shoulder signing (see Chapter 2G),” and another R3-20 sign are shown. These are followed by an R3-7 with a R3-7aP sign assembly, which is then followed by another Part-time travel on a shoulder sign.
|'''Figure 620.5.4.4''' Markings For Part Time Travel On Shoulder Through Intersection]]

620.3 Crosswalk Markings (MUTCD Chapter 3C)

2025-12-01T14:42:32Z

WilkeJ: /* {{SpanID|620.3.2}}620.3.2 Application of Crosswalk Markings (MUTCD Section 3C.02) */

[[Category:620 Pavement Marking (MUTCD Part 3)|620.03]]
=={{SpanID|620.3.1}}620.3.1 General (MUTCD Section 3C.01)==

'''Support. '''Crosswalk markings provide guidance for pedestrians who are crossing roadways by defining and delineating paths on approaches to and within signalized intersections, and on approaches to other intersections where traffic stops.

In conjunction with signs and other measures, crosswalk markings help to alert road users of a designated pedestrian crossing point across roadways at locations that are not controlled by traffic control signals or STOP or YIELD signs.

At non-intersection locations, crosswalk markings legally establish the crosswalk.

Detectable warning surfaces mark boundaries between pedestrian and vehicular ways where there is no raised curb. Detectable warning surfaces are typically installed where curb ramps are constructed at the junction of sidewalks and the roadway or shoulder, for marked and unmarked crosswalks. Detectable warning surfaces contrast visually with adjacent walking surfaces, either light-on-dark, or dark-on-light. The U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990 contains specifications for the design of detectable warning surfaces.

=={{SpanID|620.3.2}}620.3.2 Application of Crosswalk Markings (MUTCD Section 3C.02) ==

'''Guidance. '''At locations controlled by traffic control signals, crosswalk markings should be installed.

'''Option. '''Crosswalk markings may be omitted if engineering judgment indicates they are not needed to direct pedestrians to the proper crossing path(s).

'''Guidance. '''On approaches controlled by STOP or YIELD signs, crosswalk markings should be installed where engineering judgment indicates they are needed to direct pedestrians to the proper crossing path(s).

At uncontrolled approaches, an engineering study should be performed before a marked crosswalk is installed. The following criteria should be considered:

::A. Total number of approach lanes,

::B. The presence of a median,

::C. The distance from adjacent signalized intersections or other controlled crossings,

::D. Projected pedestrian and bicyclist volumes,

::E. Pedestrian and bicyclist paths of travel,

::F. Pedestrian ages and abilities,

::G. Pedestrian and bicyclist delays,

::H. Location or frequency of public transit stops,

::I. Average daily traffic (ADT),

::J. Speed limit or the 85th-percentile speed,

::K. The horizontal and vertical geometry of the crossing location,

::L. The possible consolidation of multiple crossing points,

::M. The availability of street lighting, and

::N. Other appropriate factors.

'''Standard. '''Crosswalk markings shall be provided at legally established crosswalks at non-intersection locations.

Where a shared-use path crossed a roadway, crosswalk markings shall be used.

'''Guidance. '''The installation of other traffic control devices and other measures designed to reduce traffic speeds, shorten crossing distances, enhance driver awareness of the crossing, and/or provide active warning of pedestrian presence, should be considered in addition to a new marked crosswalk and signs across an uncontrolled roadway where any of the following conditions exist:

::A. The roadway has four or more lanes of travel without a raised median or pedestrian refuge island and an ADT of 12,000 vehicles per day or greater, or

::B. The roadway has four or more lanes of travel with a raised median or pedestrian refuge island and an ADT of 15,000 vehicles per day or greater, or

::C. The posted speed limit is 40 mph or greater, or

::D. A crash study reveals that multiple-threat crashes are the predominant crash type on a multi-lane approach, or

::E. When adequate visibility cannot be provided by parking prohibitions.

'''Support. '''[[902.10 Pedestrian Hybrid Beacons (MUTCD Chapter 4J)|EPG 902.10]] contains information on pedestrian hybrid beacons.

[[902.12 Rectangular Rapid Flashing Beacons (MUTCD Chapter 4L)|EPG 902.12]] contains information on rectangular rapid flashing beacons.

[[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3]] contains information regarding Warning Beacons to provide active warning of a pedestrian’s presence.

[[902.20 In-Roadway Warning Lights (MUTCD Chapter 4U) #902.20.2|EPG 902.20.2]] contains information regarding In-Roadway Warning Lights at crosswalks.

[[908.3 Markings (MUTCD Chapter 7C)|EPG 908.3]] contains information on school crosswalks.

[[908.4 Crossing Supervision (MUTCD Chapter 7D)|EPG 908.4]] contains information regarding school crossing supervision.

=={{SpanID|620.3.3}}620.3.3 Design of Crosswalk Markings (MUTCD Section 3C.03) ==
 

{{SpanID|fig3c1}}{{SpanID|fig620.3.3}}
[[File:Figure 620.3.3 Crosswalk Markings.png|thumb|center|650px|alt=Two styles of crosswalk markings are shown against a vertical rectangular medium gray legend. At the top of the legend, a “Transverse” is shown with two parallel solid white lines. Below the transverse, a “Longitudinal Bar” is shown as a series of closely spaced solid white lines. Longitudinal bars are marked as a “High-Visibility” crosswalk.
|'''Figure 620.3.3''' Crosswalk Markings]]

'''Support. '''[[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.19|EPG 620.2.19]] contains information regarding placement of stop line markings and yield line markings near crosswalk markings. '''

Crosswalk markings are classified as either transverse line or high-visibility. Transverse crosswalk markings consist of two transverse lines. High-visibility markings consist of longitudinal lines parallel to traffic flow without transverse lines. [[#fig3c1|Figure 620.3.3]] presents crosswalk marking designs.

'''Standard. '''Crosswalk markings shall be white. When used, transverse lines shall be 6 inches in width.

Except as provided in the following paragraph, the minimum width of a marked crosswalk shall be 6 feet.

At a non-intersection crosswalk where the posted speed limit is 40 mph or greater, the minimum width of the crosswalk shall be 8 feet.

'''Guidance. '''High-visibility crosswalk markings (such as shown in [[#fig3c1|Figure 620.3.3]]) and warning signs (see [[903.6 Warning Signs#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]]) should be installed for all crosswalks at non-intersection locations.'''

Added visibility should be provided by parking prohibitions on the approach to marked crosswalks at non-intersection locations.

'''Standard. '''Where curb ramps are provided, crosswalk markings shall be located so that the curb ramps are within the extension of the crosswalk markings.

'''Guidance.''' Transverse line crosswalk markings should extend across the full width of pavement or to the edge of the intersecting crosswalk to discourage diagonal walking between crosswalks.

'''Support. '''Provisions for aesthetic treatments for the interior portion of a legally-established crosswalk are contained in [[620.7 Colored Pavement (MUTCD Chapter 3H)#620.7.3|EPG 620.7.3]].'''

=={{SpanID|620.3.4}}620.3.4 Transverse Line Crosswalks (MUTCD Section 3C.04) ==

'''Guidance. '''Transverse line crosswalk markings should be limited to locations controlled by traffic control signals or on approaches controlled by STOP or YIELD signs.

'''Support. '''Transverse line crosswalk marking design consists of two parallel transverse lines (see [[#fig3c1|Figure 620.3.3]]).

Transverse line crosswalk markings can provide benefits to crosswalk operations including:

::A. Define where the channelization of pedestrians or other non-motorized users is necessary to facilitate crossing the roadway.

::B. Alert motorists to the location of where pedestrians and other non-motorized users might be expected when crossing the roadway.

::C. Emphasize a crosswalk at a controlled intersection.

::D. Fulfill a legal need to mark the crosswalk.

=={{SpanID|620.3.5}}620.3.5 High-Visibility Crosswalks (Section 3C.05) ==

'''Option. '''High-visibility crosswalk markings may be used where additional conspicuity is desired for a crosswalk over transverse line crosswalk markings.

'''Support. '''High-visibility crosswalk markings include the longitudinal bar design (see [[#fig3c1|Figure 620.3.3]]).

High-visibility crosswalk markings can provide benefits to crosswalk operations including:

::A. Providing greater detection distances for the approaching motorist.

::B. Emphasizing a crosswalk where substantial numbers of pedestrians cross without any other traffic control device.

::C. Emphasizing a crosswalk at an uncontrolled approach.

::D. Emphasizing the location where a high number of conflicts between turning motorists and users of the crosswalk are expected.

::E. Improving visibility of the crosswalk location for otherwise difficult to detect pedestrians or other non-motorized users of the crosswalk.

::F. Emphasizing a school crossing.

'''Standard. '''The minimum number of individual longitudinal elements to establish a high-visibility crosswalk shall be three.

'''Guidance. '''The dimensions of the individual longitudinal element and the lateral spacing between subsequent individual longitudinal elements for a high-visibility crosswalk should be uniform when establishing the crosswalk.

The dimensions of the individual longitudinal element and the lateral spacing between subsequent individual longitudinal elements for a high-visibility crosswalk should be uniform when establishing separate crosswalks on multiple approaches to the same intersection and on both sides of a median refuge if one is present.

The individual longitudinal elements of a high-visibility crosswalk should be angled such that they are parallel to the travel path of approaching traffic.

'''Option. '''The lateral spacing between longitudinal elements may be staggered to avoid wheel paths, center lines, and lane lines.

=={{SpanID|620.3.6}}620.3.6 Longitudinal Bar Crosswalks (Section 3C.06) ==

'''Support. '''The longitudinal bar crosswalk marking design (see [[#fig3c1|Figure 620.3.3]]) provides for improved detection and recognition over the transverse line crosswalk for people with low vision and cognitive impairments.

'''Standard. '''The width of an individual longitudinal bar shall be 24 inches.

The lateral spacing between subsequent longitudinal bars shall not be less than 12 inches or greater than 48 inches.

=={{SpanID|620.3.7}}620.3.7 Crosswalk Markings at Circular Intersections (MUTCD Section 3C.09) ==

'''Standard. '''Crosswalk markings shall not be provided to or from the central island of a roundabout.

'''Guidance. '''If pedestrian facilities are provided, crosswalks should be marked across roundabout entrances and exits to indicate where pedestrians are intended to cross.

On an approach to a circular intersection controlled by a YIELD sign and at uncontrolled exits, crosswalks should be a minimum of 20 feet from the edge of the circulatory roadway.

'''Support. '''[[620.4 Circular Intersection Markings (MUTCD Chapter 3D)|EPG 620.4]] Circular Intersection Markings provides figures that illustrate examples of crosswalk markings for roundabouts.

=={{SpanID|620.3.8}}620.3.8 Crosswalks for Exclusive Pedestrian Phases that Permit Diagonal Crossings (MUTCD Section 3C.10) ==
 

{{SpanID|fig3c2}}
[[File:Figure 620.3.8 Example of Crosswalk Markings for an Exclusive Pedestrian Phase that Permits Diagonal Crossings.png|thumb|center|600px|alt=A single solid white line is shown marked across the full width of each side of each roadway at the outside of the intersection, forming an outer "box." Inside the intersection, markings are shown as solid white lines parallel to the white lines that cross the roadways, but they do not join each other. Where they would come together to form right angles at the corners of an inner "box," a space is shown, with angled, inward-pointing parallel solid white lines shown pointing toward the center of the intersection. All of these solid white lines are shown against a medium gray intersection.
|'''Figure 620.3.8''' Example of Crosswalk Markings for an Exclusive Pedestrian Phase that Permits Diagonal Crossings<br /><br />Note:<br />High-visibility crosswalks can be used for the crosswalks around the perimeter of the intersection.]]

'''Option. '''When an exclusive pedestrian phase that permits diagonal crossing of an intersection is provided at a traffic control signal, a marking as shown in [[#fig3c2|Figure 620.3.8]] may be used for the crosswalk.

'''Guidance. '''The segments of the crosswalk marking that facilitate the diagonal crossing should not use high-visibility crosswalk markings.

=={{SpanID|620.3.9}}620.3.9 Crosswalks at Diverging Diamond Interchanges with a Transposed Alignment Crossroad (Section 3C.11) ==

'''Support. '''Diverging diamond interchanges, also known as double-crossover diamond interchanges, include directional crossovers on either side of the interchange that transpose the crossroad which results in vehicles traveling on the left-hand side of the street or highway between the crossover intersections. The potential for altered travel paths for pedestrians and the associated, unique, operational aspects such as traffic approaching from unexpected directions and unfamiliar signal phasing schemes are important considerations.

'''Guidance. '''If pedestrian facilities are provided, pedestrian crossing movements of the crossroads at a diverging diamond interchange should be marked at the crossover intersections where motor vehicle traffic becomes transposed.

If pedestrian facilities are provided, crosswalks should be marked across ramp terminals at diverging diamond interchanges to indicate where pedestrians are intended to cross.

Crosswalks across diverging diamond interchange ramps with yield controlled vehicle movements should be located a minimum of 20 feet from the edge of an intersecting ramp. This is similar to crosswalks on the approaches to circular intersections (see [[#620.3.7|EPG 620.3.7]]).

'''Support. '''[[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.30|EPG 620.2.30]] contains information on markings, such as edge lines, lane lines, and lane-use arrows, for diverging diamond interchanges.'''

[[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#fig3b29|Figure 620.2.30]] shows an example of pedestrian crossing locations at a diverging diamond interchange.

=={{SpanID|620.3.10}}620.3.10 Pedestrian Islands and Medians (Section 3C.12) ==

'''Support. '''Raised islands or raised medians of sufficient width that are placed in the center area of a street or highway can serve as a place of refuge for pedestrians who are attempting to cross at a midblock or intersection location. Center islands or medians allow pedestrians to find an adequate gap in one direction of traffic at a time, as the pedestrians are able to stop, if necessary, in the center island or median area and wait for an adequate gap in the other direction of traffic before crossing the second half of the street or highway. The U.S. Department of Justice 2010 ADA Standards for Accessible Design, September 15, 2010, 28 CFR 35 and 36, Americans with Disabilities Act of 1990 contains specifications for the design of detectable warning surfaces and provides technical requirements that can be used to determine the minimum width for accessible refuge islands.

620.2 Pavement and Curb Markings (MUTCD Chapter 3B)

2025-12-01T14:40:32Z

WilkeJ: /* {{SpanID|620.2.16}}620.2.16 Inlaid Pavement Markers – General (MUTCD Section 3B.14) */

[[Category:620 Pavement Marking (MUTCD Part 3)|620.02]]
=={{SpanID|620.2.1}}620.2.1 Yellow Center Line Pavement Markings (MUTCD Section 3B.01)==

'''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.

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]]:
: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;
: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
: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.

A single solid yellow line shall not be used as a center line marking on a two-way roadway.

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]].

 
{{SpanID|fig3b1}}
[[File:Figure 620.2.1.1 Yellow Center Lines for Two-Lane, Two-Way Applications.png|thumb|center|900px|alt="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.
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."
|'''Figure 620.2.1.1''' Yellow Center Lines for Two-Lane, Two-Way Applications]]

 

{{SpanID|fig3b2}}
[[File:Figure 620.2.1.2 Yellow Center Lines for Four-or-More Lane, Two-Way Applications.png|thumb|center|850px|alt="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.
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.
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."
|'''Figure 620.2.1.2''' Yellow Center Lines for Four-or-More Lane, Two-Way Applications]]

'''Support. '''MoDOT previously marked center lines using a 2-line or 3-line system. The 3-line system is no longer used by MoDOT.

'''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.

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.

[[#620.2.13|EPG 620.2.13]] contains information for application of pavement markings through intersections or interchanges.

'''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.

'''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]).

'''Support.''' Examples of markings for alternating passing lanes are shown in [https://www.modot.org/media/16896#page=2 Standard Plan 620].

=={{SpanID|620.2.2}}620.2.2 Warrants for Yellow Center Lines (MUTCD Section 3B.02)==

'''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.

'''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.

{{SpanID|fig3b7}}
[[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.

|'''Figure 620.2.2''' Example of Two-Way, Left-Turn Marking Applications]]

=={{SpanID|620.2.3}}620.2.3 No-Passing Zone Pavement Markings (MUTCD Section 3B.03)==

'''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]].

No-passing zone markings shall be used on:
:A. Two-way roadways at lane-reduction transitions (see [[#620.2.14|EPG 620.2.14]]),
:B. Approaches to obstructions that must be passed on the right (see [[#620.2.15| EPG 620.2.15]]),
:C. Approaches to grade crossings (see [[913.3 Markings (MUTCD Chapter 8C)#913.3.2|EPG 913.3.2]]), and
:D. Approaches to crosswalks.
:E. Approaches to added uphill truck or passing lanes,
:F. Approaches to controlled intersections, and
:G. Approaches to lane transitions.

No-passing zone marking shall be installed a minimum of 500 feet in advance of conditions as described in the previous paragraph.

{{SpanID|fig620.2.3.1}}
[[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.
|'''Figure 620.2.3.1''' Marking Uphill Truck Lane]]

'''Option. '''The length of passing zone markings may be increased for sight distance limitations or based on engineering judgement.

'''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.

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.

{{SpanID|tab620.2.3}}{{SpanID|tab3b1}}
<center>
{| class="wikitable" style="text-align: center;"
|+ '''Table 620.2.3''' Minimum Passing Sight
Distances for No-Passing Zone Markings
|-
! 85th-Percentile or Speed Limit !! Minimum Passing Sight Distance
|-
| 25 mph || 500 feet
|-
| 30 mph || 500 feet
|-
| 35 mph || 550 feet
|-
| 40 mph || 600 feet
|-
| 45 mph || 700 feet
|-
| 50 mph || 800 feet
|-
| 55 mph || 900 feet
|-
| 60 mph || 1,000 feet
|-
| 65 mph || 1,100 feet
|-
| 70 mph || 1,200 feet
|-
|}
</center>

{{SpanID|fig3b4}}
[[File:Figure 620.2.3.2 Method of Locating and Determining the Limit of No-Passing Zones at Curves.png|thumb|center|900px|alt="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.”
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.
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.
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.
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.
"|'''Figure 620.2.3.2''' Method of Locating and Determining the Limits of No-Passing Zones at Curves]]

'''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”.

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]]).

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.

'''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.

'''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.

{{SpanID|fig3b5}}
[[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="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]]

'''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.

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.

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.

On added uphill truck lanes, a no-passing zone marking shall be provided for the entire length of the ascending direction of travel.

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.

'''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.

{{SpanID|fig620.2.2.0.2}}{{SpanID|fig620.2.3.4}}
[[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 "L" 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.
|'''Figure 620.2.3.4''' Marking for Median Islands for Left Turn Bays]]

'''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]]).

'''Guidance. '''The taper length of transition zones should not be less than the taper length calculated using the equations L = WS or L = WS<sup>2</sup>/60 as defined in [[#620.2.14|EPG 620.2.14]]. Installation of these markings should conform to the established general patterns.

=={{SpanID|620.2.4}}620.2.4 Establishing and Recording No Passing Zones==

'''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.

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]]).

'''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.

'''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.

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.

=={{SpanID|620.2.5}}620.2.5 Center Line Markings on Bridges==

'''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.

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]]).

=={{SpanID|620.2.6}}620.2.6 Pavement Markings for Two-Way Left-Turn Lanes (MUTCD Section 3B.05)==

'''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]].

'''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]].

'''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.

'''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.

'''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.

'''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]]).

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)]]).

'''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.

'''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.

=={{SpanID|620.2.7}}620.2.7 White Lane Line Pavement Markings (MUTCD Section 3B.06)==

'''Standard. '''When used, lane line pavement markings delineating the separation of traffic lanes that have the same direction of travel shall be white.

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.

'''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]

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.

The lane width delineated by lane line pavement markings should not be less than 10 feet.

'''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]].

'''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.

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]]).

Where crossing the lane line markings is discouraged, the lane line markings shall consist of a normal width solid white line.

'''Guidance. '''A solid white lane line marking should be used on approaches to:
:A. Intersections to separate a through lane from a mandatory turn lane.
:B. Intersections to separate contiguous mandatory turn lanes from each other.
:C. Channelized movements or obstructions.

'''Option.''' Solid white lane line markings may be used:
:A. On approaches to intersections to separate contiguous through lanes.
:B. To separate through traffic lanes from auxiliary lanes, such as an added uphill truck lane.
:C. On approaches to crosswalks across multi-lane roadways.

Wide solid lane line markings may be used for greater emphasis.

A curved transition may be used where an edge line, channelizing line, or dotted extension line changes direction.

'''Support. '''Examples of locations where a curved transition can have value include freeway exit and entrance ramps, and turn lanes.

'''Standard. '''Where crossing the lane line markings is prohibited, the lane line markings shall consist of a solid double white line (DWL).

The State Highway Safety and Traffic Engineer must approve the use of a solid DWL.

'''Guidance. '''A solid DWL should be used to address an identifiable need.

Use signs in advance of the area delineated by a solid DWL to provide motorists an opportunity to adjust to the condition.

=={{SpanID|620.2.8}}620.2.8 White Lane Line Markings for Non-Continuing Lanes (Section 3B.07)==

'''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.

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]].

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]].

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]].

{{SpanID|fig3b9s1}}
[[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="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.
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." |'''Figure 620.2.8.1''' Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings ''(Sheet 1 of 2)'']]

{{SpanID|fig3b9s2}}
[[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 "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)'']]

{{SpanID|fig3b10}}
[[File:Figure 620.2.8.3 Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings.png|thumb|center|900px|alt="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.”" |'''Figure 620.2.8.3''' Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings]]

{{SpanID|fig3b11}}{{SpanID|fig3b11s1}}
[[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)'']]

{{SpanID|fig3b11s2}}
[[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)'']]

{{SpanID|fig3b11s3}}
[[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)'']]

{{SpanID|fig3b11s4}}
[[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)'']]

{{SpanID|fig3b11s5}}
[[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)'']]

{{SpanID|fig3b11s6}}
[[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)'']]

{{SpanID|fig3b12}}{{SpanID|fig3b12s1}}
[[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.
|'''Figure 620.2.8.4.1''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 1 of 2)'']]

{{SpanID|fig3b12s2}}
[[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="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.
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.”
"
|'''Figure 620.2.8.4.2''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 2 of 2)'']]

'''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]].

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]].

'''Standard.''' A wide dotted white lane line shall be used:
: 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]]),
: B. In advance of freeway route splits with dedicated lanes (see Drawing D in [[#fig3b11s4|Figure 620.2.8.3.4]]),
: C. In advance of freeway route splits with an option lane (see Drawing E in [[#fig3b11s5|Figure 620.2.8.3.5]]),
: 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]]),
: 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
: 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]]).

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.

'''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.

'''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]].

'''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.

'''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.

[[#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.

'''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]]).

=={{SpanID|620.2.9}}620.2.9 Channelizing Lines (MUTCD Section 3B.08)==

'''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.

[[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.

'''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.

Channelizing lines used to mark gores shall be wide solid white lines.

'''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]].

'''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]]).

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]].

Other pavement markings in the neutral area shall be white.

'''Support.''' Pavement markings within the neutral area include chevron markings (see [[#620.2.24|EPG 620.2.24]]).

=={{SpanID|620.2.10}}620.2.10 Edge Line Pavement Markings (MUTCD Section 3B.09)==

'''Standard. '''If used, edge line pavement markings shall delineate the right or left edges of a roadway.

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.

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]].

'''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]]).

'''Support. '''Edge line markings provide visual references to guide road users during adverse weather and visibility conditions.

'''Guidance. '''Edge line markings should not be continued through intersections, except for the following situations:
:A. Dotted edge line extensions (see [[#620.2.13|EPG 620.2.13]]), or
:B. Through that part of an intersection with no intersection approach (such as the far side of a T-intersection).

'''Support.''' [[#620.2.13|EPG 620.2.13]] contains information on the use and application of edge lines through intersections, interchanges, and driveways.

{{SpanID|fig620.2.10}}
[[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]]

=={{SpanID|620.2.11}}620.2.11 Warrants for Use of Edge Lines (MUTCD Section 3B.10)==

'''Standard.''' Edge line markings shall be placed on paved streets or highways with the following characteristics:
: A. Freeways,
: B. Expressways, and
: C. Routes with a traveled way of 20 feet or more in width and an ADT of 400 vehicles per day or greater.

'''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.

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.

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.

=={{SpanID|620.2.12}}620.2.12 Bridge Edge Lines==

'''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]]):
: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.
: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.
: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.
: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.
: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.

'''Guidance. '''Special attention should be given to all bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway.

'''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]].)

{{SpanID|fig620.2.12.1}}
[[File:Figure 620.2.12.1 Edge Line Striping for Two-Lane, Two-Way Bridges.png|thumb|center|561px|alt="The figure shows four examples of bridge edge line striping.
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.
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.
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.
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."
|<center>'''Figure 620.2.12.1''' Edge Line Striping for Two-Lane, Two-Way Bridges''</center>]]

{{SpanID|fig620.2.12.2}}
[[File:Figure 620.2.12.2 Edge Line Striping for Single Lane Bridges.png|thumb|center|561px|alt="The figure shows pavement marking layouts for one-lane bridges on two-way, two-lane roadways.
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.
The left example and right example are nearly identical, one used when weight restrictions apply and the other for when width restrictions apply."
|<center>'''Figure 620.2.12.2''' Edge Line Striping for Single Lane Bridges''</center>]]

=={{SpanID|620.2.13}}620.2.13 Application of Pavement Markings Through Intersections or Interchanges (MUTCD Section 3B.11)==

'''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]]).

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.

'''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.

'''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.

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.

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.

'''Standard. '''Extensions of center lines through intersections shall be dotted lines.

'''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.

'''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).

'''Guidance. '''Edge line markings should be discontinued across intersecting approaches at intersections or interchanges.

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.

'''Option. '''Dotted edge line extensions may be placed through intersections.

Edge line extension lines may be used at the district's discretion.

'''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.

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]]).

{{SpanID|fig620.2.13.1}}
[[File:Figure 620.2.13.1 Examples of Line Extensions through Intersections (Sheet 1 of 2).png|thumb|center|800px|alt="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.
B: The intersection of an eastbound three-lane horizontal roadway with a northbound three-lane vertical roadway is shown.
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."
|'''Figure 620.2.13.1''' Examples of Line Extensions through Intersections ''(Sheet 1 of 2)'']]

{{SpanID|fig620.2.13.2}}
[[File:Figure 620.2.13.2 Example of Line Extensions through Intersections (Sheet 2 of 2).png|thumb|center|800px|alt="C: The intersection of a five-lane horizontal roadway with 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. 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.
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.
"
|'''Figure 620.2.13.2''' Examples of Line Extensions through Intersections ''(Sheet 2 of 2)'']]

{{SpanID|fig620.2.13.3}}
[[File:Figure 620.2.13.3 Edge Line Striping for At Grade Intersections.png|thumb|center|800px|alt="The figure shows examples of pavement markings at intersections on both divided and undivided highways.
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.
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.
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. "
|'''Figure 620.2.13.3''' Edge Line Striping for At Grade Intersections]]

'''Support. '''[[#620.2.30|EPG 620.2.30]] contains information about edge lines through diverging diamond interchanges with a transposed alignment crossroad.

[[620.4 Circular Intersection Markings (MUTCD Chapter 3D)#620.4.3|EPG 620.4.3]] provides information for edge lines through roundabouts.

[[: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.

[[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.

[[914.5 Markings (MUTCD Chapter 9E)#914.5.3|EPG 914.5.3]] contains information for the extensions of bicycle lanes through intersections.

=={{SpanID|620.2.14}}620.2.14 Lane-Reduction Transitions (MUTCD Section 3B.12)==

{{SpanID|fig3b14}}
[[File:Figure 620.2.14 Examples of Applications of Lane-Reduction Transition Markings.png|thumb|center|850px|alt="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.
"
|'''Figure 620.2.14''' Examples of Applications of Lane-Reduction Transition Markings]]

'''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.

[[#620.2.8|EPG 620.2.8]] contains information on pavement markings for lane drops and splits.

[[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.

'''Standard.''' Lane-reduction transitions (see [[#fig3b14|Figure 620.2.14]]) shall include the following elements:

: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
: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.

'''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.

'''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.

'''Guidance. '''Lane-reduction transitions should include the following elements:

: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,
: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
: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.

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<sup>2</sup>/60 should be used to compute the taper length.

The minimum lane reduction transition taper length should be 100 feet in urban areas and 200 feet in rural areas.

Where observed speeds exceed speed limits, longer tapers should be used.

'''Option.''' The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.

On new construction, where no speed limit has been established, the design speed may be used in the transition taper length formula.

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.

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.

Lane-reduction arrow markings may be used in long acceleration lanes based on engineering judgment.

=={{SpanID|620.2.15}}620.2.15 Approach Markings for Obstructions (MUTCD Section 3B.13)==

'''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]]).

{{SpanID|fig3b-15}}{{SpanID|fig3b-15s1}}
<div id="fig620.2.10.1"></div>
[[File:Figure 620.2.15.1 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt="Two examples of markings for obstructions in a roadway are shown.

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.

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.

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."
|<center>'''Figure 620.2.15.1''' Examples of Applications of Markings for Obstructions in the Roadway <br>''(Sheet 1 of 2)''</center>]]

{{SpanID|fig3b-15s2}}
<div id="fig620.2.10.2"></div>
[[File:Figure 620.2.15.2 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt="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.

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."
|<center>'''Figure 620.2.15.2''' Examples of Applications of Markings for Obstructions in the Roadway <br>''(Sheet 2 of 2)''</center>]]

'''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<sup>2</sup>/60 should be used to compute the taper length.

The minimum taper length should be 100 feet in urban areas and 200 feet in rural areas.

'''Option. '''The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.

Observed speeds may be used to determine the taper length when the observed speed exceeds the posted or statutory speed limits.

Unique situations may require special markings or warning devices.

'''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]]).

'''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]].

'''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]]).

'''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.

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.

'''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.

=={{SpanID|620.2.16}}620.2.16 Inlaid Pavement Markers – General (MUTCD Section 3B.14)==
[[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.]]
'''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.

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.

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.

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.

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.

'''MoDOT's Implementation of ILPMs'''

'''Standard.''' If used, ILPMs shall be installed according to the following conditions:
:A. ILPMs are limited to freeways with three or more through lanes in one direction.
:B. The cradle system of ILPMs shall be the marker style used. ILPMs shall comply with the current approved vendor list.
:C. ILPMs shall be installed in pairs, placed in every other gap between the skips of broken (intermittent) lane line markings only when:
:# Installed in accordance with manufactures’ installation guidance.
:# 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.

: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.

<center>
{|
|-
| colspan="2" | [[File:620.2_additionalImagery_2.png|thumb|center|600px|ILPM installation in pavement groove]]
|-
| colspan="2" | [[File:620.2_additionalImagery_3.png|thumb|center|600px|Paired ILPM installation and spacing]]
|-
| [[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]]
| style="vertical-align: top;"| [[File:620.2_additionalImagery_5.png|thumb|center|Paired ILPM installation and spacing]]
|}
</center>

'''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.

'''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.

'''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.

'''Option.''' Maintenance of ILPMs in asphalt may be accomplished in two typical fashions:
: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.
: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.

'''Guidance.''' When districts consider the use of ILPMs, they should answer the following questions:
: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?
:B. Will the installations be planned to be maintained or will the initial installation be allowed to fade out of service?
: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?
:D. Will the benefits of installing ILPMs offset the impacts to the pavement and its long term maintenance?

<center>
{|
|-
| style="vertical-align: top;"| [[File:620.2_additionalImagery_6.png|thumb|right|Missing reflector from cradle, new reflector can be reinstalled to maintain]]
| style="vertical-align: top;"| [[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]]
|}
</center>

=={{SpanID|620.2.17}}620.2.17 Curb Markings for Delineation (MUTCD Section 3B.18)==

'''Option. '''Barrier curbs on the outside shoulder with a minimum height of 6 inches may be marked for the purpose of delineation.

'''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.

Curbs should not be marked in the following cases:
:A. Where the posted speed limit is 40 mph or less.
:B. Curbs that diverge from the normal traffic flow for commercial and private entrances.
:C. Curbs that are mountable (see [https://www.modot.org/media/16880 Standard Plan 609]).

'''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]]).

{{SpanID|fig620.2.17}}
[[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]]

'''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]]).

=={{SpanID|620.2.18}}620.2.18 Stop and Yield Lines (MUTCD Section 3B.19)==

'''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.

'''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.

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.

'''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]]).

'''Standard. '''Stop lines shall be 24 inches wide.

'''Option. '''Stop lines may be omitted at ramp control signals.

'''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.

{{SpanID|fig3b16}}
[[File:Figure 620.2.18 Examples of Yield Line Application.png|thumb|center|850px|alt="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.

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.

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."
|'''Figure 620.2.18''' Examples of Yield Line Applications]]

'''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]]).

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.

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.

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].

'''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.

Yield lines may also be used where engineering judgment indicates a need.

'''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.

Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.

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.

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.

'''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.

'''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]]).

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.

'''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.

'''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.

'''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]]).

'''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.

=={{SpanID|620.2.19}}620.2.19 Word, Symbol, and Arrow Pavement Markings – General (MUTCD Section 3B.20)==

'''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].

'''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.

'''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.

'''Standard.''' Word, symbol, and arrow markings shall be white and retroreflective, except as otherwise provided in [[#620.2.19|EPG 620.2.19]].

'''Option. '''Black contrast markings may be used in combination with white pavement markings on light-colored pavements, such as concrete, to enhance visibility.

'''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)]]).

'''Guidance. '''Word, symbol, and/or arrow markings that are grouped together to formulate one interrelated message should not exceed three lines of information.

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.

When conveying mandatory messages, these markings should only be used as supplementary devices to the standard signs.

Pavement word, symbol, and arrow markings should be no more than one lane in width.

Pavement word, symbol, and arrow markings should be proportionally scaled to fit within the width of the facility upon which they are applied.

'''Option.''' On narrow, low-speed shared-use paths, the pavement words, symbols, and arrows may be smaller than suggested, but to the relative scale.

=={{SpanID|620.2.20}}620.2.20 Word Pavement Markings (MUTCD Section 3B.21)==

'''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.

The spacing between pavement word and symbol markings is approximate and should be adjusted as field conditions warrant.

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.

'''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.

{{SpanID|fig3b17}}
[[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.
|'''Figure 620.2.20''' Example ONLY word pavement marking]]

'''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]]).

'''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.

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]]).

'''Standard. '''The ONLY word marking shall not be used in a lane that is shared by more than one movement.

=={{SpanID|620.2.21}}620.2.21 Symbol Pavement Markings (MUTCD Section 3B.22)==

'''Support.''' [[914.5 Markings (MUTCD Chapter 9E)#914.5|EPG 914.5]] contains information on symbol markings that can be used for bicycle lanes.

'''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]]).

{{SpanID|fig3b18}}
[[File:Figure 620.2.21.1 Elongated Route Shields.png|thumb|center|650px|alt="A: An elongated red and blue Interstate Route Shield is shown with a white numeral “70” on the shield.
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.
C: An elongated white U.S. Route Shield is shown, with a black numeral “136” on the shield on a black square.
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.
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."
|'''Figure 620.2.21.1''' Elongated Route Shields ]]

{{SpanID|fig3b19}}
[[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.
|'''Figure 620.2.21.2''' International Symbol of Accessibility Parking Space Marker]]

{{SpanID|fig3b20}}
[[File:Figure 620.2.21.3 Yield Ahead Triangle Symbols.png|thumb|center|800px|alt="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.
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."
|'''Figure 620.2.21.3''' Yield Ahead Triangle Symbols]]

<div id="fig620.2.21.4"></div>
[[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.
|<center>'''Figure 620.2.21.4''' Disabled Symbol Detail'''</center>]]

<div id="fig620.2.21.5"></div>
[[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.
|<center>'''Figure 620.2.21.5''' Disabled Parking Area'''</center>]]

<div id="fig620.2.21.6"></div>
[[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.
|<center>'''Figure 620.2.21.6''' Disabled Parking Area Multiple'''</center>]]

'''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.

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.

'''Support.''' [[620.1_General_(MUTCD_Chapter_3A)#620.1.3|EPG 620.1.3]] provides information on route sign colors.

'''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.

'''Option. '''A blue background with white border may supplement the wheelchair symbol as shown in [[#fig3b19|Figure 620.2.21.2]].

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.

'''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]].

'''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.

=={{SpanID|620.2.22}}620.2.22 Lane-Use Arrows (MUTCD Section 3B.23)==

{{SpanID|fig3b21}}
[[File:Figure 620.2.22.1 Examples of Arrows for Pavement Marking.png|thumb|center|700px|alt="A: A black arrow is shown composed of a horizontal straight shaft that ends in an arrowhead, pointing to the right.
B: A black arrow is shown composed of a horizontal left-curving shaft that ends in an upward-pointing arrowhead.
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.
D: A black arrow is shown composed of a horizontal left-curving shaft that ends in a semicircle arrowhead, pointing to the left.
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.
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.
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.
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."
|'''Figure 620.2.22.1''' Examples of Arrows for Pavement Markings]]

{{SpanID|fig3b22}}
[[File:Figure 620.2.22.2 Examples of lane-Use Control Word and Arrow Pavement Markingsv2.png|thumb|center|600px|alt="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.
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.
"
|'''Figure 620.2.22.2''' Examples of Lane-Use Control Word and Arrow Pavement Markings]]

'''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]]).

[[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.

'''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]]).

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]]):
:A. The first arrow should be placed 75 ft. in advance of the stop line.
:B. The second arrow should be placed 200 ft. in advance of the stop line.
:C. Any additional arrows should be placed in 200 ft. increments.

The distances between arrows may be adjusted if there are special circumstances that warrant the change.

{{SpanID|fig620.2.22.3}}
[[File:Figure 620.2.22.3 Spacing of Arrow in Left-Turn and Right-Turn Lanes.png|thumb|center|850px|alt="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.

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.

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."
|'''Figure 620.2.22.3''' Spacing of Arrow in Left-Turn and Right-Turn Lanes]]

'''Support.''' An arrow at the downstream end of a turn lane can help to prevent wrong-way movements.

'''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]]).

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.

'''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.

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.

'''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.

'''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.

=={{SpanID|620.2.23}}620.2.23 Wrong-Way Arrows (MUTCD Section 3B.24)==

'''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]]).

'''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.

Directional pavement arrows may be used as a substitute for the wrong-way arrows when wrong-way arrows are required.

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.

Wrong-way pavement arrows may be placed on one way outer roads to further indicate the proper direction to travel.

'''Standard.''' In the case of two lane ramps where wrong-way pavement arrows are used, one arrow shall be provided for each lane.

'''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.

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.

=={{SpanID|620.2.24}}620.2.24 Chevron and Diagonal Markings (MUTCD Section 3B.25)==
{{SpanID|fig620.2.24}}
[[File:Figure 620.2.24 Typical Chevron and Diagonal Markings.png|thumb|alt=|center|800px|'''Figure 620.2.24''' Typical Chevron and Diagonal Markings]]

'''Support. '''Chevron or diagonal markings are used to discourage travel on certain paved areas, such as shoulders, neutral areas, and flush median islands.

'''Guidance.''' Chevrons should be installed in the neutral area of gores when the following conditions are present:
:A. A gore length of 250 ft or greater; and
: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]]).

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].

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.

'''Option.''' Chevron and diagonal markings may be used:
:A. On approaches to obstructions in the roadway (see [[#fig3b-15s2|Figure 620.2.15.2]]),
:B. For channelized travel paths on approaches to intersections,
: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
:D. In the neutral areas of islands.

'''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.

'''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]].

'''Option.''' Diagonal markings for opposing directions of traffic may be used:
:A. On approaches to obstructions in the roadway (see Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]]),
:B. In flush median islands between double solid yellow center line markings (see [[#fig3b5|Figure 620.2.3.3]]), and
: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]]).

Diagonal markings may be used on paved shoulders or in no-parking zones, or other locations for special emphasis.

'''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]].

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.

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.

'''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.

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]]).

=={{SpanID|620.2.25}}620.2.25 Do Not Block Intersection Markings (MUTCD Section 3B.26)==
 
{{SpanID|fig3b24}}
[[File:Figure 620.2.25 Do Not Block Intersection Markings.png|thumb|center|900px|alt="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.
"
|'''Figure 620.2.25''' Do Not Block Intersection Markings]]

'''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.

'''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.

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.

=={{SpanID|620.2.26}}620.2.26 Parking Space Markings (MUTCD Section 3B.27)==

'''Standard. '''On-street parking space markings shall be white.

'''Support. '''Examples of on-street parking space markings are shown in [[#fig3b23|Figure 620.2.26]].

'''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]].

{{SpanID|fig3b23}}
[[File:Figure 620.2.26 Example of Parking Space Markings.png|thumb|center|700px|alt="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.
"
|'''Figure 620.2.26''' Example of Parking Space Markings]]

=={{SpanID|620.2.27}}620.2.27 Speed Hump and Speed Table Markings (MUTCD Section 3B.29)==

{{SpanID|fig3b26}}
[[File:Figure 620.2.27.1 Pavement Markings for Speed Humps without Crosswalks.png|thumb|center|800px|alt="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.
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.”
"
|'''Figure 620.2.27.1''' Pavement Markings for Speed Humps without Crosswalks]]

{{SpanID|fig3b27}}
[[File:Figure 620.2.27.2 Pavement Markings for Speed Tables or Speed Humps with Crosswalks.png|thumb|center|800px|alt="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.
"
|'''Figure 620.2.27.2''' Pavement Markings for Speed Tables or Speed Humps with Crosswalks]]

'''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.

'''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]].

'''Option. '''Where used, center line markings, lane line markings, and edge lines may be discontinued on the profile of the speed hump.

'''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.

=={{SpanID|620.2.28}}620.2.28 Advance Speed Hump and Speed Table Markings (MUTCD Section 3B.30)==

'''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.

'''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.

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]].

'''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.

'''Guidance. '''If used, advance speed hump markings should be installed in each approach lane.


=={{SpanID|620.2.29}}620.2.29 Aircraft Speed Measurement Markings==

'''Support. '''An aircraft speed measurement marking is a transverse marking placed on the roadway to assist the enforcement of speed regulations.

'''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.

{{SpanID|fig620.2.29}}
[[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.
|<center>'''Figure 620.2.29 Pavement Marking for Aircraft Speed Check Stations'''</center>]]

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]]).

The markings shall be reflective, and are to be placed on the center of each driving lane.

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]].

'''Option. '''A third block may be installed at the special request of the Highway Patrol.

If the Highway Patrol wishes to only check traffic flowing in one direction, these markings may be omitted from the opposing lanes.

'''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.

The application of any material should be done following the manufacturer’s recommendations for installation.

'''Option.''' On concrete surfaces, black may be used to provide contrast of the speed blocks.

=={{SpanID|620.2.30}}620.2.30 Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad (MUTCD Section 3B.31)==

{{SpanID|fig3b29}}
[[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]]

'''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.

'''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.

A lane-use arrow (see [[#620.2.22|EPG 620.2.22]]) shall be used in each approach lane at the crossover intersection.

'''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.

'''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.

'''Guidance.''' Edge line and lane line extensions (see [[#620.2.13|EPG 620.2.13]]) should be provided through the crossing points.

'''Support.''' [[#fig3b29|Figure 620.2.30]] illustrates an example of pavement markings for a diverging diamond interchange with a transposed alignment crossroad.

620.2 Pavement and Curb Markings (MUTCD Chapter 3B)

2025-12-01T14:37:14Z

WilkeJ: /* {{SpanID|620.2.14}}620.2.14 Lane-Reduction Transitions (MUTCD Section 3B.12) */

[[Category:620 Pavement Marking (MUTCD Part 3)|620.02]]
=={{SpanID|620.2.1}}620.2.1 Yellow Center Line Pavement Markings (MUTCD Section 3B.01)==

'''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.

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]]:
: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;
: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
: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.

A single solid yellow line shall not be used as a center line marking on a two-way roadway.

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]].

 
{{SpanID|fig3b1}}
[[File:Figure 620.2.1.1 Yellow Center Lines for Two-Lane, Two-Way Applications.png|thumb|center|900px|alt="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.
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."
|'''Figure 620.2.1.1''' Yellow Center Lines for Two-Lane, Two-Way Applications]]

 

{{SpanID|fig3b2}}
[[File:Figure 620.2.1.2 Yellow Center Lines for Four-or-More Lane, Two-Way Applications.png|thumb|center|850px|alt="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.
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.
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."
|'''Figure 620.2.1.2''' Yellow Center Lines for Four-or-More Lane, Two-Way Applications]]

'''Support. '''MoDOT previously marked center lines using a 2-line or 3-line system. The 3-line system is no longer used by MoDOT.

'''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.

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.

[[#620.2.13|EPG 620.2.13]] contains information for application of pavement markings through intersections or interchanges.

'''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.

'''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]).

'''Support.''' Examples of markings for alternating passing lanes are shown in [https://www.modot.org/media/16896#page=2 Standard Plan 620].

=={{SpanID|620.2.2}}620.2.2 Warrants for Yellow Center Lines (MUTCD Section 3B.02)==

'''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.

'''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.

{{SpanID|fig3b7}}
[[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.

|'''Figure 620.2.2''' Example of Two-Way, Left-Turn Marking Applications]]

=={{SpanID|620.2.3}}620.2.3 No-Passing Zone Pavement Markings (MUTCD Section 3B.03)==

'''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]].

No-passing zone markings shall be used on:
:A. Two-way roadways at lane-reduction transitions (see [[#620.2.14|EPG 620.2.14]]),
:B. Approaches to obstructions that must be passed on the right (see [[#620.2.15| EPG 620.2.15]]),
:C. Approaches to grade crossings (see [[913.3 Markings (MUTCD Chapter 8C)#913.3.2|EPG 913.3.2]]), and
:D. Approaches to crosswalks.
:E. Approaches to added uphill truck or passing lanes,
:F. Approaches to controlled intersections, and
:G. Approaches to lane transitions.

No-passing zone marking shall be installed a minimum of 500 feet in advance of conditions as described in the previous paragraph.

{{SpanID|fig620.2.3.1}}
[[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.
|'''Figure 620.2.3.1''' Marking Uphill Truck Lane]]

'''Option. '''The length of passing zone markings may be increased for sight distance limitations or based on engineering judgement.

'''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.

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.

{{SpanID|tab620.2.3}}{{SpanID|tab3b1}}
<center>
{| class="wikitable" style="text-align: center;"
|+ '''Table 620.2.3''' Minimum Passing Sight
Distances for No-Passing Zone Markings
|-
! 85th-Percentile or Speed Limit !! Minimum Passing Sight Distance
|-
| 25 mph || 500 feet
|-
| 30 mph || 500 feet
|-
| 35 mph || 550 feet
|-
| 40 mph || 600 feet
|-
| 45 mph || 700 feet
|-
| 50 mph || 800 feet
|-
| 55 mph || 900 feet
|-
| 60 mph || 1,000 feet
|-
| 65 mph || 1,100 feet
|-
| 70 mph || 1,200 feet
|-
|}
</center>

{{SpanID|fig3b4}}
[[File:Figure 620.2.3.2 Method of Locating and Determining the Limit of No-Passing Zones at Curves.png|thumb|center|900px|alt="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.”
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.
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.
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.
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.
"|'''Figure 620.2.3.2''' Method of Locating and Determining the Limits of No-Passing Zones at Curves]]

'''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”.

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]]).

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.

'''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.

'''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.

{{SpanID|fig3b5}}
[[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="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]]

'''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.

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.

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.

On added uphill truck lanes, a no-passing zone marking shall be provided for the entire length of the ascending direction of travel.

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.

'''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.

{{SpanID|fig620.2.2.0.2}}{{SpanID|fig620.2.3.4}}
[[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 "L" 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.
|'''Figure 620.2.3.4''' Marking for Median Islands for Left Turn Bays]]

'''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]]).

'''Guidance. '''The taper length of transition zones should not be less than the taper length calculated using the equations L = WS or L = WS<sup>2</sup>/60 as defined in [[#620.2.14|EPG 620.2.14]]. Installation of these markings should conform to the established general patterns.

=={{SpanID|620.2.4}}620.2.4 Establishing and Recording No Passing Zones==

'''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.

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]]).

'''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.

'''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.

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.

=={{SpanID|620.2.5}}620.2.5 Center Line Markings on Bridges==

'''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.

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]]).

=={{SpanID|620.2.6}}620.2.6 Pavement Markings for Two-Way Left-Turn Lanes (MUTCD Section 3B.05)==

'''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]].

'''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]].

'''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.

'''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.

'''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.

'''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]]).

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)]]).

'''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.

'''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.

=={{SpanID|620.2.7}}620.2.7 White Lane Line Pavement Markings (MUTCD Section 3B.06)==

'''Standard. '''When used, lane line pavement markings delineating the separation of traffic lanes that have the same direction of travel shall be white.

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.

'''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]

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.

The lane width delineated by lane line pavement markings should not be less than 10 feet.

'''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]].

'''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.

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]]).

Where crossing the lane line markings is discouraged, the lane line markings shall consist of a normal width solid white line.

'''Guidance. '''A solid white lane line marking should be used on approaches to:
:A. Intersections to separate a through lane from a mandatory turn lane.
:B. Intersections to separate contiguous mandatory turn lanes from each other.
:C. Channelized movements or obstructions.

'''Option.''' Solid white lane line markings may be used:
:A. On approaches to intersections to separate contiguous through lanes.
:B. To separate through traffic lanes from auxiliary lanes, such as an added uphill truck lane.
:C. On approaches to crosswalks across multi-lane roadways.

Wide solid lane line markings may be used for greater emphasis.

A curved transition may be used where an edge line, channelizing line, or dotted extension line changes direction.

'''Support. '''Examples of locations where a curved transition can have value include freeway exit and entrance ramps, and turn lanes.

'''Standard. '''Where crossing the lane line markings is prohibited, the lane line markings shall consist of a solid double white line (DWL).

The State Highway Safety and Traffic Engineer must approve the use of a solid DWL.

'''Guidance. '''A solid DWL should be used to address an identifiable need.

Use signs in advance of the area delineated by a solid DWL to provide motorists an opportunity to adjust to the condition.

=={{SpanID|620.2.8}}620.2.8 White Lane Line Markings for Non-Continuing Lanes (Section 3B.07)==

'''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.

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]].

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]].

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]].

{{SpanID|fig3b9s1}}
[[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="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.
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." |'''Figure 620.2.8.1''' Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings ''(Sheet 1 of 2)'']]

{{SpanID|fig3b9s2}}
[[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 "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)'']]

{{SpanID|fig3b10}}
[[File:Figure 620.2.8.3 Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings.png|thumb|center|900px|alt="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.”" |'''Figure 620.2.8.3''' Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings]]

{{SpanID|fig3b11}}{{SpanID|fig3b11s1}}
[[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)'']]

{{SpanID|fig3b11s2}}
[[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)'']]

{{SpanID|fig3b11s3}}
[[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)'']]

{{SpanID|fig3b11s4}}
[[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)'']]

{{SpanID|fig3b11s5}}
[[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)'']]

{{SpanID|fig3b11s6}}
[[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)'']]

{{SpanID|fig3b12}}{{SpanID|fig3b12s1}}
[[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.
|'''Figure 620.2.8.4.1''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 1 of 2)'']]

{{SpanID|fig3b12s2}}
[[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="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.
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.”
"
|'''Figure 620.2.8.4.2''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 2 of 2)'']]

'''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]].

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]].

'''Standard.''' A wide dotted white lane line shall be used:
: 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]]),
: B. In advance of freeway route splits with dedicated lanes (see Drawing D in [[#fig3b11s4|Figure 620.2.8.3.4]]),
: C. In advance of freeway route splits with an option lane (see Drawing E in [[#fig3b11s5|Figure 620.2.8.3.5]]),
: 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]]),
: 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
: 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]]).

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.

'''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.

'''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]].

'''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.

'''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.

[[#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.

'''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]]).

=={{SpanID|620.2.9}}620.2.9 Channelizing Lines (MUTCD Section 3B.08)==

'''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.

[[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.

'''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.

Channelizing lines used to mark gores shall be wide solid white lines.

'''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]].

'''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]]).

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]].

Other pavement markings in the neutral area shall be white.

'''Support.''' Pavement markings within the neutral area include chevron markings (see [[#620.2.24|EPG 620.2.24]]).

=={{SpanID|620.2.10}}620.2.10 Edge Line Pavement Markings (MUTCD Section 3B.09)==

'''Standard. '''If used, edge line pavement markings shall delineate the right or left edges of a roadway.

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.

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]].

'''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]]).

'''Support. '''Edge line markings provide visual references to guide road users during adverse weather and visibility conditions.

'''Guidance. '''Edge line markings should not be continued through intersections, except for the following situations:
:A. Dotted edge line extensions (see [[#620.2.13|EPG 620.2.13]]), or
:B. Through that part of an intersection with no intersection approach (such as the far side of a T-intersection).

'''Support.''' [[#620.2.13|EPG 620.2.13]] contains information on the use and application of edge lines through intersections, interchanges, and driveways.

{{SpanID|fig620.2.10}}
[[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]]

=={{SpanID|620.2.11}}620.2.11 Warrants for Use of Edge Lines (MUTCD Section 3B.10)==

'''Standard.''' Edge line markings shall be placed on paved streets or highways with the following characteristics:
: A. Freeways,
: B. Expressways, and
: C. Routes with a traveled way of 20 feet or more in width and an ADT of 400 vehicles per day or greater.

'''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.

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.

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.

=={{SpanID|620.2.12}}620.2.12 Bridge Edge Lines==

'''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]]):
: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.
: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.
: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.
: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.
: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.

'''Guidance. '''Special attention should be given to all bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway.

'''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]].)

{{SpanID|fig620.2.12.1}}
[[File:Figure 620.2.12.1 Edge Line Striping for Two-Lane, Two-Way Bridges.png|thumb|center|561px|alt="The figure shows four examples of bridge edge line striping.
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.
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.
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.
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."
|<center>'''Figure 620.2.12.1''' Edge Line Striping for Two-Lane, Two-Way Bridges''</center>]]

{{SpanID|fig620.2.12.2}}
[[File:Figure 620.2.12.2 Edge Line Striping for Single Lane Bridges.png|thumb|center|561px|alt="The figure shows pavement marking layouts for one-lane bridges on two-way, two-lane roadways.
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.
The left example and right example are nearly identical, one used when weight restrictions apply and the other for when width restrictions apply."
|<center>'''Figure 620.2.12.2''' Edge Line Striping for Single Lane Bridges''</center>]]

=={{SpanID|620.2.13}}620.2.13 Application of Pavement Markings Through Intersections or Interchanges (MUTCD Section 3B.11)==

'''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]]).

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.

'''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.

'''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.

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.

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.

'''Standard. '''Extensions of center lines through intersections shall be dotted lines.

'''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.

'''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).

'''Guidance. '''Edge line markings should be discontinued across intersecting approaches at intersections or interchanges.

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.

'''Option. '''Dotted edge line extensions may be placed through intersections.

Edge line extension lines may be used at the district's discretion.

'''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.

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]]).

{{SpanID|fig620.2.13.1}}
[[File:Figure 620.2.13.1 Examples of Line Extensions through Intersections (Sheet 1 of 2).png|thumb|center|800px|alt="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.
B: The intersection of an eastbound three-lane horizontal roadway with a northbound three-lane vertical roadway is shown.
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."
|'''Figure 620.2.13.1''' Examples of Line Extensions through Intersections ''(Sheet 1 of 2)'']]

{{SpanID|fig620.2.13.2}}
[[File:Figure 620.2.13.2 Example of Line Extensions through Intersections (Sheet 2 of 2).png|thumb|center|800px|alt="C: The intersection of a five-lane horizontal roadway with 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. 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.
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.
"
|'''Figure 620.2.13.2''' Examples of Line Extensions through Intersections ''(Sheet 2 of 2)'']]

{{SpanID|fig620.2.13.3}}
[[File:Figure 620.2.13.3 Edge Line Striping for At Grade Intersections.png|thumb|center|800px|alt="The figure shows examples of pavement markings at intersections on both divided and undivided highways.
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.
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.
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. "
|'''Figure 620.2.13.3''' Edge Line Striping for At Grade Intersections]]

'''Support. '''[[#620.2.30|EPG 620.2.30]] contains information about edge lines through diverging diamond interchanges with a transposed alignment crossroad.

[[620.4 Circular Intersection Markings (MUTCD Chapter 3D)#620.4.3|EPG 620.4.3]] provides information for edge lines through roundabouts.

[[: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.

[[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.

[[914.5 Markings (MUTCD Chapter 9E)#914.5.3|EPG 914.5.3]] contains information for the extensions of bicycle lanes through intersections.

=={{SpanID|620.2.14}}620.2.14 Lane-Reduction Transitions (MUTCD Section 3B.12)==

{{SpanID|fig3b14}}
[[File:Figure 620.2.14 Examples of Applications of Lane-Reduction Transition Markings.png|thumb|center|850px|alt="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.
"
|'''Figure 620.2.14''' Examples of Applications of Lane-Reduction Transition Markings]]

'''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.

[[#620.2.8|EPG 620.2.8]] contains information on pavement markings for lane drops and splits.

[[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.

'''Standard.''' Lane-reduction transitions (see [[#fig3b14|Figure 620.2.14]]) shall include the following elements:

: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
: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.

'''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.

'''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.

'''Guidance. '''Lane-reduction transitions should include the following elements:

: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,
: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
: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.

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<sup>2</sup>/60 should be used to compute the taper length.

The minimum lane reduction transition taper length should be 100 feet in urban areas and 200 feet in rural areas.

Where observed speeds exceed speed limits, longer tapers should be used.

'''Option.''' The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.

On new construction, where no speed limit has been established, the design speed may be used in the transition taper length formula.

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.

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.

Lane-reduction arrow markings may be used in long acceleration lanes based on engineering judgment.

=={{SpanID|620.2.15}}620.2.15 Approach Markings for Obstructions (MUTCD Section 3B.13)==

'''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]]).

{{SpanID|fig3b-15}}{{SpanID|fig3b-15s1}}
<div id="fig620.2.10.1"></div>
[[File:Figure 620.2.15.1 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt="Two examples of markings for obstructions in a roadway are shown.

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.

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.

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."
|<center>'''Figure 620.2.15.1''' Examples of Applications of Markings for Obstructions in the Roadway <br>''(Sheet 1 of 2)''</center>]]

{{SpanID|fig3b-15s2}}
<div id="fig620.2.10.2"></div>
[[File:Figure 620.2.15.2 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt="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.

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."
|<center>'''Figure 620.2.15.2''' Examples of Applications of Markings for Obstructions in the Roadway <br>''(Sheet 2 of 2)''</center>]]

'''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<sup>2</sup>/60 should be used to compute the taper length.

The minimum taper length should be 100 feet in urban areas and 200 feet in rural areas.

'''Option. '''The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.

Observed speeds may be used to determine the taper length when the observed speed exceeds the posted or statutory speed limits.

Unique situations may require special markings or warning devices.

'''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]]).

'''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]].

'''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]]).

'''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.

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.

'''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.

=={{SpanID|620.2.16}}620.2.16 Inlaid Pavement Markers – General (MUTCD Section 3B.14)==
[[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]]
'''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.

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.

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.

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.

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.

'''MoDOT's Implementation of ILPMs'''

'''Standard.''' If used, ILPMs shall be installed according to the following conditions:
:A. ILPMs are limited to freeways with three or more through lanes in one direction.
:B. The cradle system of ILPMs shall be the marker style used. ILPMs shall comply with the current approved vendor list.
:C. ILPMs shall be installed in pairs, placed in every other gap between the skips of broken (intermittent) lane line markings only
:# Installed in accordance with manufactures’ installation guidance.
:# 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.

: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.

<center>
{|
|-
| colspan="2" | [[File:620.2_additionalImagery_2.png|thumb|center|600px|ILPM installation in pavement groove]]
|-
| colspan="2" | [[File:620.2_additionalImagery_3.png|thumb|center|600px|Paired ILPM installation and spacing]]
|-
| [[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]]
| style="vertical-align: top;"| [[File:620.2_additionalImagery_5.png|thumb|center|Paired ILPM installation and spacing]]
|}
</center>

'''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.

'''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.

'''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.

'''Option.''' Maintenance of ILPMs in asphalt may be accomplished in two typical fashions:
: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.
: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.

'''Guidance.''' When districts consider the use of ILPMs, they should answer the following questions:
: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?
:B. Will the installations be planned to be maintained or will the initial installation be allowed to fade out of service?
: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?
:D. Will the benefits of installing ILPMs offset the impacts to the pavement and its long term maintenance?

<center>
{|
|-
| style="vertical-align: top;"| [[File:620.2_additionalImagery_6.png|thumb|right|Missing reflector from cradle, new reflector can be reinstalled to maintain]]
| style="vertical-align: top;"| [[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]]
|}
</center>

=={{SpanID|620.2.17}}620.2.17 Curb Markings for Delineation (MUTCD Section 3B.18)==

'''Option. '''Barrier curbs on the outside shoulder with a minimum height of 6 inches may be marked for the purpose of delineation.

'''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.

Curbs should not be marked in the following cases:
:A. Where the posted speed limit is 40 mph or less.
:B. Curbs that diverge from the normal traffic flow for commercial and private entrances.
:C. Curbs that are mountable (see [https://www.modot.org/media/16880 Standard Plan 609]).

'''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]]).

{{SpanID|fig620.2.17}}
[[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]]

'''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]]).

=={{SpanID|620.2.18}}620.2.18 Stop and Yield Lines (MUTCD Section 3B.19)==

'''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.

'''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.

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.

'''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]]).

'''Standard. '''Stop lines shall be 24 inches wide.

'''Option. '''Stop lines may be omitted at ramp control signals.

'''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.

{{SpanID|fig3b16}}
[[File:Figure 620.2.18 Examples of Yield Line Application.png|thumb|center|850px|alt="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.

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.

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."
|'''Figure 620.2.18''' Examples of Yield Line Applications]]

'''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]]).

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.

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.

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].

'''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.

Yield lines may also be used where engineering judgment indicates a need.

'''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.

Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.

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.

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.

'''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.

'''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]]).

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.

'''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.

'''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.

'''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]]).

'''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.

=={{SpanID|620.2.19}}620.2.19 Word, Symbol, and Arrow Pavement Markings – General (MUTCD Section 3B.20)==

'''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].

'''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.

'''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.

'''Standard.''' Word, symbol, and arrow markings shall be white and retroreflective, except as otherwise provided in [[#620.2.19|EPG 620.2.19]].

'''Option. '''Black contrast markings may be used in combination with white pavement markings on light-colored pavements, such as concrete, to enhance visibility.

'''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)]]).

'''Guidance. '''Word, symbol, and/or arrow markings that are grouped together to formulate one interrelated message should not exceed three lines of information.

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.

When conveying mandatory messages, these markings should only be used as supplementary devices to the standard signs.

Pavement word, symbol, and arrow markings should be no more than one lane in width.

Pavement word, symbol, and arrow markings should be proportionally scaled to fit within the width of the facility upon which they are applied.

'''Option.''' On narrow, low-speed shared-use paths, the pavement words, symbols, and arrows may be smaller than suggested, but to the relative scale.

=={{SpanID|620.2.20}}620.2.20 Word Pavement Markings (MUTCD Section 3B.21)==

'''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.

The spacing between pavement word and symbol markings is approximate and should be adjusted as field conditions warrant.

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.

'''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.

{{SpanID|fig3b17}}
[[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.
|'''Figure 620.2.20''' Example ONLY word pavement marking]]

'''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]]).

'''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.

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]]).

'''Standard. '''The ONLY word marking shall not be used in a lane that is shared by more than one movement.

=={{SpanID|620.2.21}}620.2.21 Symbol Pavement Markings (MUTCD Section 3B.22)==

'''Support.''' [[914.5 Markings (MUTCD Chapter 9E)#914.5|EPG 914.5]] contains information on symbol markings that can be used for bicycle lanes.

'''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]]).

{{SpanID|fig3b18}}
[[File:Figure 620.2.21.1 Elongated Route Shields.png|thumb|center|650px|alt="A: An elongated red and blue Interstate Route Shield is shown with a white numeral “70” on the shield.
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.
C: An elongated white U.S. Route Shield is shown, with a black numeral “136” on the shield on a black square.
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.
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."
|'''Figure 620.2.21.1''' Elongated Route Shields ]]

{{SpanID|fig3b19}}
[[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.
|'''Figure 620.2.21.2''' International Symbol of Accessibility Parking Space Marker]]

{{SpanID|fig3b20}}
[[File:Figure 620.2.21.3 Yield Ahead Triangle Symbols.png|thumb|center|800px|alt="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.
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."
|'''Figure 620.2.21.3''' Yield Ahead Triangle Symbols]]

<div id="fig620.2.21.4"></div>
[[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.
|<center>'''Figure 620.2.21.4''' Disabled Symbol Detail'''</center>]]

<div id="fig620.2.21.5"></div>
[[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.
|<center>'''Figure 620.2.21.5''' Disabled Parking Area'''</center>]]

<div id="fig620.2.21.6"></div>
[[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.
|<center>'''Figure 620.2.21.6''' Disabled Parking Area Multiple'''</center>]]

'''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.

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.

'''Support.''' [[620.1_General_(MUTCD_Chapter_3A)#620.1.3|EPG 620.1.3]] provides information on route sign colors.

'''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.

'''Option. '''A blue background with white border may supplement the wheelchair symbol as shown in [[#fig3b19|Figure 620.2.21.2]].

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.

'''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]].

'''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.

=={{SpanID|620.2.22}}620.2.22 Lane-Use Arrows (MUTCD Section 3B.23)==

{{SpanID|fig3b21}}
[[File:Figure 620.2.22.1 Examples of Arrows for Pavement Marking.png|thumb|center|700px|alt="A: A black arrow is shown composed of a horizontal straight shaft that ends in an arrowhead, pointing to the right.
B: A black arrow is shown composed of a horizontal left-curving shaft that ends in an upward-pointing arrowhead.
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.
D: A black arrow is shown composed of a horizontal left-curving shaft that ends in a semicircle arrowhead, pointing to the left.
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.
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.
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.
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."
|'''Figure 620.2.22.1''' Examples of Arrows for Pavement Markings]]

{{SpanID|fig3b22}}
[[File:Figure 620.2.22.2 Examples of lane-Use Control Word and Arrow Pavement Markingsv2.png|thumb|center|600px|alt="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.
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.
"
|'''Figure 620.2.22.2''' Examples of Lane-Use Control Word and Arrow Pavement Markings]]

'''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]]).

[[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.

'''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]]).

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]]):
:A. The first arrow should be placed 75 ft. in advance of the stop line.
:B. The second arrow should be placed 200 ft. in advance of the stop line.
:C. Any additional arrows should be placed in 200 ft. increments.

The distances between arrows may be adjusted if there are special circumstances that warrant the change.

{{SpanID|fig620.2.22.3}}
[[File:Figure 620.2.22.3 Spacing of Arrow in Left-Turn and Right-Turn Lanes.png|thumb|center|850px|alt="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.

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.

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."
|'''Figure 620.2.22.3''' Spacing of Arrow in Left-Turn and Right-Turn Lanes]]

'''Support.''' An arrow at the downstream end of a turn lane can help to prevent wrong-way movements.

'''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]]).

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.

'''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.

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.

'''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.

'''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.

=={{SpanID|620.2.23}}620.2.23 Wrong-Way Arrows (MUTCD Section 3B.24)==

'''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]]).

'''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.

Directional pavement arrows may be used as a substitute for the wrong-way arrows when wrong-way arrows are required.

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.

Wrong-way pavement arrows may be placed on one way outer roads to further indicate the proper direction to travel.

'''Standard.''' In the case of two lane ramps where wrong-way pavement arrows are used, one arrow shall be provided for each lane.

'''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.

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.

=={{SpanID|620.2.24}}620.2.24 Chevron and Diagonal Markings (MUTCD Section 3B.25)==
{{SpanID|fig620.2.24}}
[[File:Figure 620.2.24 Typical Chevron and Diagonal Markings.png|thumb|alt=|center|800px|'''Figure 620.2.24''' Typical Chevron and Diagonal Markings]]

'''Support. '''Chevron or diagonal markings are used to discourage travel on certain paved areas, such as shoulders, neutral areas, and flush median islands.

'''Guidance.''' Chevrons should be installed in the neutral area of gores when the following conditions are present:
:A. A gore length of 250 ft or greater; and
: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]]).

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].

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.

'''Option.''' Chevron and diagonal markings may be used:
:A. On approaches to obstructions in the roadway (see [[#fig3b-15s2|Figure 620.2.15.2]]),
:B. For channelized travel paths on approaches to intersections,
: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
:D. In the neutral areas of islands.

'''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.

'''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]].

'''Option.''' Diagonal markings for opposing directions of traffic may be used:
:A. On approaches to obstructions in the roadway (see Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]]),
:B. In flush median islands between double solid yellow center line markings (see [[#fig3b5|Figure 620.2.3.3]]), and
: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]]).

Diagonal markings may be used on paved shoulders or in no-parking zones, or other locations for special emphasis.

'''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]].

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.

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.

'''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.

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]]).

=={{SpanID|620.2.25}}620.2.25 Do Not Block Intersection Markings (MUTCD Section 3B.26)==
 
{{SpanID|fig3b24}}
[[File:Figure 620.2.25 Do Not Block Intersection Markings.png|thumb|center|900px|alt="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.
"
|'''Figure 620.2.25''' Do Not Block Intersection Markings]]

'''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.

'''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.

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.

=={{SpanID|620.2.26}}620.2.26 Parking Space Markings (MUTCD Section 3B.27)==

'''Standard. '''On-street parking space markings shall be white.

'''Support. '''Examples of on-street parking space markings are shown in [[#fig3b23|Figure 620.2.26]].

'''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]].

{{SpanID|fig3b23}}
[[File:Figure 620.2.26 Example of Parking Space Markings.png|thumb|center|700px|alt="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.
"
|'''Figure 620.2.26''' Example of Parking Space Markings]]

=={{SpanID|620.2.27}}620.2.27 Speed Hump and Speed Table Markings (MUTCD Section 3B.29)==

{{SpanID|fig3b26}}
[[File:Figure 620.2.27.1 Pavement Markings for Speed Humps without Crosswalks.png|thumb|center|800px|alt="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.
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.”
"
|'''Figure 620.2.27.1''' Pavement Markings for Speed Humps without Crosswalks]]

{{SpanID|fig3b27}}
[[File:Figure 620.2.27.2 Pavement Markings for Speed Tables or Speed Humps with Crosswalks.png|thumb|center|800px|alt="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.
"
|'''Figure 620.2.27.2''' Pavement Markings for Speed Tables or Speed Humps with Crosswalks]]

'''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.

'''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]].

'''Option. '''Where used, center line markings, lane line markings, and edge lines may be discontinued on the profile of the speed hump.

'''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.

=={{SpanID|620.2.28}}620.2.28 Advance Speed Hump and Speed Table Markings (MUTCD Section 3B.30)==

'''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.

'''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.

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]].

'''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.

'''Guidance. '''If used, advance speed hump markings should be installed in each approach lane.


=={{SpanID|620.2.29}}620.2.29 Aircraft Speed Measurement Markings==

'''Support. '''An aircraft speed measurement marking is a transverse marking placed on the roadway to assist the enforcement of speed regulations.

'''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.

{{SpanID|fig620.2.29}}
[[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.
|<center>'''Figure 620.2.29 Pavement Marking for Aircraft Speed Check Stations'''</center>]]

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]]).

The markings shall be reflective, and are to be placed on the center of each driving lane.

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]].

'''Option. '''A third block may be installed at the special request of the Highway Patrol.

If the Highway Patrol wishes to only check traffic flowing in one direction, these markings may be omitted from the opposing lanes.

'''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.

The application of any material should be done following the manufacturer’s recommendations for installation.

'''Option.''' On concrete surfaces, black may be used to provide contrast of the speed blocks.

=={{SpanID|620.2.30}}620.2.30 Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad (MUTCD Section 3B.31)==

{{SpanID|fig3b29}}
[[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]]

'''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.

'''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.

A lane-use arrow (see [[#620.2.22|EPG 620.2.22]]) shall be used in each approach lane at the crossover intersection.

'''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.

'''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.

'''Guidance.''' Edge line and lane line extensions (see [[#620.2.13|EPG 620.2.13]]) should be provided through the crossing points.

'''Support.''' [[#fig3b29|Figure 620.2.30]] illustrates an example of pavement markings for a diverging diamond interchange with a transposed alignment crossroad.

620.2 Pavement and Curb Markings (MUTCD Chapter 3B)

2025-12-01T14:36:15Z

WilkeJ: /* {{SpanID|620.2.4}}620.2.4 Establishing and Recording No Passing Zones */

[[Category:620 Pavement Marking (MUTCD Part 3)|620.02]]
=={{SpanID|620.2.1}}620.2.1 Yellow Center Line Pavement Markings (MUTCD Section 3B.01)==

'''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.

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]]:
: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;
: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
: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.

A single solid yellow line shall not be used as a center line marking on a two-way roadway.

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]].

 
{{SpanID|fig3b1}}
[[File:Figure 620.2.1.1 Yellow Center Lines for Two-Lane, Two-Way Applications.png|thumb|center|900px|alt="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.
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."
|'''Figure 620.2.1.1''' Yellow Center Lines for Two-Lane, Two-Way Applications]]

 

{{SpanID|fig3b2}}
[[File:Figure 620.2.1.2 Yellow Center Lines for Four-or-More Lane, Two-Way Applications.png|thumb|center|850px|alt="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.
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.
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."
|'''Figure 620.2.1.2''' Yellow Center Lines for Four-or-More Lane, Two-Way Applications]]

'''Support. '''MoDOT previously marked center lines using a 2-line or 3-line system. The 3-line system is no longer used by MoDOT.

'''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.

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.

[[#620.2.13|EPG 620.2.13]] contains information for application of pavement markings through intersections or interchanges.

'''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.

'''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]).

'''Support.''' Examples of markings for alternating passing lanes are shown in [https://www.modot.org/media/16896#page=2 Standard Plan 620].

=={{SpanID|620.2.2}}620.2.2 Warrants for Yellow Center Lines (MUTCD Section 3B.02)==

'''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.

'''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.

{{SpanID|fig3b7}}
[[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.

|'''Figure 620.2.2''' Example of Two-Way, Left-Turn Marking Applications]]

=={{SpanID|620.2.3}}620.2.3 No-Passing Zone Pavement Markings (MUTCD Section 3B.03)==

'''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]].

No-passing zone markings shall be used on:
:A. Two-way roadways at lane-reduction transitions (see [[#620.2.14|EPG 620.2.14]]),
:B. Approaches to obstructions that must be passed on the right (see [[#620.2.15| EPG 620.2.15]]),
:C. Approaches to grade crossings (see [[913.3 Markings (MUTCD Chapter 8C)#913.3.2|EPG 913.3.2]]), and
:D. Approaches to crosswalks.
:E. Approaches to added uphill truck or passing lanes,
:F. Approaches to controlled intersections, and
:G. Approaches to lane transitions.

No-passing zone marking shall be installed a minimum of 500 feet in advance of conditions as described in the previous paragraph.

{{SpanID|fig620.2.3.1}}
[[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.
|'''Figure 620.2.3.1''' Marking Uphill Truck Lane]]

'''Option. '''The length of passing zone markings may be increased for sight distance limitations or based on engineering judgement.

'''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.

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.

{{SpanID|tab620.2.3}}{{SpanID|tab3b1}}
<center>
{| class="wikitable" style="text-align: center;"
|+ '''Table 620.2.3''' Minimum Passing Sight
Distances for No-Passing Zone Markings
|-
! 85th-Percentile or Speed Limit !! Minimum Passing Sight Distance
|-
| 25 mph || 500 feet
|-
| 30 mph || 500 feet
|-
| 35 mph || 550 feet
|-
| 40 mph || 600 feet
|-
| 45 mph || 700 feet
|-
| 50 mph || 800 feet
|-
| 55 mph || 900 feet
|-
| 60 mph || 1,000 feet
|-
| 65 mph || 1,100 feet
|-
| 70 mph || 1,200 feet
|-
|}
</center>

{{SpanID|fig3b4}}
[[File:Figure 620.2.3.2 Method of Locating and Determining the Limit of No-Passing Zones at Curves.png|thumb|center|900px|alt="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.”
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.
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.
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.
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.
"|'''Figure 620.2.3.2''' Method of Locating and Determining the Limits of No-Passing Zones at Curves]]

'''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”.

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]]).

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.

'''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.

'''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.

{{SpanID|fig3b5}}
[[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="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]]

'''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.

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.

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.

On added uphill truck lanes, a no-passing zone marking shall be provided for the entire length of the ascending direction of travel.

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.

'''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.

{{SpanID|fig620.2.2.0.2}}{{SpanID|fig620.2.3.4}}
[[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 "L" 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.
|'''Figure 620.2.3.4''' Marking for Median Islands for Left Turn Bays]]

'''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]]).

'''Guidance. '''The taper length of transition zones should not be less than the taper length calculated using the equations L = WS or L = WS<sup>2</sup>/60 as defined in [[#620.2.14|EPG 620.2.14]]. Installation of these markings should conform to the established general patterns.

=={{SpanID|620.2.4}}620.2.4 Establishing and Recording No Passing Zones==

'''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.

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]]).

'''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.

'''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.

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.

=={{SpanID|620.2.5}}620.2.5 Center Line Markings on Bridges==

'''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.

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]]).

=={{SpanID|620.2.6}}620.2.6 Pavement Markings for Two-Way Left-Turn Lanes (MUTCD Section 3B.05)==

'''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]].

'''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]].

'''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.

'''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.

'''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.

'''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]]).

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)]]).

'''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.

'''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.

=={{SpanID|620.2.7}}620.2.7 White Lane Line Pavement Markings (MUTCD Section 3B.06)==

'''Standard. '''When used, lane line pavement markings delineating the separation of traffic lanes that have the same direction of travel shall be white.

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.

'''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]

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.

The lane width delineated by lane line pavement markings should not be less than 10 feet.

'''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]].

'''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.

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]]).

Where crossing the lane line markings is discouraged, the lane line markings shall consist of a normal width solid white line.

'''Guidance. '''A solid white lane line marking should be used on approaches to:
:A. Intersections to separate a through lane from a mandatory turn lane.
:B. Intersections to separate contiguous mandatory turn lanes from each other.
:C. Channelized movements or obstructions.

'''Option.''' Solid white lane line markings may be used:
:A. On approaches to intersections to separate contiguous through lanes.
:B. To separate through traffic lanes from auxiliary lanes, such as an added uphill truck lane.
:C. On approaches to crosswalks across multi-lane roadways.

Wide solid lane line markings may be used for greater emphasis.

A curved transition may be used where an edge line, channelizing line, or dotted extension line changes direction.

'''Support. '''Examples of locations where a curved transition can have value include freeway exit and entrance ramps, and turn lanes.

'''Standard. '''Where crossing the lane line markings is prohibited, the lane line markings shall consist of a solid double white line (DWL).

The State Highway Safety and Traffic Engineer must approve the use of a solid DWL.

'''Guidance. '''A solid DWL should be used to address an identifiable need.

Use signs in advance of the area delineated by a solid DWL to provide motorists an opportunity to adjust to the condition.

=={{SpanID|620.2.8}}620.2.8 White Lane Line Markings for Non-Continuing Lanes (Section 3B.07)==

'''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.

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]].

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]].

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]].

{{SpanID|fig3b9s1}}
[[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="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.
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." |'''Figure 620.2.8.1''' Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings ''(Sheet 1 of 2)'']]

{{SpanID|fig3b9s2}}
[[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 "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)'']]

{{SpanID|fig3b10}}
[[File:Figure 620.2.8.3 Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings.png|thumb|center|900px|alt="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.”" |'''Figure 620.2.8.3''' Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings]]

{{SpanID|fig3b11}}{{SpanID|fig3b11s1}}
[[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)'']]

{{SpanID|fig3b11s2}}
[[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)'']]

{{SpanID|fig3b11s3}}
[[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)'']]

{{SpanID|fig3b11s4}}
[[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)'']]

{{SpanID|fig3b11s5}}
[[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)'']]

{{SpanID|fig3b11s6}}
[[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)'']]

{{SpanID|fig3b12}}{{SpanID|fig3b12s1}}
[[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.
|'''Figure 620.2.8.4.1''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 1 of 2)'']]

{{SpanID|fig3b12s2}}
[[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="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.
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.”
"
|'''Figure 620.2.8.4.2''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 2 of 2)'']]

'''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]].

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]].

'''Standard.''' A wide dotted white lane line shall be used:
: 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]]),
: B. In advance of freeway route splits with dedicated lanes (see Drawing D in [[#fig3b11s4|Figure 620.2.8.3.4]]),
: C. In advance of freeway route splits with an option lane (see Drawing E in [[#fig3b11s5|Figure 620.2.8.3.5]]),
: 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]]),
: 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
: 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]]).

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.

'''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.

'''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]].

'''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.

'''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.

[[#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.

'''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]]).

=={{SpanID|620.2.9}}620.2.9 Channelizing Lines (MUTCD Section 3B.08)==

'''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.

[[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.

'''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.

Channelizing lines used to mark gores shall be wide solid white lines.

'''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]].

'''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]]).

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]].

Other pavement markings in the neutral area shall be white.

'''Support.''' Pavement markings within the neutral area include chevron markings (see [[#620.2.24|EPG 620.2.24]]).

=={{SpanID|620.2.10}}620.2.10 Edge Line Pavement Markings (MUTCD Section 3B.09)==

'''Standard. '''If used, edge line pavement markings shall delineate the right or left edges of a roadway.

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.

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]].

'''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]]).

'''Support. '''Edge line markings provide visual references to guide road users during adverse weather and visibility conditions.

'''Guidance. '''Edge line markings should not be continued through intersections, except for the following situations:
:A. Dotted edge line extensions (see [[#620.2.13|EPG 620.2.13]]), or
:B. Through that part of an intersection with no intersection approach (such as the far side of a T-intersection).

'''Support.''' [[#620.2.13|EPG 620.2.13]] contains information on the use and application of edge lines through intersections, interchanges, and driveways.

{{SpanID|fig620.2.10}}
[[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]]

=={{SpanID|620.2.11}}620.2.11 Warrants for Use of Edge Lines (MUTCD Section 3B.10)==

'''Standard.''' Edge line markings shall be placed on paved streets or highways with the following characteristics:
: A. Freeways,
: B. Expressways, and
: C. Routes with a traveled way of 20 feet or more in width and an ADT of 400 vehicles per day or greater.

'''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.

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.

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.

=={{SpanID|620.2.12}}620.2.12 Bridge Edge Lines==

'''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]]):
: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.
: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.
: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.
: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.
: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.

'''Guidance. '''Special attention should be given to all bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway.

'''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]].)

{{SpanID|fig620.2.12.1}}
[[File:Figure 620.2.12.1 Edge Line Striping for Two-Lane, Two-Way Bridges.png|thumb|center|561px|alt="The figure shows four examples of bridge edge line striping.
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.
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.
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.
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."
|<center>'''Figure 620.2.12.1''' Edge Line Striping for Two-Lane, Two-Way Bridges''</center>]]

{{SpanID|fig620.2.12.2}}
[[File:Figure 620.2.12.2 Edge Line Striping for Single Lane Bridges.png|thumb|center|561px|alt="The figure shows pavement marking layouts for one-lane bridges on two-way, two-lane roadways.
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.
The left example and right example are nearly identical, one used when weight restrictions apply and the other for when width restrictions apply."
|<center>'''Figure 620.2.12.2''' Edge Line Striping for Single Lane Bridges''</center>]]

=={{SpanID|620.2.13}}620.2.13 Application of Pavement Markings Through Intersections or Interchanges (MUTCD Section 3B.11)==

'''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]]).

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.

'''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.

'''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.

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.

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.

'''Standard. '''Extensions of center lines through intersections shall be dotted lines.

'''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.

'''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).

'''Guidance. '''Edge line markings should be discontinued across intersecting approaches at intersections or interchanges.

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.

'''Option. '''Dotted edge line extensions may be placed through intersections.

Edge line extension lines may be used at the district's discretion.

'''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.

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]]).

{{SpanID|fig620.2.13.1}}
[[File:Figure 620.2.13.1 Examples of Line Extensions through Intersections (Sheet 1 of 2).png|thumb|center|800px|alt="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.
B: The intersection of an eastbound three-lane horizontal roadway with a northbound three-lane vertical roadway is shown.
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."
|'''Figure 620.2.13.1''' Examples of Line Extensions through Intersections ''(Sheet 1 of 2)'']]

{{SpanID|fig620.2.13.2}}
[[File:Figure 620.2.13.2 Example of Line Extensions through Intersections (Sheet 2 of 2).png|thumb|center|800px|alt="C: The intersection of a five-lane horizontal roadway with 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. 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.
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.
"
|'''Figure 620.2.13.2''' Examples of Line Extensions through Intersections ''(Sheet 2 of 2)'']]

{{SpanID|fig620.2.13.3}}
[[File:Figure 620.2.13.3 Edge Line Striping for At Grade Intersections.png|thumb|center|800px|alt="The figure shows examples of pavement markings at intersections on both divided and undivided highways.
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.
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.
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. "
|'''Figure 620.2.13.3''' Edge Line Striping for At Grade Intersections]]

'''Support. '''[[#620.2.30|EPG 620.2.30]] contains information about edge lines through diverging diamond interchanges with a transposed alignment crossroad.

[[620.4 Circular Intersection Markings (MUTCD Chapter 3D)#620.4.3|EPG 620.4.3]] provides information for edge lines through roundabouts.

[[: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.

[[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.

[[914.5 Markings (MUTCD Chapter 9E)#914.5.3|EPG 914.5.3]] contains information for the extensions of bicycle lanes through intersections.

=={{SpanID|620.2.14}}620.2.14 Lane-Reduction Transitions (MUTCD Section 3B.12)==

{{SpanID|fig3b14}}
[[File:Figure 620.2.14 Examples of Applications of Lane-Reduction Transition Markings.png|thumb|center|850px|alt="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.
"
|'''Figure 620.2.14''' Examples of Applications of Lane-Reduction Transition Markings]]

'''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.

[[#620.2.8|EPG 620.2.8]] contains information on pavement markings for lane drops and splits.

[[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.

'''Standard.''' Lane-reduction transitions (see [[#fig3b14|Figure 620.2.14]]) shall include the following elements:

: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
: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.

'''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.

'''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.

'''Guidance. '''Lane-reduction transitions should include the following elements:

: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,
: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
: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.

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<sup>2</sup>/60 should be used to compute the taper length.

The minimum lane reduction transition taper length should be 100 feet in urban areas and 200 feet in rural areas.

Where observed speeds exceed speed limits, longer tapers should be used.

'''Option.''' The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.

On new construction, where no speed limit has been established, the design speed may be used in the transition taper length formula.

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.

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.

Lane-reduction arrow markings may be used in long acceleration lanes based on engineering judgment.

=={{SpanID|620.2.15}}620.2.15 Approach Markings for Obstructions (MUTCD Section 3B.13)==

'''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]]).

{{SpanID|fig3b-15}}{{SpanID|fig3b-15s1}}
<div id="fig620.2.10.1"></div>
[[File:Figure 620.2.15.1 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt="Two examples of markings for obstructions in a roadway are shown.

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.

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.

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."
|<center>'''Figure 620.2.15.1''' Examples of Applications of Markings for Obstructions in the Roadway <br>''(Sheet 1 of 2)''</center>]]

{{SpanID|fig3b-15s2}}
<div id="fig620.2.10.2"></div>
[[File:Figure 620.2.15.2 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt="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.

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."
|<center>'''Figure 620.2.15.2''' Examples of Applications of Markings for Obstructions in the Roadway <br>''(Sheet 2 of 2)''</center>]]

'''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<sup>2</sup>/60 should be used to compute the taper length.

The minimum taper length should be 100 feet in urban areas and 200 feet in rural areas.

'''Option. '''The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.

Observed speeds may be used to determine the taper length when the observed speed exceeds the posted or statutory speed limits.

Unique situations may require special markings or warning devices.

'''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]]).

'''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]].

'''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]]).

'''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.

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.

'''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.

=={{SpanID|620.2.16}}620.2.16 Inlaid Pavement Markers – General (MUTCD Section 3B.14)==
[[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]]
'''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.

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.

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.

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.

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.

'''MoDOT's Implementation of ILPMs'''

'''Standard.''' If used, ILPMs shall be installed according to the following conditions:
:A. ILPMs are limited to freeways with three or more through lanes in one direction.
:B. The cradle system of ILPMs shall be the marker style used. ILPMs shall comply with the current approved vendor list.
:C. ILPMs shall be installed in pairs, placed in every other gap between the skips of broken (intermittent) lane line markings only
:# Installed in accordance with manufactures’ installation guidance.
:# 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.

: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.

<center>
{|
|-
| colspan="2" | [[File:620.2_additionalImagery_2.png|thumb|center|600px|ILPM installation in pavement groove]]
|-
| colspan="2" | [[File:620.2_additionalImagery_3.png|thumb|center|600px|Paired ILPM installation and spacing]]
|-
| [[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]]
| style="vertical-align: top;"| [[File:620.2_additionalImagery_5.png|thumb|center|Paired ILPM installation and spacing]]
|}
</center>

'''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.

'''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.

'''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.

'''Option.''' Maintenance of ILPMs in asphalt may be accomplished in two typical fashions:
: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.
: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.

'''Guidance.''' When districts consider the use of ILPMs, they should answer the following questions:
: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?
:B. Will the installations be planned to be maintained or will the initial installation be allowed to fade out of service?
: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?
:D. Will the benefits of installing ILPMs offset the impacts to the pavement and its long term maintenance?

<center>
{|
|-
| style="vertical-align: top;"| [[File:620.2_additionalImagery_6.png|thumb|right|Missing reflector from cradle, new reflector can be reinstalled to maintain]]
| style="vertical-align: top;"| [[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]]
|}
</center>

=={{SpanID|620.2.17}}620.2.17 Curb Markings for Delineation (MUTCD Section 3B.18)==

'''Option. '''Barrier curbs on the outside shoulder with a minimum height of 6 inches may be marked for the purpose of delineation.

'''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.

Curbs should not be marked in the following cases:
:A. Where the posted speed limit is 40 mph or less.
:B. Curbs that diverge from the normal traffic flow for commercial and private entrances.
:C. Curbs that are mountable (see [https://www.modot.org/media/16880 Standard Plan 609]).

'''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]]).

{{SpanID|fig620.2.17}}
[[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]]

'''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]]).

=={{SpanID|620.2.18}}620.2.18 Stop and Yield Lines (MUTCD Section 3B.19)==

'''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.

'''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.

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.

'''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]]).

'''Standard. '''Stop lines shall be 24 inches wide.

'''Option. '''Stop lines may be omitted at ramp control signals.

'''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.

{{SpanID|fig3b16}}
[[File:Figure 620.2.18 Examples of Yield Line Application.png|thumb|center|850px|alt="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.

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.

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."
|'''Figure 620.2.18''' Examples of Yield Line Applications]]

'''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]]).

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.

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.

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].

'''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.

Yield lines may also be used where engineering judgment indicates a need.

'''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.

Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.

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.

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.

'''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.

'''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]]).

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.

'''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.

'''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.

'''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]]).

'''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.

=={{SpanID|620.2.19}}620.2.19 Word, Symbol, and Arrow Pavement Markings – General (MUTCD Section 3B.20)==

'''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].

'''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.

'''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.

'''Standard.''' Word, symbol, and arrow markings shall be white and retroreflective, except as otherwise provided in [[#620.2.19|EPG 620.2.19]].

'''Option. '''Black contrast markings may be used in combination with white pavement markings on light-colored pavements, such as concrete, to enhance visibility.

'''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)]]).

'''Guidance. '''Word, symbol, and/or arrow markings that are grouped together to formulate one interrelated message should not exceed three lines of information.

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.

When conveying mandatory messages, these markings should only be used as supplementary devices to the standard signs.

Pavement word, symbol, and arrow markings should be no more than one lane in width.

Pavement word, symbol, and arrow markings should be proportionally scaled to fit within the width of the facility upon which they are applied.

'''Option.''' On narrow, low-speed shared-use paths, the pavement words, symbols, and arrows may be smaller than suggested, but to the relative scale.

=={{SpanID|620.2.20}}620.2.20 Word Pavement Markings (MUTCD Section 3B.21)==

'''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.

The spacing between pavement word and symbol markings is approximate and should be adjusted as field conditions warrant.

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.

'''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.

{{SpanID|fig3b17}}
[[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.
|'''Figure 620.2.20''' Example ONLY word pavement marking]]

'''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]]).

'''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.

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]]).

'''Standard. '''The ONLY word marking shall not be used in a lane that is shared by more than one movement.

=={{SpanID|620.2.21}}620.2.21 Symbol Pavement Markings (MUTCD Section 3B.22)==

'''Support.''' [[914.5 Markings (MUTCD Chapter 9E)#914.5|EPG 914.5]] contains information on symbol markings that can be used for bicycle lanes.

'''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]]).

{{SpanID|fig3b18}}
[[File:Figure 620.2.21.1 Elongated Route Shields.png|thumb|center|650px|alt="A: An elongated red and blue Interstate Route Shield is shown with a white numeral “70” on the shield.
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.
C: An elongated white U.S. Route Shield is shown, with a black numeral “136” on the shield on a black square.
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.
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."
|'''Figure 620.2.21.1''' Elongated Route Shields ]]

{{SpanID|fig3b19}}
[[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.
|'''Figure 620.2.21.2''' International Symbol of Accessibility Parking Space Marker]]

{{SpanID|fig3b20}}
[[File:Figure 620.2.21.3 Yield Ahead Triangle Symbols.png|thumb|center|800px|alt="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.
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."
|'''Figure 620.2.21.3''' Yield Ahead Triangle Symbols]]

<div id="fig620.2.21.4"></div>
[[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.
|<center>'''Figure 620.2.21.4''' Disabled Symbol Detail'''</center>]]

<div id="fig620.2.21.5"></div>
[[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.
|<center>'''Figure 620.2.21.5''' Disabled Parking Area'''</center>]]

<div id="fig620.2.21.6"></div>
[[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.
|<center>'''Figure 620.2.21.6''' Disabled Parking Area Multiple'''</center>]]

'''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.

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.

'''Support.''' [[620.1_General_(MUTCD_Chapter_3A)#620.1.3|EPG 620.1.3]] provides information on route sign colors.

'''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.

'''Option. '''A blue background with white border may supplement the wheelchair symbol as shown in [[#fig3b19|Figure 620.2.21.2]].

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.

'''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]].

'''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.

=={{SpanID|620.2.22}}620.2.22 Lane-Use Arrows (MUTCD Section 3B.23)==

{{SpanID|fig3b21}}
[[File:Figure 620.2.22.1 Examples of Arrows for Pavement Marking.png|thumb|center|700px|alt="A: A black arrow is shown composed of a horizontal straight shaft that ends in an arrowhead, pointing to the right.
B: A black arrow is shown composed of a horizontal left-curving shaft that ends in an upward-pointing arrowhead.
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.
D: A black arrow is shown composed of a horizontal left-curving shaft that ends in a semicircle arrowhead, pointing to the left.
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.
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.
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.
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."
|'''Figure 620.2.22.1''' Examples of Arrows for Pavement Markings]]

{{SpanID|fig3b22}}
[[File:Figure 620.2.22.2 Examples of lane-Use Control Word and Arrow Pavement Markingsv2.png|thumb|center|600px|alt="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.
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.
"
|'''Figure 620.2.22.2''' Examples of Lane-Use Control Word and Arrow Pavement Markings]]

'''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]]).

[[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.

'''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]]).

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]]):
:A. The first arrow should be placed 75 ft. in advance of the stop line.
:B. The second arrow should be placed 200 ft. in advance of the stop line.
:C. Any additional arrows should be placed in 200 ft. increments.

The distances between arrows may be adjusted if there are special circumstances that warrant the change.

{{SpanID|fig620.2.22.3}}
[[File:Figure 620.2.22.3 Spacing of Arrow in Left-Turn and Right-Turn Lanes.png|thumb|center|850px|alt="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.

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.

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."
|'''Figure 620.2.22.3''' Spacing of Arrow in Left-Turn and Right-Turn Lanes]]

'''Support.''' An arrow at the downstream end of a turn lane can help to prevent wrong-way movements.

'''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]]).

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.

'''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.

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.

'''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.

'''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.

=={{SpanID|620.2.23}}620.2.23 Wrong-Way Arrows (MUTCD Section 3B.24)==

'''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]]).

'''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.

Directional pavement arrows may be used as a substitute for the wrong-way arrows when wrong-way arrows are required.

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.

Wrong-way pavement arrows may be placed on one way outer roads to further indicate the proper direction to travel.

'''Standard.''' In the case of two lane ramps where wrong-way pavement arrows are used, one arrow shall be provided for each lane.

'''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.

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.

=={{SpanID|620.2.24}}620.2.24 Chevron and Diagonal Markings (MUTCD Section 3B.25)==
{{SpanID|fig620.2.24}}
[[File:Figure 620.2.24 Typical Chevron and Diagonal Markings.png|thumb|alt=|center|800px|'''Figure 620.2.24''' Typical Chevron and Diagonal Markings]]

'''Support. '''Chevron or diagonal markings are used to discourage travel on certain paved areas, such as shoulders, neutral areas, and flush median islands.

'''Guidance.''' Chevrons should be installed in the neutral area of gores when the following conditions are present:
:A. A gore length of 250 ft or greater; and
: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]]).

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].

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.

'''Option.''' Chevron and diagonal markings may be used:
:A. On approaches to obstructions in the roadway (see [[#fig3b-15s2|Figure 620.2.15.2]]),
:B. For channelized travel paths on approaches to intersections,
: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
:D. In the neutral areas of islands.

'''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.

'''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]].

'''Option.''' Diagonal markings for opposing directions of traffic may be used:
:A. On approaches to obstructions in the roadway (see Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]]),
:B. In flush median islands between double solid yellow center line markings (see [[#fig3b5|Figure 620.2.3.3]]), and
: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]]).

Diagonal markings may be used on paved shoulders or in no-parking zones, or other locations for special emphasis.

'''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]].

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.

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.

'''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.

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]]).

=={{SpanID|620.2.25}}620.2.25 Do Not Block Intersection Markings (MUTCD Section 3B.26)==
 
{{SpanID|fig3b24}}
[[File:Figure 620.2.25 Do Not Block Intersection Markings.png|thumb|center|900px|alt="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.
"
|'''Figure 620.2.25''' Do Not Block Intersection Markings]]

'''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.

'''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.

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.

=={{SpanID|620.2.26}}620.2.26 Parking Space Markings (MUTCD Section 3B.27)==

'''Standard. '''On-street parking space markings shall be white.

'''Support. '''Examples of on-street parking space markings are shown in [[#fig3b23|Figure 620.2.26]].

'''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]].

{{SpanID|fig3b23}}
[[File:Figure 620.2.26 Example of Parking Space Markings.png|thumb|center|700px|alt="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.
"
|'''Figure 620.2.26''' Example of Parking Space Markings]]

=={{SpanID|620.2.27}}620.2.27 Speed Hump and Speed Table Markings (MUTCD Section 3B.29)==

{{SpanID|fig3b26}}
[[File:Figure 620.2.27.1 Pavement Markings for Speed Humps without Crosswalks.png|thumb|center|800px|alt="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.
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.”
"
|'''Figure 620.2.27.1''' Pavement Markings for Speed Humps without Crosswalks]]

{{SpanID|fig3b27}}
[[File:Figure 620.2.27.2 Pavement Markings for Speed Tables or Speed Humps with Crosswalks.png|thumb|center|800px|alt="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.
"
|'''Figure 620.2.27.2''' Pavement Markings for Speed Tables or Speed Humps with Crosswalks]]

'''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.

'''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]].

'''Option. '''Where used, center line markings, lane line markings, and edge lines may be discontinued on the profile of the speed hump.

'''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.

=={{SpanID|620.2.28}}620.2.28 Advance Speed Hump and Speed Table Markings (MUTCD Section 3B.30)==

'''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.

'''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.

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]].

'''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.

'''Guidance. '''If used, advance speed hump markings should be installed in each approach lane.


=={{SpanID|620.2.29}}620.2.29 Aircraft Speed Measurement Markings==

'''Support. '''An aircraft speed measurement marking is a transverse marking placed on the roadway to assist the enforcement of speed regulations.

'''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.

{{SpanID|fig620.2.29}}
[[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.
|<center>'''Figure 620.2.29 Pavement Marking for Aircraft Speed Check Stations'''</center>]]

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]]).

The markings shall be reflective, and are to be placed on the center of each driving lane.

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]].

'''Option. '''A third block may be installed at the special request of the Highway Patrol.

If the Highway Patrol wishes to only check traffic flowing in one direction, these markings may be omitted from the opposing lanes.

'''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.

The application of any material should be done following the manufacturer’s recommendations for installation.

'''Option.''' On concrete surfaces, black may be used to provide contrast of the speed blocks.

=={{SpanID|620.2.30}}620.2.30 Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad (MUTCD Section 3B.31)==

{{SpanID|fig3b29}}
[[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]]

'''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.

'''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.

A lane-use arrow (see [[#620.2.22|EPG 620.2.22]]) shall be used in each approach lane at the crossover intersection.

'''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.

'''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.

'''Guidance.''' Edge line and lane line extensions (see [[#620.2.13|EPG 620.2.13]]) should be provided through the crossing points.

'''Support.''' [[#fig3b29|Figure 620.2.30]] illustrates an example of pavement markings for a diverging diamond interchange with a transposed alignment crossroad.

620.2 Pavement and Curb Markings (MUTCD Chapter 3B)

2025-12-01T14:33:50Z

WilkeJ: /* {{SpanID|620.2.29}}620.2.29 Aircraft Speed Measurement Markings */

[[Category:620 Pavement Marking (MUTCD Part 3)|620.02]]
=={{SpanID|620.2.1}}620.2.1 Yellow Center Line Pavement Markings (MUTCD Section 3B.01)==

'''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.

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]]:
: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;
: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
: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.

A single solid yellow line shall not be used as a center line marking on a two-way roadway.

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]].

 
{{SpanID|fig3b1}}
[[File:Figure 620.2.1.1 Yellow Center Lines for Two-Lane, Two-Way Applications.png|thumb|center|900px|alt="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.
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."
|'''Figure 620.2.1.1''' Yellow Center Lines for Two-Lane, Two-Way Applications]]

 

{{SpanID|fig3b2}}
[[File:Figure 620.2.1.2 Yellow Center Lines for Four-or-More Lane, Two-Way Applications.png|thumb|center|850px|alt="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.
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.
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."
|'''Figure 620.2.1.2''' Yellow Center Lines for Four-or-More Lane, Two-Way Applications]]

'''Support. '''MoDOT previously marked center lines using a 2-line or 3-line system. The 3-line system is no longer used by MoDOT.

'''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.

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.

[[#620.2.13|EPG 620.2.13]] contains information for application of pavement markings through intersections or interchanges.

'''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.

'''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]).

'''Support.''' Examples of markings for alternating passing lanes are shown in [https://www.modot.org/media/16896#page=2 Standard Plan 620].

=={{SpanID|620.2.2}}620.2.2 Warrants for Yellow Center Lines (MUTCD Section 3B.02)==

'''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.

'''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.

{{SpanID|fig3b7}}
[[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.

|'''Figure 620.2.2''' Example of Two-Way, Left-Turn Marking Applications]]

=={{SpanID|620.2.3}}620.2.3 No-Passing Zone Pavement Markings (MUTCD Section 3B.03)==

'''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]].

No-passing zone markings shall be used on:
:A. Two-way roadways at lane-reduction transitions (see [[#620.2.14|EPG 620.2.14]]),
:B. Approaches to obstructions that must be passed on the right (see [[#620.2.15| EPG 620.2.15]]),
:C. Approaches to grade crossings (see [[913.3 Markings (MUTCD Chapter 8C)#913.3.2|EPG 913.3.2]]), and
:D. Approaches to crosswalks.
:E. Approaches to added uphill truck or passing lanes,
:F. Approaches to controlled intersections, and
:G. Approaches to lane transitions.

No-passing zone marking shall be installed a minimum of 500 feet in advance of conditions as described in the previous paragraph.

{{SpanID|fig620.2.3.1}}
[[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.
|'''Figure 620.2.3.1''' Marking Uphill Truck Lane]]

'''Option. '''The length of passing zone markings may be increased for sight distance limitations or based on engineering judgement.

'''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.

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.

{{SpanID|tab620.2.3}}{{SpanID|tab3b1}}
<center>
{| class="wikitable" style="text-align: center;"
|+ '''Table 620.2.3''' Minimum Passing Sight
Distances for No-Passing Zone Markings
|-
! 85th-Percentile or Speed Limit !! Minimum Passing Sight Distance
|-
| 25 mph || 500 feet
|-
| 30 mph || 500 feet
|-
| 35 mph || 550 feet
|-
| 40 mph || 600 feet
|-
| 45 mph || 700 feet
|-
| 50 mph || 800 feet
|-
| 55 mph || 900 feet
|-
| 60 mph || 1,000 feet
|-
| 65 mph || 1,100 feet
|-
| 70 mph || 1,200 feet
|-
|}
</center>

{{SpanID|fig3b4}}
[[File:Figure 620.2.3.2 Method of Locating and Determining the Limit of No-Passing Zones at Curves.png|thumb|center|900px|alt="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.”
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.
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.
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.
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.
"|'''Figure 620.2.3.2''' Method of Locating and Determining the Limits of No-Passing Zones at Curves]]

'''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”.

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]]).

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.

'''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.

'''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.

{{SpanID|fig3b5}}
[[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="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]]

'''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.

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.

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.

On added uphill truck lanes, a no-passing zone marking shall be provided for the entire length of the ascending direction of travel.

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.

'''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.

{{SpanID|fig620.2.2.0.2}}{{SpanID|fig620.2.3.4}}
[[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 "L" 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.
|'''Figure 620.2.3.4''' Marking for Median Islands for Left Turn Bays]]

'''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]]).

'''Guidance. '''The taper length of transition zones should not be less than the taper length calculated using the equations L = WS or L = WS<sup>2</sup>/60 as defined in [[#620.2.14|EPG 620.2.14]]. Installation of these markings should conform to the established general patterns.

=={{SpanID|620.2.4}}620.2.4 Establishing and Recording No Passing Zones==

'''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.

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]]).

'''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.

'''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.

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.

=={{SpanID|620.2.5}}620.2.5 Center Line Markings on Bridges==

'''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.

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]]).

=={{SpanID|620.2.6}}620.2.6 Pavement Markings for Two-Way Left-Turn Lanes (MUTCD Section 3B.05)==

'''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]].

'''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]].

'''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.

'''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.

'''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.

'''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]]).

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)]]).

'''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.

'''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.

=={{SpanID|620.2.7}}620.2.7 White Lane Line Pavement Markings (MUTCD Section 3B.06)==

'''Standard. '''When used, lane line pavement markings delineating the separation of traffic lanes that have the same direction of travel shall be white.

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.

'''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]

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.

The lane width delineated by lane line pavement markings should not be less than 10 feet.

'''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]].

'''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.

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]]).

Where crossing the lane line markings is discouraged, the lane line markings shall consist of a normal width solid white line.

'''Guidance. '''A solid white lane line marking should be used on approaches to:
:A. Intersections to separate a through lane from a mandatory turn lane.
:B. Intersections to separate contiguous mandatory turn lanes from each other.
:C. Channelized movements or obstructions.

'''Option.''' Solid white lane line markings may be used:
:A. On approaches to intersections to separate contiguous through lanes.
:B. To separate through traffic lanes from auxiliary lanes, such as an added uphill truck lane.
:C. On approaches to crosswalks across multi-lane roadways.

Wide solid lane line markings may be used for greater emphasis.

A curved transition may be used where an edge line, channelizing line, or dotted extension line changes direction.

'''Support. '''Examples of locations where a curved transition can have value include freeway exit and entrance ramps, and turn lanes.

'''Standard. '''Where crossing the lane line markings is prohibited, the lane line markings shall consist of a solid double white line (DWL).

The State Highway Safety and Traffic Engineer must approve the use of a solid DWL.

'''Guidance. '''A solid DWL should be used to address an identifiable need.

Use signs in advance of the area delineated by a solid DWL to provide motorists an opportunity to adjust to the condition.

=={{SpanID|620.2.8}}620.2.8 White Lane Line Markings for Non-Continuing Lanes (Section 3B.07)==

'''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.

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]].

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]].

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]].

{{SpanID|fig3b9s1}}
[[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="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.
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." |'''Figure 620.2.8.1''' Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings ''(Sheet 1 of 2)'']]

{{SpanID|fig3b9s2}}
[[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 "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)'']]

{{SpanID|fig3b10}}
[[File:Figure 620.2.8.3 Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings.png|thumb|center|900px|alt="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.”" |'''Figure 620.2.8.3''' Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings]]

{{SpanID|fig3b11}}{{SpanID|fig3b11s1}}
[[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)'']]

{{SpanID|fig3b11s2}}
[[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)'']]

{{SpanID|fig3b11s3}}
[[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)'']]

{{SpanID|fig3b11s4}}
[[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)'']]

{{SpanID|fig3b11s5}}
[[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)'']]

{{SpanID|fig3b11s6}}
[[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)'']]

{{SpanID|fig3b12}}{{SpanID|fig3b12s1}}
[[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.
|'''Figure 620.2.8.4.1''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 1 of 2)'']]

{{SpanID|fig3b12s2}}
[[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="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.
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.”
"
|'''Figure 620.2.8.4.2''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 2 of 2)'']]

'''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]].

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]].

'''Standard.''' A wide dotted white lane line shall be used:
: 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]]),
: B. In advance of freeway route splits with dedicated lanes (see Drawing D in [[#fig3b11s4|Figure 620.2.8.3.4]]),
: C. In advance of freeway route splits with an option lane (see Drawing E in [[#fig3b11s5|Figure 620.2.8.3.5]]),
: 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]]),
: 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
: 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]]).

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.

'''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.

'''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]].

'''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.

'''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.

[[#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.

'''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]]).

=={{SpanID|620.2.9}}620.2.9 Channelizing Lines (MUTCD Section 3B.08)==

'''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.

[[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.

'''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.

Channelizing lines used to mark gores shall be wide solid white lines.

'''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]].

'''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]]).

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]].

Other pavement markings in the neutral area shall be white.

'''Support.''' Pavement markings within the neutral area include chevron markings (see [[#620.2.24|EPG 620.2.24]]).

=={{SpanID|620.2.10}}620.2.10 Edge Line Pavement Markings (MUTCD Section 3B.09)==

'''Standard. '''If used, edge line pavement markings shall delineate the right or left edges of a roadway.

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.

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]].

'''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]]).

'''Support. '''Edge line markings provide visual references to guide road users during adverse weather and visibility conditions.

'''Guidance. '''Edge line markings should not be continued through intersections, except for the following situations:
:A. Dotted edge line extensions (see [[#620.2.13|EPG 620.2.13]]), or
:B. Through that part of an intersection with no intersection approach (such as the far side of a T-intersection).

'''Support.''' [[#620.2.13|EPG 620.2.13]] contains information on the use and application of edge lines through intersections, interchanges, and driveways.

{{SpanID|fig620.2.10}}
[[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]]

=={{SpanID|620.2.11}}620.2.11 Warrants for Use of Edge Lines (MUTCD Section 3B.10)==

'''Standard.''' Edge line markings shall be placed on paved streets or highways with the following characteristics:
: A. Freeways,
: B. Expressways, and
: C. Routes with a traveled way of 20 feet or more in width and an ADT of 400 vehicles per day or greater.

'''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.

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.

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.

=={{SpanID|620.2.12}}620.2.12 Bridge Edge Lines==

'''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]]):
: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.
: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.
: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.
: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.
: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.

'''Guidance. '''Special attention should be given to all bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway.

'''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]].)

{{SpanID|fig620.2.12.1}}
[[File:Figure 620.2.12.1 Edge Line Striping for Two-Lane, Two-Way Bridges.png|thumb|center|561px|alt="The figure shows four examples of bridge edge line striping.
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.
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.
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.
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."
|<center>'''Figure 620.2.12.1''' Edge Line Striping for Two-Lane, Two-Way Bridges''</center>]]

{{SpanID|fig620.2.12.2}}
[[File:Figure 620.2.12.2 Edge Line Striping for Single Lane Bridges.png|thumb|center|561px|alt="The figure shows pavement marking layouts for one-lane bridges on two-way, two-lane roadways.
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.
The left example and right example are nearly identical, one used when weight restrictions apply and the other for when width restrictions apply."
|<center>'''Figure 620.2.12.2''' Edge Line Striping for Single Lane Bridges''</center>]]

=={{SpanID|620.2.13}}620.2.13 Application of Pavement Markings Through Intersections or Interchanges (MUTCD Section 3B.11)==

'''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]]).

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.

'''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.

'''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.

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.

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.

'''Standard. '''Extensions of center lines through intersections shall be dotted lines.

'''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.

'''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).

'''Guidance. '''Edge line markings should be discontinued across intersecting approaches at intersections or interchanges.

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.

'''Option. '''Dotted edge line extensions may be placed through intersections.

Edge line extension lines may be used at the district's discretion.

'''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.

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]]).

{{SpanID|fig620.2.13.1}}
[[File:Figure 620.2.13.1 Examples of Line Extensions through Intersections (Sheet 1 of 2).png|thumb|center|800px|alt="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.
B: The intersection of an eastbound three-lane horizontal roadway with a northbound three-lane vertical roadway is shown.
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."
|'''Figure 620.2.13.1''' Examples of Line Extensions through Intersections ''(Sheet 1 of 2)'']]

{{SpanID|fig620.2.13.2}}
[[File:Figure 620.2.13.2 Example of Line Extensions through Intersections (Sheet 2 of 2).png|thumb|center|800px|alt="C: The intersection of a five-lane horizontal roadway with 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. 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.
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.
"
|'''Figure 620.2.13.2''' Examples of Line Extensions through Intersections ''(Sheet 2 of 2)'']]

{{SpanID|fig620.2.13.3}}
[[File:Figure 620.2.13.3 Edge Line Striping for At Grade Intersections.png|thumb|center|800px|alt="The figure shows examples of pavement markings at intersections on both divided and undivided highways.
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.
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.
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. "
|'''Figure 620.2.13.3''' Edge Line Striping for At Grade Intersections]]

'''Support. '''[[#620.2.30|EPG 620.2.30]] contains information about edge lines through diverging diamond interchanges with a transposed alignment crossroad.

[[620.4 Circular Intersection Markings (MUTCD Chapter 3D)#620.4.3|EPG 620.4.3]] provides information for edge lines through roundabouts.

[[: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.

[[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.

[[914.5 Markings (MUTCD Chapter 9E)#914.5.3|EPG 914.5.3]] contains information for the extensions of bicycle lanes through intersections.

=={{SpanID|620.2.14}}620.2.14 Lane-Reduction Transitions (MUTCD Section 3B.12)==

{{SpanID|fig3b14}}
[[File:Figure 620.2.14 Examples of Applications of Lane-Reduction Transition Markings.png|thumb|center|850px|alt="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.
"
|'''Figure 620.2.14''' Examples of Applications of Lane-Reduction Transition Markings]]

'''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.

[[#620.2.8|EPG 620.2.8]] contains information on pavement markings for lane drops and splits.

[[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.

'''Standard.''' Lane-reduction transitions (see [[#fig3b14|Figure 620.2.14]]) shall include the following elements:

: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
: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.

'''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.

'''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.

'''Guidance. '''Lane-reduction transitions should include the following elements:

: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,
: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
: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.

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<sup>2</sup>/60 should be used to compute the taper length.

The minimum lane reduction transition taper length should be 100 feet in urban areas and 200 feet in rural areas.

Where observed speeds exceed speed limits, longer tapers should be used.

'''Option.''' The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.

On new construction, where no speed limit has been established, the design speed may be used in the transition taper length formula.

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.

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.

Lane-reduction arrow markings may be used in long acceleration lanes based on engineering judgment.

=={{SpanID|620.2.15}}620.2.15 Approach Markings for Obstructions (MUTCD Section 3B.13)==

'''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]]).

{{SpanID|fig3b-15}}{{SpanID|fig3b-15s1}}
<div id="fig620.2.10.1"></div>
[[File:Figure 620.2.15.1 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt="Two examples of markings for obstructions in a roadway are shown.

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.

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.

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."
|<center>'''Figure 620.2.15.1''' Examples of Applications of Markings for Obstructions in the Roadway <br>''(Sheet 1 of 2)''</center>]]

{{SpanID|fig3b-15s2}}
<div id="fig620.2.10.2"></div>
[[File:Figure 620.2.15.2 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt="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.

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."
|<center>'''Figure 620.2.15.2''' Examples of Applications of Markings for Obstructions in the Roadway <br>''(Sheet 2 of 2)''</center>]]

'''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<sup>2</sup>/60 should be used to compute the taper length.

The minimum taper length should be 100 feet in urban areas and 200 feet in rural areas.

'''Option. '''The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.

Observed speeds may be used to determine the taper length when the observed speed exceeds the posted or statutory speed limits.

Unique situations may require special markings or warning devices.

'''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]]).

'''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]].

'''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]]).

'''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.

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.

'''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.

=={{SpanID|620.2.16}}620.2.16 Inlaid Pavement Markers – General (MUTCD Section 3B.14)==
[[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]]
'''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.

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.

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.

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.

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.

'''MoDOT's Implementation of ILPMs'''

'''Standard.''' If used, ILPMs shall be installed according to the following conditions:
:A. ILPMs are limited to freeways with three or more through lanes in one direction.
:B. The cradle system of ILPMs shall be the marker style used. ILPMs shall comply with the current approved vendor list.
:C. ILPMs shall be installed in pairs, placed in every other gap between the skips of broken (intermittent) lane line markings only
:# Installed in accordance with manufactures’ installation guidance.
:# 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.

: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.

<center>
{|
|-
| colspan="2" | [[File:620.2_additionalImagery_2.png|thumb|center|600px|ILPM installation in pavement groove]]
|-
| colspan="2" | [[File:620.2_additionalImagery_3.png|thumb|center|600px|Paired ILPM installation and spacing]]
|-
| [[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]]
| style="vertical-align: top;"| [[File:620.2_additionalImagery_5.png|thumb|center|Paired ILPM installation and spacing]]
|}
</center>

'''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.

'''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.

'''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.

'''Option.''' Maintenance of ILPMs in asphalt may be accomplished in two typical fashions:
: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.
: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.

'''Guidance.''' When districts consider the use of ILPMs, they should answer the following questions:
: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?
:B. Will the installations be planned to be maintained or will the initial installation be allowed to fade out of service?
: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?
:D. Will the benefits of installing ILPMs offset the impacts to the pavement and its long term maintenance?

<center>
{|
|-
| style="vertical-align: top;"| [[File:620.2_additionalImagery_6.png|thumb|right|Missing reflector from cradle, new reflector can be reinstalled to maintain]]
| style="vertical-align: top;"| [[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]]
|}
</center>

=={{SpanID|620.2.17}}620.2.17 Curb Markings for Delineation (MUTCD Section 3B.18)==

'''Option. '''Barrier curbs on the outside shoulder with a minimum height of 6 inches may be marked for the purpose of delineation.

'''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.

Curbs should not be marked in the following cases:
:A. Where the posted speed limit is 40 mph or less.
:B. Curbs that diverge from the normal traffic flow for commercial and private entrances.
:C. Curbs that are mountable (see [https://www.modot.org/media/16880 Standard Plan 609]).

'''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]]).

{{SpanID|fig620.2.17}}
[[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]]

'''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]]).

=={{SpanID|620.2.18}}620.2.18 Stop and Yield Lines (MUTCD Section 3B.19)==

'''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.

'''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.

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.

'''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]]).

'''Standard. '''Stop lines shall be 24 inches wide.

'''Option. '''Stop lines may be omitted at ramp control signals.

'''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.

{{SpanID|fig3b16}}
[[File:Figure 620.2.18 Examples of Yield Line Application.png|thumb|center|850px|alt="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.

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.

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."
|'''Figure 620.2.18''' Examples of Yield Line Applications]]

'''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]]).

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.

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.

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].

'''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.

Yield lines may also be used where engineering judgment indicates a need.

'''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.

Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.

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.

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.

'''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.

'''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]]).

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.

'''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.

'''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.

'''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]]).

'''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.

=={{SpanID|620.2.19}}620.2.19 Word, Symbol, and Arrow Pavement Markings – General (MUTCD Section 3B.20)==

'''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].

'''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.

'''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.

'''Standard.''' Word, symbol, and arrow markings shall be white and retroreflective, except as otherwise provided in [[#620.2.19|EPG 620.2.19]].

'''Option. '''Black contrast markings may be used in combination with white pavement markings on light-colored pavements, such as concrete, to enhance visibility.

'''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)]]).

'''Guidance. '''Word, symbol, and/or arrow markings that are grouped together to formulate one interrelated message should not exceed three lines of information.

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.

When conveying mandatory messages, these markings should only be used as supplementary devices to the standard signs.

Pavement word, symbol, and arrow markings should be no more than one lane in width.

Pavement word, symbol, and arrow markings should be proportionally scaled to fit within the width of the facility upon which they are applied.

'''Option.''' On narrow, low-speed shared-use paths, the pavement words, symbols, and arrows may be smaller than suggested, but to the relative scale.

=={{SpanID|620.2.20}}620.2.20 Word Pavement Markings (MUTCD Section 3B.21)==

'''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.

The spacing between pavement word and symbol markings is approximate and should be adjusted as field conditions warrant.

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.

'''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.

{{SpanID|fig3b17}}
[[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.
|'''Figure 620.2.20''' Example ONLY word pavement marking]]

'''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]]).

'''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.

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]]).

'''Standard. '''The ONLY word marking shall not be used in a lane that is shared by more than one movement.

=={{SpanID|620.2.21}}620.2.21 Symbol Pavement Markings (MUTCD Section 3B.22)==

'''Support.''' [[914.5 Markings (MUTCD Chapter 9E)#914.5|EPG 914.5]] contains information on symbol markings that can be used for bicycle lanes.

'''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]]).

{{SpanID|fig3b18}}
[[File:Figure 620.2.21.1 Elongated Route Shields.png|thumb|center|650px|alt="A: An elongated red and blue Interstate Route Shield is shown with a white numeral “70” on the shield.
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.
C: An elongated white U.S. Route Shield is shown, with a black numeral “136” on the shield on a black square.
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.
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."
|'''Figure 620.2.21.1''' Elongated Route Shields ]]

{{SpanID|fig3b19}}
[[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.
|'''Figure 620.2.21.2''' International Symbol of Accessibility Parking Space Marker]]

{{SpanID|fig3b20}}
[[File:Figure 620.2.21.3 Yield Ahead Triangle Symbols.png|thumb|center|800px|alt="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.
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."
|'''Figure 620.2.21.3''' Yield Ahead Triangle Symbols]]

<div id="fig620.2.21.4"></div>
[[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.
|<center>'''Figure 620.2.21.4''' Disabled Symbol Detail'''</center>]]

<div id="fig620.2.21.5"></div>
[[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.
|<center>'''Figure 620.2.21.5''' Disabled Parking Area'''</center>]]

<div id="fig620.2.21.6"></div>
[[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.
|<center>'''Figure 620.2.21.6''' Disabled Parking Area Multiple'''</center>]]

'''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.

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.

'''Support.''' [[620.1_General_(MUTCD_Chapter_3A)#620.1.3|EPG 620.1.3]] provides information on route sign colors.

'''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.

'''Option. '''A blue background with white border may supplement the wheelchair symbol as shown in [[#fig3b19|Figure 620.2.21.2]].

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.

'''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]].

'''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.

=={{SpanID|620.2.22}}620.2.22 Lane-Use Arrows (MUTCD Section 3B.23)==

{{SpanID|fig3b21}}
[[File:Figure 620.2.22.1 Examples of Arrows for Pavement Marking.png|thumb|center|700px|alt="A: A black arrow is shown composed of a horizontal straight shaft that ends in an arrowhead, pointing to the right.
B: A black arrow is shown composed of a horizontal left-curving shaft that ends in an upward-pointing arrowhead.
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.
D: A black arrow is shown composed of a horizontal left-curving shaft that ends in a semicircle arrowhead, pointing to the left.
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.
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.
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.
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."
|'''Figure 620.2.22.1''' Examples of Arrows for Pavement Markings]]

{{SpanID|fig3b22}}
[[File:Figure 620.2.22.2 Examples of lane-Use Control Word and Arrow Pavement Markingsv2.png|thumb|center|600px|alt="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.
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.
"
|'''Figure 620.2.22.2''' Examples of Lane-Use Control Word and Arrow Pavement Markings]]

'''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]]).

[[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.

'''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]]).

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]]):
:A. The first arrow should be placed 75 ft. in advance of the stop line.
:B. The second arrow should be placed 200 ft. in advance of the stop line.
:C. Any additional arrows should be placed in 200 ft. increments.

The distances between arrows may be adjusted if there are special circumstances that warrant the change.

{{SpanID|fig620.2.22.3}}
[[File:Figure 620.2.22.3 Spacing of Arrow in Left-Turn and Right-Turn Lanes.png|thumb|center|850px|alt="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.

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.

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."
|'''Figure 620.2.22.3''' Spacing of Arrow in Left-Turn and Right-Turn Lanes]]

'''Support.''' An arrow at the downstream end of a turn lane can help to prevent wrong-way movements.

'''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]]).

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.

'''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.

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.

'''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.

'''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.

=={{SpanID|620.2.23}}620.2.23 Wrong-Way Arrows (MUTCD Section 3B.24)==

'''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]]).

'''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.

Directional pavement arrows may be used as a substitute for the wrong-way arrows when wrong-way arrows are required.

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.

Wrong-way pavement arrows may be placed on one way outer roads to further indicate the proper direction to travel.

'''Standard.''' In the case of two lane ramps where wrong-way pavement arrows are used, one arrow shall be provided for each lane.

'''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.

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.

=={{SpanID|620.2.24}}620.2.24 Chevron and Diagonal Markings (MUTCD Section 3B.25)==
{{SpanID|fig620.2.24}}
[[File:Figure 620.2.24 Typical Chevron and Diagonal Markings.png|thumb|alt=|center|800px|'''Figure 620.2.24''' Typical Chevron and Diagonal Markings]]

'''Support. '''Chevron or diagonal markings are used to discourage travel on certain paved areas, such as shoulders, neutral areas, and flush median islands.

'''Guidance.''' Chevrons should be installed in the neutral area of gores when the following conditions are present:
:A. A gore length of 250 ft or greater; and
: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]]).

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].

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.

'''Option.''' Chevron and diagonal markings may be used:
:A. On approaches to obstructions in the roadway (see [[#fig3b-15s2|Figure 620.2.15.2]]),
:B. For channelized travel paths on approaches to intersections,
: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
:D. In the neutral areas of islands.

'''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.

'''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]].

'''Option.''' Diagonal markings for opposing directions of traffic may be used:
:A. On approaches to obstructions in the roadway (see Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]]),
:B. In flush median islands between double solid yellow center line markings (see [[#fig3b5|Figure 620.2.3.3]]), and
: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]]).

Diagonal markings may be used on paved shoulders or in no-parking zones, or other locations for special emphasis.

'''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]].

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.

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.

'''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.

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]]).

=={{SpanID|620.2.25}}620.2.25 Do Not Block Intersection Markings (MUTCD Section 3B.26)==
 
{{SpanID|fig3b24}}
[[File:Figure 620.2.25 Do Not Block Intersection Markings.png|thumb|center|900px|alt="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.
"
|'''Figure 620.2.25''' Do Not Block Intersection Markings]]

'''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.

'''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.

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.

=={{SpanID|620.2.26}}620.2.26 Parking Space Markings (MUTCD Section 3B.27)==

'''Standard. '''On-street parking space markings shall be white.

'''Support. '''Examples of on-street parking space markings are shown in [[#fig3b23|Figure 620.2.26]].

'''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]].

{{SpanID|fig3b23}}
[[File:Figure 620.2.26 Example of Parking Space Markings.png|thumb|center|700px|alt="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.
"
|'''Figure 620.2.26''' Example of Parking Space Markings]]

=={{SpanID|620.2.27}}620.2.27 Speed Hump and Speed Table Markings (MUTCD Section 3B.29)==

{{SpanID|fig3b26}}
[[File:Figure 620.2.27.1 Pavement Markings for Speed Humps without Crosswalks.png|thumb|center|800px|alt="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.
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.”
"
|'''Figure 620.2.27.1''' Pavement Markings for Speed Humps without Crosswalks]]

{{SpanID|fig3b27}}
[[File:Figure 620.2.27.2 Pavement Markings for Speed Tables or Speed Humps with Crosswalks.png|thumb|center|800px|alt="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.
"
|'''Figure 620.2.27.2''' Pavement Markings for Speed Tables or Speed Humps with Crosswalks]]

'''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.

'''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]].

'''Option. '''Where used, center line markings, lane line markings, and edge lines may be discontinued on the profile of the speed hump.

'''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.

=={{SpanID|620.2.28}}620.2.28 Advance Speed Hump and Speed Table Markings (MUTCD Section 3B.30)==

'''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.

'''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.

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]].

'''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.

'''Guidance. '''If used, advance speed hump markings should be installed in each approach lane.


=={{SpanID|620.2.29}}620.2.29 Aircraft Speed Measurement Markings==

'''Support. '''An aircraft speed measurement marking is a transverse marking placed on the roadway to assist the enforcement of speed regulations.

'''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.

{{SpanID|fig620.2.29}}
[[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.
|<center>'''Figure 620.2.29 Pavement Marking for Aircraft Speed Check Stations'''</center>]]

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]]).

The markings shall be reflective, and are to be placed on the center of each driving lane.

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]].

'''Option. '''A third block may be installed at the special request of the Highway Patrol.

If the Highway Patrol wishes to only check traffic flowing in one direction, these markings may be omitted from the opposing lanes.

'''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.

The application of any material should be done following the manufacturer’s recommendations for installation.

'''Option.''' On concrete surfaces, black may be used to provide contrast of the speed blocks.

=={{SpanID|620.2.30}}620.2.30 Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad (MUTCD Section 3B.31)==

{{SpanID|fig3b29}}
[[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]]

'''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.

'''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.

A lane-use arrow (see [[#620.2.22|EPG 620.2.22]]) shall be used in each approach lane at the crossover intersection.

'''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.

'''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.

'''Guidance.''' Edge line and lane line extensions (see [[#620.2.13|EPG 620.2.13]]) should be provided through the crossing points.

'''Support.''' [[#fig3b29|Figure 620.2.30]] illustrates an example of pavement markings for a diverging diamond interchange with a transposed alignment crossroad.

620.2 Pavement and Curb Markings (MUTCD Chapter 3B)

2025-12-01T14:32:44Z

WilkeJ: /* {{SpanID|620.2.22}}620.2.22 Lane-Use Arrows (MUTCD Section 3B.23) */

[[Category:620 Pavement Marking (MUTCD Part 3)|620.02]]
=={{SpanID|620.2.1}}620.2.1 Yellow Center Line Pavement Markings (MUTCD Section 3B.01)==

'''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.

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]]:
: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;
: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
: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.

A single solid yellow line shall not be used as a center line marking on a two-way roadway.

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]].

 
{{SpanID|fig3b1}}
[[File:Figure 620.2.1.1 Yellow Center Lines for Two-Lane, Two-Way Applications.png|thumb|center|900px|alt="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.
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."
|'''Figure 620.2.1.1''' Yellow Center Lines for Two-Lane, Two-Way Applications]]

 

{{SpanID|fig3b2}}
[[File:Figure 620.2.1.2 Yellow Center Lines for Four-or-More Lane, Two-Way Applications.png|thumb|center|850px|alt="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.
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.
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."
|'''Figure 620.2.1.2''' Yellow Center Lines for Four-or-More Lane, Two-Way Applications]]

'''Support. '''MoDOT previously marked center lines using a 2-line or 3-line system. The 3-line system is no longer used by MoDOT.

'''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.

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.

[[#620.2.13|EPG 620.2.13]] contains information for application of pavement markings through intersections or interchanges.

'''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.

'''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]).

'''Support.''' Examples of markings for alternating passing lanes are shown in [https://www.modot.org/media/16896#page=2 Standard Plan 620].

=={{SpanID|620.2.2}}620.2.2 Warrants for Yellow Center Lines (MUTCD Section 3B.02)==

'''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.

'''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.

{{SpanID|fig3b7}}
[[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.

|'''Figure 620.2.2''' Example of Two-Way, Left-Turn Marking Applications]]

=={{SpanID|620.2.3}}620.2.3 No-Passing Zone Pavement Markings (MUTCD Section 3B.03)==

'''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]].

No-passing zone markings shall be used on:
:A. Two-way roadways at lane-reduction transitions (see [[#620.2.14|EPG 620.2.14]]),
:B. Approaches to obstructions that must be passed on the right (see [[#620.2.15| EPG 620.2.15]]),
:C. Approaches to grade crossings (see [[913.3 Markings (MUTCD Chapter 8C)#913.3.2|EPG 913.3.2]]), and
:D. Approaches to crosswalks.
:E. Approaches to added uphill truck or passing lanes,
:F. Approaches to controlled intersections, and
:G. Approaches to lane transitions.

No-passing zone marking shall be installed a minimum of 500 feet in advance of conditions as described in the previous paragraph.

{{SpanID|fig620.2.3.1}}
[[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.
|'''Figure 620.2.3.1''' Marking Uphill Truck Lane]]

'''Option. '''The length of passing zone markings may be increased for sight distance limitations or based on engineering judgement.

'''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.

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.

{{SpanID|tab620.2.3}}{{SpanID|tab3b1}}
<center>
{| class="wikitable" style="text-align: center;"
|+ '''Table 620.2.3''' Minimum Passing Sight
Distances for No-Passing Zone Markings
|-
! 85th-Percentile or Speed Limit !! Minimum Passing Sight Distance
|-
| 25 mph || 500 feet
|-
| 30 mph || 500 feet
|-
| 35 mph || 550 feet
|-
| 40 mph || 600 feet
|-
| 45 mph || 700 feet
|-
| 50 mph || 800 feet
|-
| 55 mph || 900 feet
|-
| 60 mph || 1,000 feet
|-
| 65 mph || 1,100 feet
|-
| 70 mph || 1,200 feet
|-
|}
</center>

{{SpanID|fig3b4}}
[[File:Figure 620.2.3.2 Method of Locating and Determining the Limit of No-Passing Zones at Curves.png|thumb|center|900px|alt="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.”
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.
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.
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.
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.
"|'''Figure 620.2.3.2''' Method of Locating and Determining the Limits of No-Passing Zones at Curves]]

'''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”.

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]]).

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.

'''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.

'''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.

{{SpanID|fig3b5}}
[[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="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]]

'''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.

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.

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.

On added uphill truck lanes, a no-passing zone marking shall be provided for the entire length of the ascending direction of travel.

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.

'''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.

{{SpanID|fig620.2.2.0.2}}{{SpanID|fig620.2.3.4}}
[[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 "L" 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.
|'''Figure 620.2.3.4''' Marking for Median Islands for Left Turn Bays]]

'''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]]).

'''Guidance. '''The taper length of transition zones should not be less than the taper length calculated using the equations L = WS or L = WS<sup>2</sup>/60 as defined in [[#620.2.14|EPG 620.2.14]]. Installation of these markings should conform to the established general patterns.

=={{SpanID|620.2.4}}620.2.4 Establishing and Recording No Passing Zones==

'''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.

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]]).

'''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.

'''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.

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.

=={{SpanID|620.2.5}}620.2.5 Center Line Markings on Bridges==

'''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.

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]]).

=={{SpanID|620.2.6}}620.2.6 Pavement Markings for Two-Way Left-Turn Lanes (MUTCD Section 3B.05)==

'''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]].

'''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]].

'''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.

'''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.

'''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.

'''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]]).

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)]]).

'''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.

'''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.

=={{SpanID|620.2.7}}620.2.7 White Lane Line Pavement Markings (MUTCD Section 3B.06)==

'''Standard. '''When used, lane line pavement markings delineating the separation of traffic lanes that have the same direction of travel shall be white.

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.

'''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]

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.

The lane width delineated by lane line pavement markings should not be less than 10 feet.

'''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]].

'''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.

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]]).

Where crossing the lane line markings is discouraged, the lane line markings shall consist of a normal width solid white line.

'''Guidance. '''A solid white lane line marking should be used on approaches to:
:A. Intersections to separate a through lane from a mandatory turn lane.
:B. Intersections to separate contiguous mandatory turn lanes from each other.
:C. Channelized movements or obstructions.

'''Option.''' Solid white lane line markings may be used:
:A. On approaches to intersections to separate contiguous through lanes.
:B. To separate through traffic lanes from auxiliary lanes, such as an added uphill truck lane.
:C. On approaches to crosswalks across multi-lane roadways.

Wide solid lane line markings may be used for greater emphasis.

A curved transition may be used where an edge line, channelizing line, or dotted extension line changes direction.

'''Support. '''Examples of locations where a curved transition can have value include freeway exit and entrance ramps, and turn lanes.

'''Standard. '''Where crossing the lane line markings is prohibited, the lane line markings shall consist of a solid double white line (DWL).

The State Highway Safety and Traffic Engineer must approve the use of a solid DWL.

'''Guidance. '''A solid DWL should be used to address an identifiable need.

Use signs in advance of the area delineated by a solid DWL to provide motorists an opportunity to adjust to the condition.

=={{SpanID|620.2.8}}620.2.8 White Lane Line Markings for Non-Continuing Lanes (Section 3B.07)==

'''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.

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]].

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]].

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]].

{{SpanID|fig3b9s1}}
[[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="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.
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." |'''Figure 620.2.8.1''' Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings ''(Sheet 1 of 2)'']]

{{SpanID|fig3b9s2}}
[[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 "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)'']]

{{SpanID|fig3b10}}
[[File:Figure 620.2.8.3 Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings.png|thumb|center|900px|alt="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.”" |'''Figure 620.2.8.3''' Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings]]

{{SpanID|fig3b11}}{{SpanID|fig3b11s1}}
[[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)'']]

{{SpanID|fig3b11s2}}
[[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)'']]

{{SpanID|fig3b11s3}}
[[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)'']]

{{SpanID|fig3b11s4}}
[[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)'']]

{{SpanID|fig3b11s5}}
[[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)'']]

{{SpanID|fig3b11s6}}
[[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)'']]

{{SpanID|fig3b12}}{{SpanID|fig3b12s1}}
[[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.
|'''Figure 620.2.8.4.1''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 1 of 2)'']]

{{SpanID|fig3b12s2}}
[[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="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.
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.”
"
|'''Figure 620.2.8.4.2''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 2 of 2)'']]

'''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]].

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]].

'''Standard.''' A wide dotted white lane line shall be used:
: 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]]),
: B. In advance of freeway route splits with dedicated lanes (see Drawing D in [[#fig3b11s4|Figure 620.2.8.3.4]]),
: C. In advance of freeway route splits with an option lane (see Drawing E in [[#fig3b11s5|Figure 620.2.8.3.5]]),
: 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]]),
: 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
: 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]]).

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.

'''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.

'''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]].

'''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.

'''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.

[[#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.

'''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]]).

=={{SpanID|620.2.9}}620.2.9 Channelizing Lines (MUTCD Section 3B.08)==

'''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.

[[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.

'''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.

Channelizing lines used to mark gores shall be wide solid white lines.

'''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]].

'''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]]).

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]].

Other pavement markings in the neutral area shall be white.

'''Support.''' Pavement markings within the neutral area include chevron markings (see [[#620.2.24|EPG 620.2.24]]).

=={{SpanID|620.2.10}}620.2.10 Edge Line Pavement Markings (MUTCD Section 3B.09)==

'''Standard. '''If used, edge line pavement markings shall delineate the right or left edges of a roadway.

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.

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]].

'''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]]).

'''Support. '''Edge line markings provide visual references to guide road users during adverse weather and visibility conditions.

'''Guidance. '''Edge line markings should not be continued through intersections, except for the following situations:
:A. Dotted edge line extensions (see [[#620.2.13|EPG 620.2.13]]), or
:B. Through that part of an intersection with no intersection approach (such as the far side of a T-intersection).

'''Support.''' [[#620.2.13|EPG 620.2.13]] contains information on the use and application of edge lines through intersections, interchanges, and driveways.

{{SpanID|fig620.2.10}}
[[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]]

=={{SpanID|620.2.11}}620.2.11 Warrants for Use of Edge Lines (MUTCD Section 3B.10)==

'''Standard.''' Edge line markings shall be placed on paved streets or highways with the following characteristics:
: A. Freeways,
: B. Expressways, and
: C. Routes with a traveled way of 20 feet or more in width and an ADT of 400 vehicles per day or greater.

'''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.

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.

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.

=={{SpanID|620.2.12}}620.2.12 Bridge Edge Lines==

'''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]]):
: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.
: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.
: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.
: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.
: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.

'''Guidance. '''Special attention should be given to all bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway.

'''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]].)

{{SpanID|fig620.2.12.1}}
[[File:Figure 620.2.12.1 Edge Line Striping for Two-Lane, Two-Way Bridges.png|thumb|center|561px|alt="The figure shows four examples of bridge edge line striping.
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.
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.
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.
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."
|<center>'''Figure 620.2.12.1''' Edge Line Striping for Two-Lane, Two-Way Bridges''</center>]]

{{SpanID|fig620.2.12.2}}
[[File:Figure 620.2.12.2 Edge Line Striping for Single Lane Bridges.png|thumb|center|561px|alt="The figure shows pavement marking layouts for one-lane bridges on two-way, two-lane roadways.
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.
The left example and right example are nearly identical, one used when weight restrictions apply and the other for when width restrictions apply."
|<center>'''Figure 620.2.12.2''' Edge Line Striping for Single Lane Bridges''</center>]]

=={{SpanID|620.2.13}}620.2.13 Application of Pavement Markings Through Intersections or Interchanges (MUTCD Section 3B.11)==

'''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]]).

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.

'''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.

'''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.

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.

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.

'''Standard. '''Extensions of center lines through intersections shall be dotted lines.

'''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.

'''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).

'''Guidance. '''Edge line markings should be discontinued across intersecting approaches at intersections or interchanges.

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.

'''Option. '''Dotted edge line extensions may be placed through intersections.

Edge line extension lines may be used at the district's discretion.

'''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.

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]]).

{{SpanID|fig620.2.13.1}}
[[File:Figure 620.2.13.1 Examples of Line Extensions through Intersections (Sheet 1 of 2).png|thumb|center|800px|alt="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.
B: The intersection of an eastbound three-lane horizontal roadway with a northbound three-lane vertical roadway is shown.
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."
|'''Figure 620.2.13.1''' Examples of Line Extensions through Intersections ''(Sheet 1 of 2)'']]

{{SpanID|fig620.2.13.2}}
[[File:Figure 620.2.13.2 Example of Line Extensions through Intersections (Sheet 2 of 2).png|thumb|center|800px|alt="C: The intersection of a five-lane horizontal roadway with 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. 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.
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.
"
|'''Figure 620.2.13.2''' Examples of Line Extensions through Intersections ''(Sheet 2 of 2)'']]

{{SpanID|fig620.2.13.3}}
[[File:Figure 620.2.13.3 Edge Line Striping for At Grade Intersections.png|thumb|center|800px|alt="The figure shows examples of pavement markings at intersections on both divided and undivided highways.
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.
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.
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. "
|'''Figure 620.2.13.3''' Edge Line Striping for At Grade Intersections]]

'''Support. '''[[#620.2.30|EPG 620.2.30]] contains information about edge lines through diverging diamond interchanges with a transposed alignment crossroad.

[[620.4 Circular Intersection Markings (MUTCD Chapter 3D)#620.4.3|EPG 620.4.3]] provides information for edge lines through roundabouts.

[[: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.

[[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.

[[914.5 Markings (MUTCD Chapter 9E)#914.5.3|EPG 914.5.3]] contains information for the extensions of bicycle lanes through intersections.

=={{SpanID|620.2.14}}620.2.14 Lane-Reduction Transitions (MUTCD Section 3B.12)==

{{SpanID|fig3b14}}
[[File:Figure 620.2.14 Examples of Applications of Lane-Reduction Transition Markings.png|thumb|center|850px|alt="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.
"
|'''Figure 620.2.14''' Examples of Applications of Lane-Reduction Transition Markings]]

'''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.

[[#620.2.8|EPG 620.2.8]] contains information on pavement markings for lane drops and splits.

[[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.

'''Standard.''' Lane-reduction transitions (see [[#fig3b14|Figure 620.2.14]]) shall include the following elements:

: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
: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.

'''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.

'''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.

'''Guidance. '''Lane-reduction transitions should include the following elements:

: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,
: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
: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.

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<sup>2</sup>/60 should be used to compute the taper length.

The minimum lane reduction transition taper length should be 100 feet in urban areas and 200 feet in rural areas.

Where observed speeds exceed speed limits, longer tapers should be used.

'''Option.''' The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.

On new construction, where no speed limit has been established, the design speed may be used in the transition taper length formula.

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.

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.

Lane-reduction arrow markings may be used in long acceleration lanes based on engineering judgment.

=={{SpanID|620.2.15}}620.2.15 Approach Markings for Obstructions (MUTCD Section 3B.13)==

'''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]]).

{{SpanID|fig3b-15}}{{SpanID|fig3b-15s1}}
<div id="fig620.2.10.1"></div>
[[File:Figure 620.2.15.1 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt="Two examples of markings for obstructions in a roadway are shown.

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.

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.

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."
|<center>'''Figure 620.2.15.1''' Examples of Applications of Markings for Obstructions in the Roadway <br>''(Sheet 1 of 2)''</center>]]

{{SpanID|fig3b-15s2}}
<div id="fig620.2.10.2"></div>
[[File:Figure 620.2.15.2 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt="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.

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."
|<center>'''Figure 620.2.15.2''' Examples of Applications of Markings for Obstructions in the Roadway <br>''(Sheet 2 of 2)''</center>]]

'''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<sup>2</sup>/60 should be used to compute the taper length.

The minimum taper length should be 100 feet in urban areas and 200 feet in rural areas.

'''Option. '''The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.

Observed speeds may be used to determine the taper length when the observed speed exceeds the posted or statutory speed limits.

Unique situations may require special markings or warning devices.

'''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]]).

'''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]].

'''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]]).

'''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.

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.

'''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.

=={{SpanID|620.2.16}}620.2.16 Inlaid Pavement Markers – General (MUTCD Section 3B.14)==
[[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]]
'''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.

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.

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.

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.

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.

'''MoDOT's Implementation of ILPMs'''

'''Standard.''' If used, ILPMs shall be installed according to the following conditions:
:A. ILPMs are limited to freeways with three or more through lanes in one direction.
:B. The cradle system of ILPMs shall be the marker style used. ILPMs shall comply with the current approved vendor list.
:C. ILPMs shall be installed in pairs, placed in every other gap between the skips of broken (intermittent) lane line markings only
:# Installed in accordance with manufactures’ installation guidance.
:# 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.

: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.

<center>
{|
|-
| colspan="2" | [[File:620.2_additionalImagery_2.png|thumb|center|600px|ILPM installation in pavement groove]]
|-
| colspan="2" | [[File:620.2_additionalImagery_3.png|thumb|center|600px|Paired ILPM installation and spacing]]
|-
| [[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]]
| style="vertical-align: top;"| [[File:620.2_additionalImagery_5.png|thumb|center|Paired ILPM installation and spacing]]
|}
</center>

'''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.

'''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.

'''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.

'''Option.''' Maintenance of ILPMs in asphalt may be accomplished in two typical fashions:
: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.
: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.

'''Guidance.''' When districts consider the use of ILPMs, they should answer the following questions:
: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?
:B. Will the installations be planned to be maintained or will the initial installation be allowed to fade out of service?
: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?
:D. Will the benefits of installing ILPMs offset the impacts to the pavement and its long term maintenance?

<center>
{|
|-
| style="vertical-align: top;"| [[File:620.2_additionalImagery_6.png|thumb|right|Missing reflector from cradle, new reflector can be reinstalled to maintain]]
| style="vertical-align: top;"| [[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]]
|}
</center>

=={{SpanID|620.2.17}}620.2.17 Curb Markings for Delineation (MUTCD Section 3B.18)==

'''Option. '''Barrier curbs on the outside shoulder with a minimum height of 6 inches may be marked for the purpose of delineation.

'''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.

Curbs should not be marked in the following cases:
:A. Where the posted speed limit is 40 mph or less.
:B. Curbs that diverge from the normal traffic flow for commercial and private entrances.
:C. Curbs that are mountable (see [https://www.modot.org/media/16880 Standard Plan 609]).

'''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]]).

{{SpanID|fig620.2.17}}
[[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]]

'''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]]).

=={{SpanID|620.2.18}}620.2.18 Stop and Yield Lines (MUTCD Section 3B.19)==

'''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.

'''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.

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.

'''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]]).

'''Standard. '''Stop lines shall be 24 inches wide.

'''Option. '''Stop lines may be omitted at ramp control signals.

'''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.

{{SpanID|fig3b16}}
[[File:Figure 620.2.18 Examples of Yield Line Application.png|thumb|center|850px|alt="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.

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.

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."
|'''Figure 620.2.18''' Examples of Yield Line Applications]]

'''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]]).

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.

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.

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].

'''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.

Yield lines may also be used where engineering judgment indicates a need.

'''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.

Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.

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.

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.

'''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.

'''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]]).

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.

'''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.

'''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.

'''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]]).

'''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.

=={{SpanID|620.2.19}}620.2.19 Word, Symbol, and Arrow Pavement Markings – General (MUTCD Section 3B.20)==

'''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].

'''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.

'''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.

'''Standard.''' Word, symbol, and arrow markings shall be white and retroreflective, except as otherwise provided in [[#620.2.19|EPG 620.2.19]].

'''Option. '''Black contrast markings may be used in combination with white pavement markings on light-colored pavements, such as concrete, to enhance visibility.

'''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)]]).

'''Guidance. '''Word, symbol, and/or arrow markings that are grouped together to formulate one interrelated message should not exceed three lines of information.

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.

When conveying mandatory messages, these markings should only be used as supplementary devices to the standard signs.

Pavement word, symbol, and arrow markings should be no more than one lane in width.

Pavement word, symbol, and arrow markings should be proportionally scaled to fit within the width of the facility upon which they are applied.

'''Option.''' On narrow, low-speed shared-use paths, the pavement words, symbols, and arrows may be smaller than suggested, but to the relative scale.

=={{SpanID|620.2.20}}620.2.20 Word Pavement Markings (MUTCD Section 3B.21)==

'''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.

The spacing between pavement word and symbol markings is approximate and should be adjusted as field conditions warrant.

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.

'''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.

{{SpanID|fig3b17}}
[[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.
|'''Figure 620.2.20''' Example ONLY word pavement marking]]

'''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]]).

'''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.

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]]).

'''Standard. '''The ONLY word marking shall not be used in a lane that is shared by more than one movement.

=={{SpanID|620.2.21}}620.2.21 Symbol Pavement Markings (MUTCD Section 3B.22)==

'''Support.''' [[914.5 Markings (MUTCD Chapter 9E)#914.5|EPG 914.5]] contains information on symbol markings that can be used for bicycle lanes.

'''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]]).

{{SpanID|fig3b18}}
[[File:Figure 620.2.21.1 Elongated Route Shields.png|thumb|center|650px|alt="A: An elongated red and blue Interstate Route Shield is shown with a white numeral “70” on the shield.
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.
C: An elongated white U.S. Route Shield is shown, with a black numeral “136” on the shield on a black square.
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.
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."
|'''Figure 620.2.21.1''' Elongated Route Shields ]]

{{SpanID|fig3b19}}
[[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.
|'''Figure 620.2.21.2''' International Symbol of Accessibility Parking Space Marker]]

{{SpanID|fig3b20}}
[[File:Figure 620.2.21.3 Yield Ahead Triangle Symbols.png|thumb|center|800px|alt="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.
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."
|'''Figure 620.2.21.3''' Yield Ahead Triangle Symbols]]

<div id="fig620.2.21.4"></div>
[[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.
|<center>'''Figure 620.2.21.4''' Disabled Symbol Detail'''</center>]]

<div id="fig620.2.21.5"></div>
[[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.
|<center>'''Figure 620.2.21.5''' Disabled Parking Area'''</center>]]

<div id="fig620.2.21.6"></div>
[[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.
|<center>'''Figure 620.2.21.6''' Disabled Parking Area Multiple'''</center>]]

'''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.

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.

'''Support.''' [[620.1_General_(MUTCD_Chapter_3A)#620.1.3|EPG 620.1.3]] provides information on route sign colors.

'''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.

'''Option. '''A blue background with white border may supplement the wheelchair symbol as shown in [[#fig3b19|Figure 620.2.21.2]].

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.

'''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]].

'''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.

=={{SpanID|620.2.22}}620.2.22 Lane-Use Arrows (MUTCD Section 3B.23)==

{{SpanID|fig3b21}}
[[File:Figure 620.2.22.1 Examples of Arrows for Pavement Marking.png|thumb|center|700px|alt="A: A black arrow is shown composed of a horizontal straight shaft that ends in an arrowhead, pointing to the right.
B: A black arrow is shown composed of a horizontal left-curving shaft that ends in an upward-pointing arrowhead.
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.
D: A black arrow is shown composed of a horizontal left-curving shaft that ends in a semicircle arrowhead, pointing to the left.
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.
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.
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.
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."
|'''Figure 620.2.22.1''' Examples of Arrows for Pavement Markings]]

{{SpanID|fig3b22}}
[[File:Figure 620.2.22.2 Examples of lane-Use Control Word and Arrow Pavement Markingsv2.png|thumb|center|600px|alt="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.
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.
"
|'''Figure 620.2.22.2''' Examples of Lane-Use Control Word and Arrow Pavement Markings]]

'''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]]).

[[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.

'''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]]).

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]]):
:A. The first arrow should be placed 75 ft. in advance of the stop line.
:B. The second arrow should be placed 200 ft. in advance of the stop line.
:C. Any additional arrows should be placed in 200 ft. increments.

The distances between arrows may be adjusted if there are special circumstances that warrant the change.

{{SpanID|fig620.2.22.3}}
[[File:Figure 620.2.22.3 Spacing of Arrow in Left-Turn and Right-Turn Lanes.png|thumb|center|850px|alt="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.

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.

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."
|'''Figure 620.2.22.3''' Spacing of Arrow in Left-Turn and Right-Turn Lanes]]

'''Support.''' An arrow at the downstream end of a turn lane can help to prevent wrong-way movements.

'''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]]).

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.

'''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.

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.

'''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.

'''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.

=={{SpanID|620.2.23}}620.2.23 Wrong-Way Arrows (MUTCD Section 3B.24)==

'''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]]).

'''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.

Directional pavement arrows may be used as a substitute for the wrong-way arrows when wrong-way arrows are required.

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.

Wrong-way pavement arrows may be placed on one way outer roads to further indicate the proper direction to travel.

'''Standard.''' In the case of two lane ramps where wrong-way pavement arrows are used, one arrow shall be provided for each lane.

'''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.

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.

=={{SpanID|620.2.24}}620.2.24 Chevron and Diagonal Markings (MUTCD Section 3B.25)==
{{SpanID|fig620.2.24}}
[[File:Figure 620.2.24 Typical Chevron and Diagonal Markings.png|thumb|alt=|center|800px|'''Figure 620.2.24''' Typical Chevron and Diagonal Markings]]

'''Support. '''Chevron or diagonal markings are used to discourage travel on certain paved areas, such as shoulders, neutral areas, and flush median islands.

'''Guidance.''' Chevrons should be installed in the neutral area of gores when the following conditions are present:
:A. A gore length of 250 ft or greater; and
: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]]).

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].

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.

'''Option.''' Chevron and diagonal markings may be used:
:A. On approaches to obstructions in the roadway (see [[#fig3b-15s2|Figure 620.2.15.2]]),
:B. For channelized travel paths on approaches to intersections,
: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
:D. In the neutral areas of islands.

'''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.

'''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]].

'''Option.''' Diagonal markings for opposing directions of traffic may be used:
:A. On approaches to obstructions in the roadway (see Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]]),
:B. In flush median islands between double solid yellow center line markings (see [[#fig3b5|Figure 620.2.3.3]]), and
: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]]).

Diagonal markings may be used on paved shoulders or in no-parking zones, or other locations for special emphasis.

'''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]].

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.

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.

'''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.

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]]).

=={{SpanID|620.2.25}}620.2.25 Do Not Block Intersection Markings (MUTCD Section 3B.26)==
 
{{SpanID|fig3b24}}
[[File:Figure 620.2.25 Do Not Block Intersection Markings.png|thumb|center|900px|alt="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.
"
|'''Figure 620.2.25''' Do Not Block Intersection Markings]]

'''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.

'''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.

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.

=={{SpanID|620.2.26}}620.2.26 Parking Space Markings (MUTCD Section 3B.27)==

'''Standard. '''On-street parking space markings shall be white.

'''Support. '''Examples of on-street parking space markings are shown in [[#fig3b23|Figure 620.2.26]].

'''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]].

{{SpanID|fig3b23}}
[[File:Figure 620.2.26 Example of Parking Space Markings.png|thumb|center|700px|alt="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.
"
|'''Figure 620.2.26''' Example of Parking Space Markings]]

=={{SpanID|620.2.27}}620.2.27 Speed Hump and Speed Table Markings (MUTCD Section 3B.29)==

{{SpanID|fig3b26}}
[[File:Figure 620.2.27.1 Pavement Markings for Speed Humps without Crosswalks.png|thumb|center|800px|alt="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.
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.”
"
|'''Figure 620.2.27.1''' Pavement Markings for Speed Humps without Crosswalks]]

{{SpanID|fig3b27}}
[[File:Figure 620.2.27.2 Pavement Markings for Speed Tables or Speed Humps with Crosswalks.png|thumb|center|800px|alt="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.
"
|'''Figure 620.2.27.2''' Pavement Markings for Speed Tables or Speed Humps with Crosswalks]]

'''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.

'''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]].

'''Option. '''Where used, center line markings, lane line markings, and edge lines may be discontinued on the profile of the speed hump.

'''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.

=={{SpanID|620.2.28}}620.2.28 Advance Speed Hump and Speed Table Markings (MUTCD Section 3B.30)==

'''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.

'''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.

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]].

'''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.

'''Guidance. '''If used, advance speed hump markings should be installed in each approach lane.


=={{SpanID|620.2.29}}620.2.29 Aircraft Speed Measurement Markings==

'''Support. '''An aircraft speed measurement marking is a transverse marking placed on the roadway to assist the enforcement of speed regulations.

'''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.

{{SpanID|fig620.2.29}}
[[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.
|<center>'''Figure 620.2.29 Pavement Marking for Aircraft Speed Check Stations'''</center>]]

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]]).

The markings shall be reflective, and are to be placed on the center of each driving lane.

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]].

'''Option. '''A third block may be installed at the special request of the Highway Patrol.

If the Highway Patrol wishes to only check traffic flowing in one direction, these markings may be omitted from the opposing lanes.

'''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.

The application of any material should be done following the manufacturer’s recommendations for installation.

'''Option.''' On concrete surfaces, black may be used to provide contrast of the speed blocks.

=={{SpanID|620.2.30}}620.2.30 Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad (MUTCD Section 3B.31)==

{{SpanID|fig3b29}}
[[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]]

'''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.

'''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.

A lane-use arrow (see [[#620.2.22|EPG 620.2.22]]) shall be used in each approach lane at the crossover intersection.

'''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.

'''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.

'''Guidance.''' Edge line and lane line extensions (see [[#620.2.13|EPG 620.2.13]]) should be provided through the crossing points.

'''Support.''' [[#fig3b29|Figure 620.2.30]] illustrates an example of pavement markings for a diverging diamond interchange with a transposed alignment crossroad.

620.2 Pavement and Curb Markings (MUTCD Chapter 3B)

2025-12-01T14:32:00Z

WilkeJ: /* {{SpanID|620.2.22}}620.2.22 Lane-Use Arrows (MUTCD Section 3B.23) */

[[Category:620 Pavement Marking (MUTCD Part 3)|620.02]]
=={{SpanID|620.2.1}}620.2.1 Yellow Center Line Pavement Markings (MUTCD Section 3B.01)==

'''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.

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]]:
: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;
: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
: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.

A single solid yellow line shall not be used as a center line marking on a two-way roadway.

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]].

 
{{SpanID|fig3b1}}
[[File:Figure 620.2.1.1 Yellow Center Lines for Two-Lane, Two-Way Applications.png|thumb|center|900px|alt="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.
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."
|'''Figure 620.2.1.1''' Yellow Center Lines for Two-Lane, Two-Way Applications]]

 

{{SpanID|fig3b2}}
[[File:Figure 620.2.1.2 Yellow Center Lines for Four-or-More Lane, Two-Way Applications.png|thumb|center|850px|alt="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.
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.
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."
|'''Figure 620.2.1.2''' Yellow Center Lines for Four-or-More Lane, Two-Way Applications]]

'''Support. '''MoDOT previously marked center lines using a 2-line or 3-line system. The 3-line system is no longer used by MoDOT.

'''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.

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.

[[#620.2.13|EPG 620.2.13]] contains information for application of pavement markings through intersections or interchanges.

'''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.

'''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]).

'''Support.''' Examples of markings for alternating passing lanes are shown in [https://www.modot.org/media/16896#page=2 Standard Plan 620].

=={{SpanID|620.2.2}}620.2.2 Warrants for Yellow Center Lines (MUTCD Section 3B.02)==

'''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.

'''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.

{{SpanID|fig3b7}}
[[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.

|'''Figure 620.2.2''' Example of Two-Way, Left-Turn Marking Applications]]

=={{SpanID|620.2.3}}620.2.3 No-Passing Zone Pavement Markings (MUTCD Section 3B.03)==

'''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]].

No-passing zone markings shall be used on:
:A. Two-way roadways at lane-reduction transitions (see [[#620.2.14|EPG 620.2.14]]),
:B. Approaches to obstructions that must be passed on the right (see [[#620.2.15| EPG 620.2.15]]),
:C. Approaches to grade crossings (see [[913.3 Markings (MUTCD Chapter 8C)#913.3.2|EPG 913.3.2]]), and
:D. Approaches to crosswalks.
:E. Approaches to added uphill truck or passing lanes,
:F. Approaches to controlled intersections, and
:G. Approaches to lane transitions.

No-passing zone marking shall be installed a minimum of 500 feet in advance of conditions as described in the previous paragraph.

{{SpanID|fig620.2.3.1}}
[[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.
|'''Figure 620.2.3.1''' Marking Uphill Truck Lane]]

'''Option. '''The length of passing zone markings may be increased for sight distance limitations or based on engineering judgement.

'''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.

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.

{{SpanID|tab620.2.3}}{{SpanID|tab3b1}}
<center>
{| class="wikitable" style="text-align: center;"
|+ '''Table 620.2.3''' Minimum Passing Sight
Distances for No-Passing Zone Markings
|-
! 85th-Percentile or Speed Limit !! Minimum Passing Sight Distance
|-
| 25 mph || 500 feet
|-
| 30 mph || 500 feet
|-
| 35 mph || 550 feet
|-
| 40 mph || 600 feet
|-
| 45 mph || 700 feet
|-
| 50 mph || 800 feet
|-
| 55 mph || 900 feet
|-
| 60 mph || 1,000 feet
|-
| 65 mph || 1,100 feet
|-
| 70 mph || 1,200 feet
|-
|}
</center>

{{SpanID|fig3b4}}
[[File:Figure 620.2.3.2 Method of Locating and Determining the Limit of No-Passing Zones at Curves.png|thumb|center|900px|alt="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.”
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.
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.
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.
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.
"|'''Figure 620.2.3.2''' Method of Locating and Determining the Limits of No-Passing Zones at Curves]]

'''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”.

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]]).

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.

'''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.

'''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.

{{SpanID|fig3b5}}
[[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="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]]

'''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.

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.

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.

On added uphill truck lanes, a no-passing zone marking shall be provided for the entire length of the ascending direction of travel.

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.

'''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.

{{SpanID|fig620.2.2.0.2}}{{SpanID|fig620.2.3.4}}
[[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 "L" 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.
|'''Figure 620.2.3.4''' Marking for Median Islands for Left Turn Bays]]

'''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]]).

'''Guidance. '''The taper length of transition zones should not be less than the taper length calculated using the equations L = WS or L = WS<sup>2</sup>/60 as defined in [[#620.2.14|EPG 620.2.14]]. Installation of these markings should conform to the established general patterns.

=={{SpanID|620.2.4}}620.2.4 Establishing and Recording No Passing Zones==

'''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.

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]]).

'''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.

'''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.

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.

=={{SpanID|620.2.5}}620.2.5 Center Line Markings on Bridges==

'''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.

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]]).

=={{SpanID|620.2.6}}620.2.6 Pavement Markings for Two-Way Left-Turn Lanes (MUTCD Section 3B.05)==

'''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]].

'''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]].

'''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.

'''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.

'''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.

'''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]]).

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)]]).

'''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.

'''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.

=={{SpanID|620.2.7}}620.2.7 White Lane Line Pavement Markings (MUTCD Section 3B.06)==

'''Standard. '''When used, lane line pavement markings delineating the separation of traffic lanes that have the same direction of travel shall be white.

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.

'''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]

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.

The lane width delineated by lane line pavement markings should not be less than 10 feet.

'''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]].

'''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.

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]]).

Where crossing the lane line markings is discouraged, the lane line markings shall consist of a normal width solid white line.

'''Guidance. '''A solid white lane line marking should be used on approaches to:
:A. Intersections to separate a through lane from a mandatory turn lane.
:B. Intersections to separate contiguous mandatory turn lanes from each other.
:C. Channelized movements or obstructions.

'''Option.''' Solid white lane line markings may be used:
:A. On approaches to intersections to separate contiguous through lanes.
:B. To separate through traffic lanes from auxiliary lanes, such as an added uphill truck lane.
:C. On approaches to crosswalks across multi-lane roadways.

Wide solid lane line markings may be used for greater emphasis.

A curved transition may be used where an edge line, channelizing line, or dotted extension line changes direction.

'''Support. '''Examples of locations where a curved transition can have value include freeway exit and entrance ramps, and turn lanes.

'''Standard. '''Where crossing the lane line markings is prohibited, the lane line markings shall consist of a solid double white line (DWL).

The State Highway Safety and Traffic Engineer must approve the use of a solid DWL.

'''Guidance. '''A solid DWL should be used to address an identifiable need.

Use signs in advance of the area delineated by a solid DWL to provide motorists an opportunity to adjust to the condition.

=={{SpanID|620.2.8}}620.2.8 White Lane Line Markings for Non-Continuing Lanes (Section 3B.07)==

'''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.

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]].

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]].

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]].

{{SpanID|fig3b9s1}}
[[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="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.
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." |'''Figure 620.2.8.1''' Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings ''(Sheet 1 of 2)'']]

{{SpanID|fig3b9s2}}
[[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 "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)'']]

{{SpanID|fig3b10}}
[[File:Figure 620.2.8.3 Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings.png|thumb|center|900px|alt="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.”" |'''Figure 620.2.8.3''' Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings]]

{{SpanID|fig3b11}}{{SpanID|fig3b11s1}}
[[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)'']]

{{SpanID|fig3b11s2}}
[[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)'']]

{{SpanID|fig3b11s3}}
[[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)'']]

{{SpanID|fig3b11s4}}
[[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)'']]

{{SpanID|fig3b11s5}}
[[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)'']]

{{SpanID|fig3b11s6}}
[[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)'']]

{{SpanID|fig3b12}}{{SpanID|fig3b12s1}}
[[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.
|'''Figure 620.2.8.4.1''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 1 of 2)'']]

{{SpanID|fig3b12s2}}
[[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="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.
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.”
"
|'''Figure 620.2.8.4.2''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 2 of 2)'']]

'''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]].

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]].

'''Standard.''' A wide dotted white lane line shall be used:
: 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]]),
: B. In advance of freeway route splits with dedicated lanes (see Drawing D in [[#fig3b11s4|Figure 620.2.8.3.4]]),
: C. In advance of freeway route splits with an option lane (see Drawing E in [[#fig3b11s5|Figure 620.2.8.3.5]]),
: 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]]),
: 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
: 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]]).

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.

'''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.

'''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]].

'''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.

'''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.

[[#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.

'''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]]).

=={{SpanID|620.2.9}}620.2.9 Channelizing Lines (MUTCD Section 3B.08)==

'''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.

[[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.

'''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.

Channelizing lines used to mark gores shall be wide solid white lines.

'''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]].

'''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]]).

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]].

Other pavement markings in the neutral area shall be white.

'''Support.''' Pavement markings within the neutral area include chevron markings (see [[#620.2.24|EPG 620.2.24]]).

=={{SpanID|620.2.10}}620.2.10 Edge Line Pavement Markings (MUTCD Section 3B.09)==

'''Standard. '''If used, edge line pavement markings shall delineate the right or left edges of a roadway.

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.

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]].

'''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]]).

'''Support. '''Edge line markings provide visual references to guide road users during adverse weather and visibility conditions.

'''Guidance. '''Edge line markings should not be continued through intersections, except for the following situations:
:A. Dotted edge line extensions (see [[#620.2.13|EPG 620.2.13]]), or
:B. Through that part of an intersection with no intersection approach (such as the far side of a T-intersection).

'''Support.''' [[#620.2.13|EPG 620.2.13]] contains information on the use and application of edge lines through intersections, interchanges, and driveways.

{{SpanID|fig620.2.10}}
[[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]]

=={{SpanID|620.2.11}}620.2.11 Warrants for Use of Edge Lines (MUTCD Section 3B.10)==

'''Standard.''' Edge line markings shall be placed on paved streets or highways with the following characteristics:
: A. Freeways,
: B. Expressways, and
: C. Routes with a traveled way of 20 feet or more in width and an ADT of 400 vehicles per day or greater.

'''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.

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.

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.

=={{SpanID|620.2.12}}620.2.12 Bridge Edge Lines==

'''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]]):
: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.
: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.
: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.
: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.
: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.

'''Guidance. '''Special attention should be given to all bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway.

'''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]].)

{{SpanID|fig620.2.12.1}}
[[File:Figure 620.2.12.1 Edge Line Striping for Two-Lane, Two-Way Bridges.png|thumb|center|561px|alt="The figure shows four examples of bridge edge line striping.
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.
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.
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.
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."
|<center>'''Figure 620.2.12.1''' Edge Line Striping for Two-Lane, Two-Way Bridges''</center>]]

{{SpanID|fig620.2.12.2}}
[[File:Figure 620.2.12.2 Edge Line Striping for Single Lane Bridges.png|thumb|center|561px|alt="The figure shows pavement marking layouts for one-lane bridges on two-way, two-lane roadways.
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.
The left example and right example are nearly identical, one used when weight restrictions apply and the other for when width restrictions apply."
|<center>'''Figure 620.2.12.2''' Edge Line Striping for Single Lane Bridges''</center>]]

=={{SpanID|620.2.13}}620.2.13 Application of Pavement Markings Through Intersections or Interchanges (MUTCD Section 3B.11)==

'''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]]).

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.

'''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.

'''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.

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.

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.

'''Standard. '''Extensions of center lines through intersections shall be dotted lines.

'''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.

'''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).

'''Guidance. '''Edge line markings should be discontinued across intersecting approaches at intersections or interchanges.

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.

'''Option. '''Dotted edge line extensions may be placed through intersections.

Edge line extension lines may be used at the district's discretion.

'''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.

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]]).

{{SpanID|fig620.2.13.1}}
[[File:Figure 620.2.13.1 Examples of Line Extensions through Intersections (Sheet 1 of 2).png|thumb|center|800px|alt="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.
B: The intersection of an eastbound three-lane horizontal roadway with a northbound three-lane vertical roadway is shown.
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."
|'''Figure 620.2.13.1''' Examples of Line Extensions through Intersections ''(Sheet 1 of 2)'']]

{{SpanID|fig620.2.13.2}}
[[File:Figure 620.2.13.2 Example of Line Extensions through Intersections (Sheet 2 of 2).png|thumb|center|800px|alt="C: The intersection of a five-lane horizontal roadway with 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. 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.
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.
"
|'''Figure 620.2.13.2''' Examples of Line Extensions through Intersections ''(Sheet 2 of 2)'']]

{{SpanID|fig620.2.13.3}}
[[File:Figure 620.2.13.3 Edge Line Striping for At Grade Intersections.png|thumb|center|800px|alt="The figure shows examples of pavement markings at intersections on both divided and undivided highways.
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.
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.
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. "
|'''Figure 620.2.13.3''' Edge Line Striping for At Grade Intersections]]

'''Support. '''[[#620.2.30|EPG 620.2.30]] contains information about edge lines through diverging diamond interchanges with a transposed alignment crossroad.

[[620.4 Circular Intersection Markings (MUTCD Chapter 3D)#620.4.3|EPG 620.4.3]] provides information for edge lines through roundabouts.

[[: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.

[[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.

[[914.5 Markings (MUTCD Chapter 9E)#914.5.3|EPG 914.5.3]] contains information for the extensions of bicycle lanes through intersections.

=={{SpanID|620.2.14}}620.2.14 Lane-Reduction Transitions (MUTCD Section 3B.12)==

{{SpanID|fig3b14}}
[[File:Figure 620.2.14 Examples of Applications of Lane-Reduction Transition Markings.png|thumb|center|850px|alt="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.
"
|'''Figure 620.2.14''' Examples of Applications of Lane-Reduction Transition Markings]]

'''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.

[[#620.2.8|EPG 620.2.8]] contains information on pavement markings for lane drops and splits.

[[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.

'''Standard.''' Lane-reduction transitions (see [[#fig3b14|Figure 620.2.14]]) shall include the following elements:

: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
: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.

'''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.

'''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.

'''Guidance. '''Lane-reduction transitions should include the following elements:

: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,
: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
: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.

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<sup>2</sup>/60 should be used to compute the taper length.

The minimum lane reduction transition taper length should be 100 feet in urban areas and 200 feet in rural areas.

Where observed speeds exceed speed limits, longer tapers should be used.

'''Option.''' The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.

On new construction, where no speed limit has been established, the design speed may be used in the transition taper length formula.

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.

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.

Lane-reduction arrow markings may be used in long acceleration lanes based on engineering judgment.

=={{SpanID|620.2.15}}620.2.15 Approach Markings for Obstructions (MUTCD Section 3B.13)==

'''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]]).

{{SpanID|fig3b-15}}{{SpanID|fig3b-15s1}}
<div id="fig620.2.10.1"></div>
[[File:Figure 620.2.15.1 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt="Two examples of markings for obstructions in a roadway are shown.

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.

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.

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."
|<center>'''Figure 620.2.15.1''' Examples of Applications of Markings for Obstructions in the Roadway <br>''(Sheet 1 of 2)''</center>]]

{{SpanID|fig3b-15s2}}
<div id="fig620.2.10.2"></div>
[[File:Figure 620.2.15.2 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt="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.

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."
|<center>'''Figure 620.2.15.2''' Examples of Applications of Markings for Obstructions in the Roadway <br>''(Sheet 2 of 2)''</center>]]

'''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<sup>2</sup>/60 should be used to compute the taper length.

The minimum taper length should be 100 feet in urban areas and 200 feet in rural areas.

'''Option. '''The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.

Observed speeds may be used to determine the taper length when the observed speed exceeds the posted or statutory speed limits.

Unique situations may require special markings or warning devices.

'''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]]).

'''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]].

'''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]]).

'''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.

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.

'''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.

=={{SpanID|620.2.16}}620.2.16 Inlaid Pavement Markers – General (MUTCD Section 3B.14)==
[[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]]
'''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.

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.

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.

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.

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.

'''MoDOT's Implementation of ILPMs'''

'''Standard.''' If used, ILPMs shall be installed according to the following conditions:
:A. ILPMs are limited to freeways with three or more through lanes in one direction.
:B. The cradle system of ILPMs shall be the marker style used. ILPMs shall comply with the current approved vendor list.
:C. ILPMs shall be installed in pairs, placed in every other gap between the skips of broken (intermittent) lane line markings only
:# Installed in accordance with manufactures’ installation guidance.
:# 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.

: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.

<center>
{|
|-
| colspan="2" | [[File:620.2_additionalImagery_2.png|thumb|center|600px|ILPM installation in pavement groove]]
|-
| colspan="2" | [[File:620.2_additionalImagery_3.png|thumb|center|600px|Paired ILPM installation and spacing]]
|-
| [[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]]
| style="vertical-align: top;"| [[File:620.2_additionalImagery_5.png|thumb|center|Paired ILPM installation and spacing]]
|}
</center>

'''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.

'''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.

'''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.

'''Option.''' Maintenance of ILPMs in asphalt may be accomplished in two typical fashions:
: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.
: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.

'''Guidance.''' When districts consider the use of ILPMs, they should answer the following questions:
: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?
:B. Will the installations be planned to be maintained or will the initial installation be allowed to fade out of service?
: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?
:D. Will the benefits of installing ILPMs offset the impacts to the pavement and its long term maintenance?

<center>
{|
|-
| style="vertical-align: top;"| [[File:620.2_additionalImagery_6.png|thumb|right|Missing reflector from cradle, new reflector can be reinstalled to maintain]]
| style="vertical-align: top;"| [[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]]
|}
</center>

=={{SpanID|620.2.17}}620.2.17 Curb Markings for Delineation (MUTCD Section 3B.18)==

'''Option. '''Barrier curbs on the outside shoulder with a minimum height of 6 inches may be marked for the purpose of delineation.

'''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.

Curbs should not be marked in the following cases:
:A. Where the posted speed limit is 40 mph or less.
:B. Curbs that diverge from the normal traffic flow for commercial and private entrances.
:C. Curbs that are mountable (see [https://www.modot.org/media/16880 Standard Plan 609]).

'''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]]).

{{SpanID|fig620.2.17}}
[[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]]

'''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]]).

=={{SpanID|620.2.18}}620.2.18 Stop and Yield Lines (MUTCD Section 3B.19)==

'''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.

'''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.

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.

'''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]]).

'''Standard. '''Stop lines shall be 24 inches wide.

'''Option. '''Stop lines may be omitted at ramp control signals.

'''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.

{{SpanID|fig3b16}}
[[File:Figure 620.2.18 Examples of Yield Line Application.png|thumb|center|850px|alt="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.

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.

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."
|'''Figure 620.2.18''' Examples of Yield Line Applications]]

'''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]]).

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.

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.

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].

'''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.

Yield lines may also be used where engineering judgment indicates a need.

'''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.

Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.

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.

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.

'''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.

'''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]]).

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.

'''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.

'''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.

'''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]]).

'''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.

=={{SpanID|620.2.19}}620.2.19 Word, Symbol, and Arrow Pavement Markings – General (MUTCD Section 3B.20)==

'''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].

'''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.

'''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.

'''Standard.''' Word, symbol, and arrow markings shall be white and retroreflective, except as otherwise provided in [[#620.2.19|EPG 620.2.19]].

'''Option. '''Black contrast markings may be used in combination with white pavement markings on light-colored pavements, such as concrete, to enhance visibility.

'''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)]]).

'''Guidance. '''Word, symbol, and/or arrow markings that are grouped together to formulate one interrelated message should not exceed three lines of information.

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.

When conveying mandatory messages, these markings should only be used as supplementary devices to the standard signs.

Pavement word, symbol, and arrow markings should be no more than one lane in width.

Pavement word, symbol, and arrow markings should be proportionally scaled to fit within the width of the facility upon which they are applied.

'''Option.''' On narrow, low-speed shared-use paths, the pavement words, symbols, and arrows may be smaller than suggested, but to the relative scale.

=={{SpanID|620.2.20}}620.2.20 Word Pavement Markings (MUTCD Section 3B.21)==

'''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.

The spacing between pavement word and symbol markings is approximate and should be adjusted as field conditions warrant.

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.

'''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.

{{SpanID|fig3b17}}
[[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.
|'''Figure 620.2.20''' Example ONLY word pavement marking]]

'''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]]).

'''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.

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]]).

'''Standard. '''The ONLY word marking shall not be used in a lane that is shared by more than one movement.

=={{SpanID|620.2.21}}620.2.21 Symbol Pavement Markings (MUTCD Section 3B.22)==

'''Support.''' [[914.5 Markings (MUTCD Chapter 9E)#914.5|EPG 914.5]] contains information on symbol markings that can be used for bicycle lanes.

'''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]]).

{{SpanID|fig3b18}}
[[File:Figure 620.2.21.1 Elongated Route Shields.png|thumb|center|650px|alt="A: An elongated red and blue Interstate Route Shield is shown with a white numeral “70” on the shield.
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.
C: An elongated white U.S. Route Shield is shown, with a black numeral “136” on the shield on a black square.
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.
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."
|'''Figure 620.2.21.1''' Elongated Route Shields ]]

{{SpanID|fig3b19}}
[[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.
|'''Figure 620.2.21.2''' International Symbol of Accessibility Parking Space Marker]]

{{SpanID|fig3b20}}
[[File:Figure 620.2.21.3 Yield Ahead Triangle Symbols.png|thumb|center|800px|alt="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.
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."
|'''Figure 620.2.21.3''' Yield Ahead Triangle Symbols]]

<div id="fig620.2.21.4"></div>
[[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.
|<center>'''Figure 620.2.21.4''' Disabled Symbol Detail'''</center>]]

<div id="fig620.2.21.5"></div>
[[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.
|<center>'''Figure 620.2.21.5''' Disabled Parking Area'''</center>]]

<div id="fig620.2.21.6"></div>
[[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.
|<center>'''Figure 620.2.21.6''' Disabled Parking Area Multiple'''</center>]]

'''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.

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.

'''Support.''' [[620.1_General_(MUTCD_Chapter_3A)#620.1.3|EPG 620.1.3]] provides information on route sign colors.

'''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.

'''Option. '''A blue background with white border may supplement the wheelchair symbol as shown in [[#fig3b19|Figure 620.2.21.2]].

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.

'''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]].

'''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.

=={{SpanID|620.2.22}}620.2.22 Lane-Use Arrows (MUTCD Section 3B.23)==

{{SpanID|fig3b21}}
[[File:Figure 620.2.22.1 Examples of Arrows for Pavement Marking.png|thumb|center|700px|alt="A: A black arrow is shown composed of a horizontal straight shaft that ends in an arrowhead, pointing to the right.
B: A black arrow is shown composed of a horizontal left-curving shaft that ends in an upward-pointing arrowhead.
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.
D: A black arrow is shown composed of a horizontal left-curving shaft that ends in a semicircle arrowhead, pointing to the left.
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.
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.
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.
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."
|'''Figure 620.2.22.1''' Examples of Arrows for Pavement Markings]]

{{SpanID|fig3b22}}
[[File:Figure 620.2.22.2 Examples of lane-Use Control Word and Arrow Pavement Markingsv2.png|thumb|center|600px|alt="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.
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.
"
|'''Figure 620.2.22.2''' Examples of Lane-Use Control Word and Arrow Pavement Markings]]

'''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]]).

[[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.

'''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]]).

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]]):
:A The first arrow should be placed 75 ft. in advance of the stop line.
:B The second arrow should be placed 200 ft. in advance of the stop line.
:C Any additional arrows should be placed in 200 ft. increments.

The distances between arrows may be adjusted if there are special circumstances that warrant the change.

{{SpanID|fig620.2.22.3}}
[[File:Figure 620.2.22.3 Spacing of Arrow in Left-Turn and Right-Turn Lanes.png|thumb|center|850px|alt="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.

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.

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."
|'''Figure 620.2.22.3''' Spacing of Arrow in Left-Turn and Right-Turn Lanes]]

'''Support.''' An arrow at the downstream end of a turn lane can help to prevent wrong-way movements.

'''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]]).

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.

'''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.

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.

'''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.

'''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.

=={{SpanID|620.2.23}}620.2.23 Wrong-Way Arrows (MUTCD Section 3B.24)==

'''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]]).

'''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.

Directional pavement arrows may be used as a substitute for the wrong-way arrows when wrong-way arrows are required.

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.

Wrong-way pavement arrows may be placed on one way outer roads to further indicate the proper direction to travel.

'''Standard.''' In the case of two lane ramps where wrong-way pavement arrows are used, one arrow shall be provided for each lane.

'''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.

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.

=={{SpanID|620.2.24}}620.2.24 Chevron and Diagonal Markings (MUTCD Section 3B.25)==
{{SpanID|fig620.2.24}}
[[File:Figure 620.2.24 Typical Chevron and Diagonal Markings.png|thumb|alt=|center|800px|'''Figure 620.2.24''' Typical Chevron and Diagonal Markings]]

'''Support. '''Chevron or diagonal markings are used to discourage travel on certain paved areas, such as shoulders, neutral areas, and flush median islands.

'''Guidance.''' Chevrons should be installed in the neutral area of gores when the following conditions are present:
:A. A gore length of 250 ft or greater; and
: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]]).

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].

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.

'''Option.''' Chevron and diagonal markings may be used:
:A. On approaches to obstructions in the roadway (see [[#fig3b-15s2|Figure 620.2.15.2]]),
:B. For channelized travel paths on approaches to intersections,
: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
:D. In the neutral areas of islands.

'''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.

'''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]].

'''Option.''' Diagonal markings for opposing directions of traffic may be used:
:A. On approaches to obstructions in the roadway (see Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]]),
:B. In flush median islands between double solid yellow center line markings (see [[#fig3b5|Figure 620.2.3.3]]), and
: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]]).

Diagonal markings may be used on paved shoulders or in no-parking zones, or other locations for special emphasis.

'''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]].

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.

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.

'''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.

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]]).

=={{SpanID|620.2.25}}620.2.25 Do Not Block Intersection Markings (MUTCD Section 3B.26)==
 
{{SpanID|fig3b24}}
[[File:Figure 620.2.25 Do Not Block Intersection Markings.png|thumb|center|900px|alt="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.
"
|'''Figure 620.2.25''' Do Not Block Intersection Markings]]

'''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.

'''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.

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.

=={{SpanID|620.2.26}}620.2.26 Parking Space Markings (MUTCD Section 3B.27)==

'''Standard. '''On-street parking space markings shall be white.

'''Support. '''Examples of on-street parking space markings are shown in [[#fig3b23|Figure 620.2.26]].

'''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]].

{{SpanID|fig3b23}}
[[File:Figure 620.2.26 Example of Parking Space Markings.png|thumb|center|700px|alt="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.
"
|'''Figure 620.2.26''' Example of Parking Space Markings]]

=={{SpanID|620.2.27}}620.2.27 Speed Hump and Speed Table Markings (MUTCD Section 3B.29)==

{{SpanID|fig3b26}}
[[File:Figure 620.2.27.1 Pavement Markings for Speed Humps without Crosswalks.png|thumb|center|800px|alt="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.
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.”
"
|'''Figure 620.2.27.1''' Pavement Markings for Speed Humps without Crosswalks]]

{{SpanID|fig3b27}}
[[File:Figure 620.2.27.2 Pavement Markings for Speed Tables or Speed Humps with Crosswalks.png|thumb|center|800px|alt="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.
"
|'''Figure 620.2.27.2''' Pavement Markings for Speed Tables or Speed Humps with Crosswalks]]

'''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.

'''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]].

'''Option. '''Where used, center line markings, lane line markings, and edge lines may be discontinued on the profile of the speed hump.

'''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.

=={{SpanID|620.2.28}}620.2.28 Advance Speed Hump and Speed Table Markings (MUTCD Section 3B.30)==

'''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.

'''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.

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]].

'''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.

'''Guidance. '''If used, advance speed hump markings should be installed in each approach lane.


=={{SpanID|620.2.29}}620.2.29 Aircraft Speed Measurement Markings==

'''Support. '''An aircraft speed measurement marking is a transverse marking placed on the roadway to assist the enforcement of speed regulations.

'''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.

{{SpanID|fig620.2.29}}
[[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.
|<center>'''Figure 620.2.29 Pavement Marking for Aircraft Speed Check Stations'''</center>]]

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]]).

The markings shall be reflective, and are to be placed on the center of each driving lane.

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]].

'''Option. '''A third block may be installed at the special request of the Highway Patrol.

If the Highway Patrol wishes to only check traffic flowing in one direction, these markings may be omitted from the opposing lanes.

'''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.

The application of any material should be done following the manufacturer’s recommendations for installation.

'''Option.''' On concrete surfaces, black may be used to provide contrast of the speed blocks.

=={{SpanID|620.2.30}}620.2.30 Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad (MUTCD Section 3B.31)==

{{SpanID|fig3b29}}
[[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]]

'''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.

'''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.

A lane-use arrow (see [[#620.2.22|EPG 620.2.22]]) shall be used in each approach lane at the crossover intersection.

'''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.

'''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.

'''Guidance.''' Edge line and lane line extensions (see [[#620.2.13|EPG 620.2.13]]) should be provided through the crossing points.

'''Support.''' [[#fig3b29|Figure 620.2.30]] illustrates an example of pavement markings for a diverging diamond interchange with a transposed alignment crossroad.

620.2 Pavement and Curb Markings (MUTCD Chapter 3B)

2025-12-01T14:30:48Z

WilkeJ: /* {{SpanID|620.2.22}}620.2.22 Lane-Use Arrows (MUTCD Section 3B.23) */

[[Category:620 Pavement Marking (MUTCD Part 3)|620.02]]
=={{SpanID|620.2.1}}620.2.1 Yellow Center Line Pavement Markings (MUTCD Section 3B.01)==

'''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.

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]]:
: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;
: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
: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.

A single solid yellow line shall not be used as a center line marking on a two-way roadway.

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]].

 
{{SpanID|fig3b1}}
[[File:Figure 620.2.1.1 Yellow Center Lines for Two-Lane, Two-Way Applications.png|thumb|center|900px|alt="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.
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."
|'''Figure 620.2.1.1''' Yellow Center Lines for Two-Lane, Two-Way Applications]]

 

{{SpanID|fig3b2}}
[[File:Figure 620.2.1.2 Yellow Center Lines for Four-or-More Lane, Two-Way Applications.png|thumb|center|850px|alt="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.
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.
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."
|'''Figure 620.2.1.2''' Yellow Center Lines for Four-or-More Lane, Two-Way Applications]]

'''Support. '''MoDOT previously marked center lines using a 2-line or 3-line system. The 3-line system is no longer used by MoDOT.

'''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.

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.

[[#620.2.13|EPG 620.2.13]] contains information for application of pavement markings through intersections or interchanges.

'''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.

'''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]).

'''Support.''' Examples of markings for alternating passing lanes are shown in [https://www.modot.org/media/16896#page=2 Standard Plan 620].

=={{SpanID|620.2.2}}620.2.2 Warrants for Yellow Center Lines (MUTCD Section 3B.02)==

'''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.

'''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.

{{SpanID|fig3b7}}
[[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.

|'''Figure 620.2.2''' Example of Two-Way, Left-Turn Marking Applications]]

=={{SpanID|620.2.3}}620.2.3 No-Passing Zone Pavement Markings (MUTCD Section 3B.03)==

'''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]].

No-passing zone markings shall be used on:
:A. Two-way roadways at lane-reduction transitions (see [[#620.2.14|EPG 620.2.14]]),
:B. Approaches to obstructions that must be passed on the right (see [[#620.2.15| EPG 620.2.15]]),
:C. Approaches to grade crossings (see [[913.3 Markings (MUTCD Chapter 8C)#913.3.2|EPG 913.3.2]]), and
:D. Approaches to crosswalks.
:E. Approaches to added uphill truck or passing lanes,
:F. Approaches to controlled intersections, and
:G. Approaches to lane transitions.

No-passing zone marking shall be installed a minimum of 500 feet in advance of conditions as described in the previous paragraph.

{{SpanID|fig620.2.3.1}}
[[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.
|'''Figure 620.2.3.1''' Marking Uphill Truck Lane]]

'''Option. '''The length of passing zone markings may be increased for sight distance limitations or based on engineering judgement.

'''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.

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.

{{SpanID|tab620.2.3}}{{SpanID|tab3b1}}
<center>
{| class="wikitable" style="text-align: center;"
|+ '''Table 620.2.3''' Minimum Passing Sight
Distances for No-Passing Zone Markings
|-
! 85th-Percentile or Speed Limit !! Minimum Passing Sight Distance
|-
| 25 mph || 500 feet
|-
| 30 mph || 500 feet
|-
| 35 mph || 550 feet
|-
| 40 mph || 600 feet
|-
| 45 mph || 700 feet
|-
| 50 mph || 800 feet
|-
| 55 mph || 900 feet
|-
| 60 mph || 1,000 feet
|-
| 65 mph || 1,100 feet
|-
| 70 mph || 1,200 feet
|-
|}
</center>

{{SpanID|fig3b4}}
[[File:Figure 620.2.3.2 Method of Locating and Determining the Limit of No-Passing Zones at Curves.png|thumb|center|900px|alt="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.”
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.
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.
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.
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.
"|'''Figure 620.2.3.2''' Method of Locating and Determining the Limits of No-Passing Zones at Curves]]

'''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”.

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]]).

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.

'''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.

'''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.

{{SpanID|fig3b5}}
[[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="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]]

'''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.

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.

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.

On added uphill truck lanes, a no-passing zone marking shall be provided for the entire length of the ascending direction of travel.

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.

'''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.

{{SpanID|fig620.2.2.0.2}}{{SpanID|fig620.2.3.4}}
[[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 "L" 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.
|'''Figure 620.2.3.4''' Marking for Median Islands for Left Turn Bays]]

'''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]]).

'''Guidance. '''The taper length of transition zones should not be less than the taper length calculated using the equations L = WS or L = WS<sup>2</sup>/60 as defined in [[#620.2.14|EPG 620.2.14]]. Installation of these markings should conform to the established general patterns.

=={{SpanID|620.2.4}}620.2.4 Establishing and Recording No Passing Zones==

'''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.

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]]).

'''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.

'''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.

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.

=={{SpanID|620.2.5}}620.2.5 Center Line Markings on Bridges==

'''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.

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]]).

=={{SpanID|620.2.6}}620.2.6 Pavement Markings for Two-Way Left-Turn Lanes (MUTCD Section 3B.05)==

'''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]].

'''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]].

'''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.

'''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.

'''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.

'''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]]).

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)]]).

'''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.

'''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.

=={{SpanID|620.2.7}}620.2.7 White Lane Line Pavement Markings (MUTCD Section 3B.06)==

'''Standard. '''When used, lane line pavement markings delineating the separation of traffic lanes that have the same direction of travel shall be white.

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.

'''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]

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.

The lane width delineated by lane line pavement markings should not be less than 10 feet.

'''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]].

'''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.

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]]).

Where crossing the lane line markings is discouraged, the lane line markings shall consist of a normal width solid white line.

'''Guidance. '''A solid white lane line marking should be used on approaches to:
:A. Intersections to separate a through lane from a mandatory turn lane.
:B. Intersections to separate contiguous mandatory turn lanes from each other.
:C. Channelized movements or obstructions.

'''Option.''' Solid white lane line markings may be used:
:A. On approaches to intersections to separate contiguous through lanes.
:B. To separate through traffic lanes from auxiliary lanes, such as an added uphill truck lane.
:C. On approaches to crosswalks across multi-lane roadways.

Wide solid lane line markings may be used for greater emphasis.

A curved transition may be used where an edge line, channelizing line, or dotted extension line changes direction.

'''Support. '''Examples of locations where a curved transition can have value include freeway exit and entrance ramps, and turn lanes.

'''Standard. '''Where crossing the lane line markings is prohibited, the lane line markings shall consist of a solid double white line (DWL).

The State Highway Safety and Traffic Engineer must approve the use of a solid DWL.

'''Guidance. '''A solid DWL should be used to address an identifiable need.

Use signs in advance of the area delineated by a solid DWL to provide motorists an opportunity to adjust to the condition.

=={{SpanID|620.2.8}}620.2.8 White Lane Line Markings for Non-Continuing Lanes (Section 3B.07)==

'''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.

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]].

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]].

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]].

{{SpanID|fig3b9s1}}
[[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="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.
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." |'''Figure 620.2.8.1''' Examples of Dotted Line and Channelizing Line Applications for Exit Ramp Markings ''(Sheet 1 of 2)'']]

{{SpanID|fig3b9s2}}
[[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 "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)'']]

{{SpanID|fig3b10}}
[[File:Figure 620.2.8.3 Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings.png|thumb|center|900px|alt="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.”" |'''Figure 620.2.8.3''' Examples of Dotted Line and Channelizing Line Applications for Entrance Ramp Markings]]

{{SpanID|fig3b11}}{{SpanID|fig3b11s1}}
[[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)'']]

{{SpanID|fig3b11s2}}
[[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)'']]

{{SpanID|fig3b11s3}}
[[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)'']]

{{SpanID|fig3b11s4}}
[[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)'']]

{{SpanID|fig3b11s5}}
[[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)'']]

{{SpanID|fig3b11s6}}
[[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)'']]

{{SpanID|fig3b12}}{{SpanID|fig3b12s1}}
[[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.
|'''Figure 620.2.8.4.1''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 1 of 2)'']]

{{SpanID|fig3b12s2}}
[[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="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.
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.”
"
|'''Figure 620.2.8.4.2''' Examples of Applications of Conventional Road Lane-Drop Markings ''(Sheet 2 of 2)'']]

'''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]].

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]].

'''Standard.''' A wide dotted white lane line shall be used:
: 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]]),
: B. In advance of freeway route splits with dedicated lanes (see Drawing D in [[#fig3b11s4|Figure 620.2.8.3.4]]),
: C. In advance of freeway route splits with an option lane (see Drawing E in [[#fig3b11s5|Figure 620.2.8.3.5]]),
: 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]]),
: 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
: 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]]).

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.

'''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.

'''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]].

'''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.

'''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.

[[#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.

'''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]]).

=={{SpanID|620.2.9}}620.2.9 Channelizing Lines (MUTCD Section 3B.08)==

'''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.

[[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.

'''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.

Channelizing lines used to mark gores shall be wide solid white lines.

'''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]].

'''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]]).

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]].

Other pavement markings in the neutral area shall be white.

'''Support.''' Pavement markings within the neutral area include chevron markings (see [[#620.2.24|EPG 620.2.24]]).

=={{SpanID|620.2.10}}620.2.10 Edge Line Pavement Markings (MUTCD Section 3B.09)==

'''Standard. '''If used, edge line pavement markings shall delineate the right or left edges of a roadway.

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.

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]].

'''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]]).

'''Support. '''Edge line markings provide visual references to guide road users during adverse weather and visibility conditions.

'''Guidance. '''Edge line markings should not be continued through intersections, except for the following situations:
:A. Dotted edge line extensions (see [[#620.2.13|EPG 620.2.13]]), or
:B. Through that part of an intersection with no intersection approach (such as the far side of a T-intersection).

'''Support.''' [[#620.2.13|EPG 620.2.13]] contains information on the use and application of edge lines through intersections, interchanges, and driveways.

{{SpanID|fig620.2.10}}
[[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]]

=={{SpanID|620.2.11}}620.2.11 Warrants for Use of Edge Lines (MUTCD Section 3B.10)==

'''Standard.''' Edge line markings shall be placed on paved streets or highways with the following characteristics:
: A. Freeways,
: B. Expressways, and
: C. Routes with a traveled way of 20 feet or more in width and an ADT of 400 vehicles per day or greater.

'''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.

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.

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.

=={{SpanID|620.2.12}}620.2.12 Bridge Edge Lines==

'''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]]):
: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.
: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.
: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.
: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.
: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.

'''Guidance. '''Special attention should be given to all bridges whose shoulders are 2 ft. or wider than the shoulders of the adjacent roadway.

'''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]].)

{{SpanID|fig620.2.12.1}}
[[File:Figure 620.2.12.1 Edge Line Striping for Two-Lane, Two-Way Bridges.png|thumb|center|561px|alt="The figure shows four examples of bridge edge line striping.
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.
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.
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.
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."
|<center>'''Figure 620.2.12.1''' Edge Line Striping for Two-Lane, Two-Way Bridges''</center>]]

{{SpanID|fig620.2.12.2}}
[[File:Figure 620.2.12.2 Edge Line Striping for Single Lane Bridges.png|thumb|center|561px|alt="The figure shows pavement marking layouts for one-lane bridges on two-way, two-lane roadways.
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.
The left example and right example are nearly identical, one used when weight restrictions apply and the other for when width restrictions apply."
|<center>'''Figure 620.2.12.2''' Edge Line Striping for Single Lane Bridges''</center>]]

=={{SpanID|620.2.13}}620.2.13 Application of Pavement Markings Through Intersections or Interchanges (MUTCD Section 3B.11)==

'''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]]).

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.

'''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.

'''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.

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.

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.

'''Standard. '''Extensions of center lines through intersections shall be dotted lines.

'''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.

'''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).

'''Guidance. '''Edge line markings should be discontinued across intersecting approaches at intersections or interchanges.

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.

'''Option. '''Dotted edge line extensions may be placed through intersections.

Edge line extension lines may be used at the district's discretion.

'''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.

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]]).

{{SpanID|fig620.2.13.1}}
[[File:Figure 620.2.13.1 Examples of Line Extensions through Intersections (Sheet 1 of 2).png|thumb|center|800px|alt="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.
B: The intersection of an eastbound three-lane horizontal roadway with a northbound three-lane vertical roadway is shown.
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."
|'''Figure 620.2.13.1''' Examples of Line Extensions through Intersections ''(Sheet 1 of 2)'']]

{{SpanID|fig620.2.13.2}}
[[File:Figure 620.2.13.2 Example of Line Extensions through Intersections (Sheet 2 of 2).png|thumb|center|800px|alt="C: The intersection of a five-lane horizontal roadway with 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. 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.
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.
"
|'''Figure 620.2.13.2''' Examples of Line Extensions through Intersections ''(Sheet 2 of 2)'']]

{{SpanID|fig620.2.13.3}}
[[File:Figure 620.2.13.3 Edge Line Striping for At Grade Intersections.png|thumb|center|800px|alt="The figure shows examples of pavement markings at intersections on both divided and undivided highways.
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.
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.
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. "
|'''Figure 620.2.13.3''' Edge Line Striping for At Grade Intersections]]

'''Support. '''[[#620.2.30|EPG 620.2.30]] contains information about edge lines through diverging diamond interchanges with a transposed alignment crossroad.

[[620.4 Circular Intersection Markings (MUTCD Chapter 3D)#620.4.3|EPG 620.4.3]] provides information for edge lines through roundabouts.

[[: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.

[[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.

[[914.5 Markings (MUTCD Chapter 9E)#914.5.3|EPG 914.5.3]] contains information for the extensions of bicycle lanes through intersections.

=={{SpanID|620.2.14}}620.2.14 Lane-Reduction Transitions (MUTCD Section 3B.12)==

{{SpanID|fig3b14}}
[[File:Figure 620.2.14 Examples of Applications of Lane-Reduction Transition Markings.png|thumb|center|850px|alt="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.
"
|'''Figure 620.2.14''' Examples of Applications of Lane-Reduction Transition Markings]]

'''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.

[[#620.2.8|EPG 620.2.8]] contains information on pavement markings for lane drops and splits.

[[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.

'''Standard.''' Lane-reduction transitions (see [[#fig3b14|Figure 620.2.14]]) shall include the following elements:

: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
: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.

'''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.

'''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.

'''Guidance. '''Lane-reduction transitions should include the following elements:

: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,
: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
: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.

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<sup>2</sup>/60 should be used to compute the taper length.

The minimum lane reduction transition taper length should be 100 feet in urban areas and 200 feet in rural areas.

Where observed speeds exceed speed limits, longer tapers should be used.

'''Option.''' The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.

On new construction, where no speed limit has been established, the design speed may be used in the transition taper length formula.

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.

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.

Lane-reduction arrow markings may be used in long acceleration lanes based on engineering judgment.

=={{SpanID|620.2.15}}620.2.15 Approach Markings for Obstructions (MUTCD Section 3B.13)==

'''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]]).

{{SpanID|fig3b-15}}{{SpanID|fig3b-15s1}}
<div id="fig620.2.10.1"></div>
[[File:Figure 620.2.15.1 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt="Two examples of markings for obstructions in a roadway are shown.

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.

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.

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."
|<center>'''Figure 620.2.15.1''' Examples of Applications of Markings for Obstructions in the Roadway <br>''(Sheet 1 of 2)''</center>]]

{{SpanID|fig3b-15s2}}
<div id="fig620.2.10.2"></div>
[[File:Figure 620.2.15.2 Example of Applications of Markings for Obstructions in the Roadway.png|thumb|center|536px|alt="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.

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."
|<center>'''Figure 620.2.15.2''' Examples of Applications of Markings for Obstructions in the Roadway <br>''(Sheet 2 of 2)''</center>]]

'''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<sup>2</sup>/60 should be used to compute the taper length.

The minimum taper length should be 100 feet in urban areas and 200 feet in rural areas.

'''Option. '''The minimum taper length may be less than 100 feet on roadways where the operating speed is less than 25 mph.

Observed speeds may be used to determine the taper length when the observed speed exceeds the posted or statutory speed limits.

Unique situations may require special markings or warning devices.

'''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]]).

'''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]].

'''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]]).

'''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.

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.

'''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.

=={{SpanID|620.2.16}}620.2.16 Inlaid Pavement Markers – General (MUTCD Section 3B.14)==
[[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]]
'''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.

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.

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.

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.

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.

'''MoDOT's Implementation of ILPMs'''

'''Standard.''' If used, ILPMs shall be installed according to the following conditions:
:A. ILPMs are limited to freeways with three or more through lanes in one direction.
:B. The cradle system of ILPMs shall be the marker style used. ILPMs shall comply with the current approved vendor list.
:C. ILPMs shall be installed in pairs, placed in every other gap between the skips of broken (intermittent) lane line markings only
:# Installed in accordance with manufactures’ installation guidance.
:# 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.

: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.

<center>
{|
|-
| colspan="2" | [[File:620.2_additionalImagery_2.png|thumb|center|600px|ILPM installation in pavement groove]]
|-
| colspan="2" | [[File:620.2_additionalImagery_3.png|thumb|center|600px|Paired ILPM installation and spacing]]
|-
| [[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]]
| style="vertical-align: top;"| [[File:620.2_additionalImagery_5.png|thumb|center|Paired ILPM installation and spacing]]
|}
</center>

'''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.

'''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.

'''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.

'''Option.''' Maintenance of ILPMs in asphalt may be accomplished in two typical fashions:
: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.
: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.

'''Guidance.''' When districts consider the use of ILPMs, they should answer the following questions:
: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?
:B. Will the installations be planned to be maintained or will the initial installation be allowed to fade out of service?
: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?
:D. Will the benefits of installing ILPMs offset the impacts to the pavement and its long term maintenance?

<center>
{|
|-
| style="vertical-align: top;"| [[File:620.2_additionalImagery_6.png|thumb|right|Missing reflector from cradle, new reflector can be reinstalled to maintain]]
| style="vertical-align: top;"| [[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]]
|}
</center>

=={{SpanID|620.2.17}}620.2.17 Curb Markings for Delineation (MUTCD Section 3B.18)==

'''Option. '''Barrier curbs on the outside shoulder with a minimum height of 6 inches may be marked for the purpose of delineation.

'''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.

Curbs should not be marked in the following cases:
:A. Where the posted speed limit is 40 mph or less.
:B. Curbs that diverge from the normal traffic flow for commercial and private entrances.
:C. Curbs that are mountable (see [https://www.modot.org/media/16880 Standard Plan 609]).

'''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]]).

{{SpanID|fig620.2.17}}
[[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]]

'''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]]).

=={{SpanID|620.2.18}}620.2.18 Stop and Yield Lines (MUTCD Section 3B.19)==

'''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.

'''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.

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.

'''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]]).

'''Standard. '''Stop lines shall be 24 inches wide.

'''Option. '''Stop lines may be omitted at ramp control signals.

'''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.

{{SpanID|fig3b16}}
[[File:Figure 620.2.18 Examples of Yield Line Application.png|thumb|center|850px|alt="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.

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.

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."
|'''Figure 620.2.18''' Examples of Yield Line Applications]]

'''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]]).

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.

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.

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].

'''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.

Yield lines may also be used where engineering judgment indicates a need.

'''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.

Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.

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.

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.

'''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.

'''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]]).

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.

'''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.

'''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.

'''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]]).

'''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.

=={{SpanID|620.2.19}}620.2.19 Word, Symbol, and Arrow Pavement Markings – General (MUTCD Section 3B.20)==

'''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].

'''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.

'''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.

'''Standard.''' Word, symbol, and arrow markings shall be white and retroreflective, except as otherwise provided in [[#620.2.19|EPG 620.2.19]].

'''Option. '''Black contrast markings may be used in combination with white pavement markings on light-colored pavements, such as concrete, to enhance visibility.

'''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)]]).

'''Guidance. '''Word, symbol, and/or arrow markings that are grouped together to formulate one interrelated message should not exceed three lines of information.

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.

When conveying mandatory messages, these markings should only be used as supplementary devices to the standard signs.

Pavement word, symbol, and arrow markings should be no more than one lane in width.

Pavement word, symbol, and arrow markings should be proportionally scaled to fit within the width of the facility upon which they are applied.

'''Option.''' On narrow, low-speed shared-use paths, the pavement words, symbols, and arrows may be smaller than suggested, but to the relative scale.

=={{SpanID|620.2.20}}620.2.20 Word Pavement Markings (MUTCD Section 3B.21)==

'''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.

The spacing between pavement word and symbol markings is approximate and should be adjusted as field conditions warrant.

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.

'''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.

{{SpanID|fig3b17}}
[[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.
|'''Figure 620.2.20''' Example ONLY word pavement marking]]

'''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]]).

'''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.

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]]).

'''Standard. '''The ONLY word marking shall not be used in a lane that is shared by more than one movement.

=={{SpanID|620.2.21}}620.2.21 Symbol Pavement Markings (MUTCD Section 3B.22)==

'''Support.''' [[914.5 Markings (MUTCD Chapter 9E)#914.5|EPG 914.5]] contains information on symbol markings that can be used for bicycle lanes.

'''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]]).

{{SpanID|fig3b18}}
[[File:Figure 620.2.21.1 Elongated Route Shields.png|thumb|center|650px|alt="A: An elongated red and blue Interstate Route Shield is shown with a white numeral “70” on the shield.
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.
C: An elongated white U.S. Route Shield is shown, with a black numeral “136” on the shield on a black square.
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.
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."
|'''Figure 620.2.21.1''' Elongated Route Shields ]]

{{SpanID|fig3b19}}
[[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.
|'''Figure 620.2.21.2''' International Symbol of Accessibility Parking Space Marker]]

{{SpanID|fig3b20}}
[[File:Figure 620.2.21.3 Yield Ahead Triangle Symbols.png|thumb|center|800px|alt="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.
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."
|'''Figure 620.2.21.3''' Yield Ahead Triangle Symbols]]

<div id="fig620.2.21.4"></div>
[[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.
|<center>'''Figure 620.2.21.4''' Disabled Symbol Detail'''</center>]]

<div id="fig620.2.21.5"></div>
[[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.
|<center>'''Figure 620.2.21.5''' Disabled Parking Area'''</center>]]

<div id="fig620.2.21.6"></div>
[[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.
|<center>'''Figure 620.2.21.6''' Disabled Parking Area Multiple'''</center>]]

'''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.

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.

'''Support.''' [[620.1_General_(MUTCD_Chapter_3A)#620.1.3|EPG 620.1.3]] provides information on route sign colors.

'''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.

'''Option. '''A blue background with white border may supplement the wheelchair symbol as shown in [[#fig3b19|Figure 620.2.21.2]].

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.

'''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]].

'''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.

=={{SpanID|620.2.22}}620.2.22 Lane-Use Arrows (MUTCD Section 3B.23)==

{{SpanID|fig3b21}}
[[File:Figure 620.2.22.1 Examples of Arrows for Pavement Marking.png|thumb|center|700px|alt="A: A black arrow is shown composed of a horizontal straight shaft that ends in an arrowhead, pointing to the right.
B: A black arrow is shown composed of a horizontal left-curving shaft that ends in an upward-pointing arrowhead.
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.
D: A black arrow is shown composed of a horizontal left-curving shaft that ends in a semicircle arrowhead, pointing to the left.
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.
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.
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.
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."
|'''Figure 620.2.22.1''' Examples of Arrows for Pavement Markings]]

{{SpanID|fig3b22}}
[[File:Figure 620.2.22.2 Examples of Lane-Use Control Word and Arrow Pavement Markingsv2.png|thumb|center|600px|alt="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.
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.
"
|'''Figure 620.2.22.2''' Examples of lane-Use Control Word and Arrow Pavement Markings]]

'''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]]).

[[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.

'''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]]).

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]]):
:A The first arrow should be placed 75 ft. in advance of the stop line.
:B The second arrow should be placed 200 ft. in advance of the stop line.
:C Any additional arrows should be placed in 200 ft. increments.

The distances between arrows may be adjusted if there are special circumstances that warrant the change.

{{SpanID|fig620.2.22.3}}
[[File:Figure 620.2.22.3 Spacing of Arrow in Left-Turn and Right-Turn Lanes.png|thumb|center|850px|alt="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.

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.

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."
|'''Figure 620.2.22.3''' Spacing of Arrow in Left-Turn and Right-Turn Lanes]]

'''Support.''' An arrow at the downstream end of a turn lane can help to prevent wrong-way movements.

'''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]]).

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.

'''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.

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.

'''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.

'''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.

=={{SpanID|620.2.23}}620.2.23 Wrong-Way Arrows (MUTCD Section 3B.24)==

'''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]]).

'''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.

Directional pavement arrows may be used as a substitute for the wrong-way arrows when wrong-way arrows are required.

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.

Wrong-way pavement arrows may be placed on one way outer roads to further indicate the proper direction to travel.

'''Standard.''' In the case of two lane ramps where wrong-way pavement arrows are used, one arrow shall be provided for each lane.

'''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.

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.

=={{SpanID|620.2.24}}620.2.24 Chevron and Diagonal Markings (MUTCD Section 3B.25)==
{{SpanID|fig620.2.24}}
[[File:Figure 620.2.24 Typical Chevron and Diagonal Markings.png|thumb|alt=|center|800px|'''Figure 620.2.24''' Typical Chevron and Diagonal Markings]]

'''Support. '''Chevron or diagonal markings are used to discourage travel on certain paved areas, such as shoulders, neutral areas, and flush median islands.

'''Guidance.''' Chevrons should be installed in the neutral area of gores when the following conditions are present:
:A. A gore length of 250 ft or greater; and
: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]]).

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].

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.

'''Option.''' Chevron and diagonal markings may be used:
:A. On approaches to obstructions in the roadway (see [[#fig3b-15s2|Figure 620.2.15.2]]),
:B. For channelized travel paths on approaches to intersections,
: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
:D. In the neutral areas of islands.

'''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.

'''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]].

'''Option.''' Diagonal markings for opposing directions of traffic may be used:
:A. On approaches to obstructions in the roadway (see Drawings A and B in [[#fig3b-15s1|Figure 620.2.15.1]]),
:B. In flush median islands between double solid yellow center line markings (see [[#fig3b5|Figure 620.2.3.3]]), and
: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]]).

Diagonal markings may be used on paved shoulders or in no-parking zones, or other locations for special emphasis.

'''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]].

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.

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.

'''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.

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]]).

=={{SpanID|620.2.25}}620.2.25 Do Not Block Intersection Markings (MUTCD Section 3B.26)==
 
{{SpanID|fig3b24}}
[[File:Figure 620.2.25 Do Not Block Intersection Markings.png|thumb|center|900px|alt="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.
"
|'''Figure 620.2.25''' Do Not Block Intersection Markings]]

'''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.

'''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.

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.

=={{SpanID|620.2.26}}620.2.26 Parking Space Markings (MUTCD Section 3B.27)==

'''Standard. '''On-street parking space markings shall be white.

'''Support. '''Examples of on-street parking space markings are shown in [[#fig3b23|Figure 620.2.26]].

'''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]].

{{SpanID|fig3b23}}
[[File:Figure 620.2.26 Example of Parking Space Markings.png|thumb|center|700px|alt="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.
"
|'''Figure 620.2.26''' Example of Parking Space Markings]]

=={{SpanID|620.2.27}}620.2.27 Speed Hump and Speed Table Markings (MUTCD Section 3B.29)==

{{SpanID|fig3b26}}
[[File:Figure 620.2.27.1 Pavement Markings for Speed Humps without Crosswalks.png|thumb|center|800px|alt="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.
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.”
"
|'''Figure 620.2.27.1''' Pavement Markings for Speed Humps without Crosswalks]]

{{SpanID|fig3b27}}
[[File:Figure 620.2.27.2 Pavement Markings for Speed Tables or Speed Humps with Crosswalks.png|thumb|center|800px|alt="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.
"
|'''Figure 620.2.27.2''' Pavement Markings for Speed Tables or Speed Humps with Crosswalks]]

'''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.

'''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]].

'''Option. '''Where used, center line markings, lane line markings, and edge lines may be discontinued on the profile of the speed hump.

'''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.

=={{SpanID|620.2.28}}620.2.28 Advance Speed Hump and Speed Table Markings (MUTCD Section 3B.30)==

'''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.

'''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.

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]].

'''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.

'''Guidance. '''If used, advance speed hump markings should be installed in each approach lane.


=={{SpanID|620.2.29}}620.2.29 Aircraft Speed Measurement Markings==

'''Support. '''An aircraft speed measurement marking is a transverse marking placed on the roadway to assist the enforcement of speed regulations.

'''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.

{{SpanID|fig620.2.29}}
[[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.
|<center>'''Figure 620.2.29 Pavement Marking for Aircraft Speed Check Stations'''</center>]]

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]]).

The markings shall be reflective, and are to be placed on the center of each driving lane.

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]].

'''Option. '''A third block may be installed at the special request of the Highway Patrol.

If the Highway Patrol wishes to only check traffic flowing in one direction, these markings may be omitted from the opposing lanes.

'''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.

The application of any material should be done following the manufacturer’s recommendations for installation.

'''Option.''' On concrete surfaces, black may be used to provide contrast of the speed blocks.

=={{SpanID|620.2.30}}620.2.30 Markings for a Diverging Diamond Interchange with a Transposed Alignment Crossroad (MUTCD Section 3B.31)==

{{SpanID|fig3b29}}
[[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]]

'''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.

'''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.

A lane-use arrow (see [[#620.2.22|EPG 620.2.22]]) shall be used in each approach lane at the crossover intersection.

'''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.

'''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.

'''Guidance.''' Edge line and lane line extensions (see [[#620.2.13|EPG 620.2.13]]) should be provided through the crossing points.

'''Support.''' [[#fig3b29|Figure 620.2.30]] illustrates an example of pavement markings for a diverging diamond interchange with a transposed alignment crossroad.

616.2 Temporary Traffic Control Elements (MUTCD Chapter 6B)

2025-12-01T14:16:22Z

WilkeJ: /* {{SpanID|616.2.4}}616.2.4 Advance Warning Area (MUTCD Section 6B.04) */

[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.02]]
=={{SpanID|616.2.1}}616.2.1 Temporary Traffic Control Plans (MUTCD Section 6B.01)==

'''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.

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.

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.

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.

'''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.

'''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.

A preliminary field check with district construction and traffic should be conducted to ensure the TTC plan will be compatible with field conditions.

'''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.

'''Support. '''For additional information related to traffic flow through work zones, see [[616.19 Work Zone Capacity, Queue and Travel Delay|EPG 616.19]].

For additional plan sheet guidance see [[:Category:237 Contract Plans|EPG 237]].

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.

'''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.

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]].

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].

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.

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.

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.

Provisions for effective continuity of accessible circulation paths for pedestrians should be incorporated into the TTC plan.

'''Option. '''Provisions may be incorporated into the project bid documents that enable contractors to develop an alternate TTC plan.

Modifications of TTC plans may be necessary because of changed conditions or a determination of better methods of safely and efficiently handling road users.

'''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.

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).

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.

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.

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.

'''Support.''' See [[616.18 Work Zone Speed Limits|EPG 616.18]] for additional provisions regarding work zone speed limits.

[[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.

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.

'''Guidance.''' Typical applications should be altered, when necessary, to fit the conditions of a particular TTC zone.

'''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.

Devices labeled as optional in the typical applications may be deleted.

'''Support. '''Formulating specific plans for TTC at traffic incidents is difficult because of the variety of situations that can arise.

Well-designed TTC plans for planned special events will likely be developed from a combination of treatments from several of the typical applications.

=={{SpanID|616.2.2}}616.2.2 Temporary Traffic Control Zones (MUTCD Section 6B.02)==

'''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.

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.

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.

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.

=={{SpanID|616.2.3}}616.2.3 Components of Temporary Traffic Control Zones (MUTCD Section 6B.03) ==

'''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]].

{{SpanID|fig616.2.3}}
[[File:Figure 616.2.3 Component Parts of a Temporary Traffic Control Zone.png|thumb|center|800px|alt="On a divided highway showing two adjacent lanes traveling in the same direction, the four component parts of a temporary traffic control zone are diagrammed.
At the bottom of the figure, the first component part of a temporary traffic control zone is labeled, “Advance Warning Area tells traffic what to expect ahead.” Within the advance warning area, sign locations are shown along the right and left sides of the road outside the shoulders. The upper portion of the advance warning area is shown as an area labeled ”Shoulder Taper.” Within this area, channelizing devices are shown running diagonally from the right shoulder to the right travel lane. Directly above the advance warning area, a transition area that moves traffic out of its normal path is shown. In this area, along the roadway, channelizing devices continue to run diagonally to close the right lane of traffic and then parallel to a solid white edge line. Directly above the transition area, an activity area where work takes place is shown. The activity area is shown divided into two successive spaces; the lower space, labeled the “Buffer Space (longitudinal),” provides protection for traffic and workers. Directly above the buffer space (longitudinal), a work space is set aside for workers, equipment, and material storage.” The workspace is shown in the right travel lane. Directly above the activity area, the termination area is shown. The termination area lets traffic resume normal operations and is divided into three successive spaces; the lower space is labeled “Buffer Space (longitudinal).” Within the buffer space (longitudinal), the channelizing devices and solid white edge line continue in parallel. Directly above the buffer space (longitudinal) in the middle of the termination area, a space labeled “Downstream Taper” is shown. Within the downstream taper, the channelizing devices and solid white edge line run diagonally back to the right shoulder of the travel lane. This is shown beyond the workspace. The solid white line continues running above the upper space of the termination area."
|'''Figure 616.2.3''' Component Parts of a Temporary Traffic Control Zone]]

=={{SpanID|616.2.4}}616.2.4 Advance Warning Area (MUTCD Section 6B.04)==

'''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.

'''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.

'''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.

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.

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]]).

'''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.

'''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]]).

{{SpanID|tab616.2.4}}
{| class="wikitable"
|-
|+ '''Table 616.2.4''' Recommended Advance Warning Sign Minimum Spacing
|-
! rowspan="2" | Road Type
! colspan="3" | Distance between Signs*
|-
! A
! B
! C
|-
| Urban (35 mph or less)
| 100 feet
| 100 feet
| 100 feet
|-
| Urban (40 mph or more)
| 350 feet
| 350 feet
| 350 feet
|-
| Rural
| 500 feet
| 500 feet
| 500 feet
|-
| Expressway/Freeway
| 1,000 feet
| 1,500 feet
| 2,640 feet
|-
| style="background-color:#ffffff;" colspan="4"| <div style="text-indent: -1.2em; padding-left: 1em;"><p><span style="font-family: monospace"> *</span> 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 "first sign" is the sign in a three-sign series that is closest to the TC zone. The "third sign" is the sign that is furthest upstream from the TTC zone.)</p></div>
Note: See [[616.16 Typical Applications (MUTCD Chapter 6P)#tab616.16.3.3|Table 616.16.3.3]] for MoDOT internal use
|}

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.

'''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.

'''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.

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.

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.

=={{SpanID|616.2.5}}616.2.5 Transition Area (MUTCD Section 6B.05) ==

'''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.

'''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.

'''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.

=={{SpanID|616.2.6}}616.2.6 Activity Area (MUTCD Section 6B.06) ==

'''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.

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.

'''Option. '''The work space may be stationary or may move as work progresses.

'''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.

'''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.

'''Support'''. The traffic space is the portion of the highway in which road users are routed through the activity area.

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.

'''Guidance'''. Neither work activity nor storage of equipment, vehicles, or material should occur within a buffer space.

'''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.

A longitudinal buffer space may be placed in advance of a work space.

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]].

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.

{{SpanID|tab616.2.6}}
<center>
{| class="wikitable"
|-
|+ '''Table 616.2.6''' Stopping Sight Distance as a Function of Speed
|-
! Speed*
! Distance
|-
| 20 mph
| 115 feet
|-
| 25 mph
| 155 feet
|-
| 30 mph
| 200 feet
|-
| 35 mph
| 250 feet
|-
| 40 mph
| 305 feet
|-
| 45 mph
| 360 feet
|-
| 50 mph
| 425 feet
|-
| 55 mph
| 495 feet
|-
| 60 mph
| 570 feet
|-
| 65 mph
| 645 feet
|-
| 70 mph
| 730 feet
|-
| style="background-color: #ffffff;" colspan="2"| * Posted speed, off-peak 85th-percentile speed prior to work starting, or the anticipated operating speed
|}
</center>

'''Support. '''Typically, the buffer space is formed as a traffic island and defined by channelizing devices.

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.

'''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.

'''Guidance. '''The width of a lateral buffer space should be determined by engineering judgment.

'''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.

'''Guidance. '''Vehicle storage or staging space should not extend into any portion of the buffer space.

{{SpanID|fig616.2.6}}
[[File:Figure 616.2.6 Types of Tapers and Buffer Spaces.png|thumb|center|800px|alt="On a divided highway showing two adjacent lanes traveling in the same direction, the four component parts of a temporary traffic control zone are diagrammed.
At the bottom of the figure, the first component part of a temporary traffic control zone is labeled, “Advance Warning Area tells traffic what to expect ahead.” Within the advance warning area, sign locations are shown along the right and left sides of the road outside the shoulders. The upper portion of the advance warning area is shown as an area labeled ”Shoulder Taper.” Within this area, channelizing devices are shown running diagonally from the right shoulder to the right travel lane. Directly above the advance warning area, a transition area that moves traffic out of its normal path is shown. In this area, along the roadway, channelizing devices continue to run diagonally to close the right lane of traffic and then parallel to a solid white edge line. Directly above the transition area, an activity area where work takes place is shown. The activity area is shown divided into two successive spaces; the lower space, labeled the “Buffer Space (longitudinal),” provides protection for traffic and workers. Directly above the buffer space (longitudinal), a work space is set aside for workers, equipment, and material storage.” The workspace is shown in the right travel lane. Directly above the activity area, the termination area is shown. The termination area lets traffic resume normal operations and is divided into three successive spaces; the lower space is labeled “Buffer Space (longitudinal).” Within the buffer space (longitudinal), the channelizing devices and solid white edge line continue upward in parallel. Directly above the buffer space (longitudinal) in the middle of the termination area, a space labeled “Downstream Taper” is shown. Within the downstream taper, the channelizing devices and solid white edge line run diagonally back to the right shoulder of the travel lane. This is shown beyond the workspace. The solid white line continues running above the upper space of the termination area."
|'''Figure 616.2.6''' Types of Tapers and Buffer Spaces]]

=={{SpanID|616.2.7}}616.2.7 Termination Area (MUTCD Section 6B.07) ==

'''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.

'''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.

A longitudinal buffer space may be used between the work space and the beginning of the downstream taper.

=={{SpanID|616.2.8}}616.2.8 Tapers (MUTCD Section 6B.08) ==

'''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.

'''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]].

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.

'''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]].

{{SpanID|tab616.2.8.1}}
<center>
{| class="wikitable"
|+ '''Table 616.2.8.1''' Taper Length Criteria for Temporary Traffic Control Zones
|-
! Type of Taper !! Taper Length
|-
| Merging Taper || at least L
|-
| Shifting Taper || at least 0.5 L
|-
| Shoulder Taper || at least 0.33 L
|-
| One-Lane, Two-Way Traffic Taper || 100 feet
|-
| Downstream Taper || 100 feet
|-
| style="background-color: #ffffff;" colspan="2"| Note:
# Use [[#tab616.2.8.2|Table 616.2.8.2]] to calculate L
# See [[616.16 Typical Applications (MUTCD Chapter 6P)#tab616.16.3.4|Table 616.16.3.4]] for MoDOT internal use
|}
</center>
{{SpanID|tab616.2.8.2}}
<center>
{| class="wikitable"
|+ '''Table 616.2.8.2''' Formulas for Determining Taper Length
|-
! Speed (S) !! Taper Length (L) in feet
|-
| 40 mph or less || <math>L = \frac{WS^2}{60}</math>
|-
| 45 mph or more || <math>L = WS</math>
|-
| style="background-color: #ffffff;" colspan="2"| Where:<ul style="list-style-type: none;"><li>L = taper length in feet</li><li>W = width of offset in feet</li><li>S = posted speed limit, or off-peak 85th-percentile speed prior <br />to work starting, or the anticipated operating speed in mph</li></ul>
Note: See [[616.16 Typical Applications (MUTCD Chapter 6P)#tab616.16.3.4|Table 616.16.3.4]] for MoDOT internal use
|}
</center>

===616.2.8.1 Merging Tapers===

'''Support. '''A merging taper requires the longest distance because drivers are required to merge into common road space.

'''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.

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.

===616.2.8.2 Shifting Tapers===
'''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.

'''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.

===616.2.8.3 Shoulder Tapers===

'''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.

'''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.

===616.2.8.4 Downstream or Closing Tapers===

'''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.

'''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.

===616.2.8.5 One-Lane Two-Way Tapers===

'''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.

'''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.

'''Support'''. An example of a one-lane, two-way traffic taper is shown in [[#fig616.2.8|Figure 616.2.8]].

{{SpanID|fig616.2.8}}
[[File:Figure 616.2.8 Example of a One-Lane, Two-Way Traffic Taper.png|thumb|center|800px|alt=A work space is shown in one lane of a curved two-lane roadway with one lane of traffic in each direction. Starting near the bottom of the figure, in the lane containing the taper, the section of roadway furthest from the work space is labeled “One-Lane, Two-Way Traffic Taper 50 to 100 ft.” Continuing upward, the section of roadway preceding the workspace is curved and labeled “Buffer Space (longitudinal) is used to position the taper in advance of the curve.” Above this buffer space, the work space is shown followed by another section of roadway labeled “Buffer Space (longitudinal).” Continuing upward, the section of roadway beyond the second buffer space is labeled “Downstream Taper 50 to 100 ft.” Channelizing devices redirect traffic around the work space and into the opposite-direction travel lane. A double-headed black arrow is shown in that lane, denoting two-way traffic in that lane. Signs and flaggers are positioned near the top and bottom of the two-lane roadway in advance of the taper at each end of the roadway.
|'''Figure 616.2.8''' Example of a One-Lane, Two-Way Traffic Taper]]

'''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]]).

'''Option. '''A shorter taper length may be used when space is limited.

=={{SpanID|616.2.9}}616.2.9 Detours and Diversions (MUTCD Section 6B.09)==

'''Support. '''A detour is a temporary rerouting of road users onto an existing highway in order to avoid a TTC zone.

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.

'''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.

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.

'''Option. '''Based on engineering judgment, projects located on routes with less than 400 AADT may not require signed detour routes.

Outer roadways may be constructed early in the project phasing or enhanced to serve as detours.

Local facilities may be considered for detours based on engineering judgement. City streets or county roads may be improved for use as detour routes

'''Standard. '''If other agencies’ facilities are used as detour routes, an agreement with the agency having jurisdiction over the roadway shall be required.

'''Support. '''A diversion is a temporary rerouting of road users onto a temporary highway or alignment placed around the work area.

'''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.

'''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]].

616.12 Other TTC Zone Traffic Control Devices (MUTCD Chapter 6L)

2025-12-01T14:12:21Z

WilkeJ: /* {{SpanID|616.12.5}}616.12.5 Portable Changeable Message Signs (MUTCD Section 6L.05) */

[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.12]]
=={{SpanID|616.12.1}}616.12.1 Temporary Traffic Control Signals (MUTCD Section 6L.01) ==

'''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]].

'''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.

'''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]].

'''Guidance. '''When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.

'''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.

'''Option. '''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.

'''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]]).

'''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.

'''Support. '''Factors related to the design and application of temporary traffic control signals include the following:
:A. Safety and road user needs;
:B. Work staging and operations;
:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);
:D. Sight distance restrictions;
:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);
:F. Road-user volumes including roadway and intersection capacity;
:G. Affected side streets and driveways;
:H. Vehicle speeds;
:I. The placement of other TTC devices;
:J. Parking;
:K. Turning restrictions;
:L. Pedestrians;
:M. The nature of adjacent land uses (such as residential or commercial);
:N. Legal authority;
:O. Signal phasing and timing requirements;
:P. Full-time or part-time operation;
:Q. Actuated, fixed-time, or manual operation;
:R. Power failures or other emergencies;
:S. Inspection and maintenance needs;
:T. Need for detailed placement, timing, and operation records; and
:U. Operation by contractors or by others.

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.

'''Guidance. '''Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings, and channelizing devices.

Temporary traffic control signals not in use should be covered or removed.

If a temporary traffic control signal is located within ½ mile of an adjacent traffic control signal, consideration should be given to interconnected operation.

'''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.

=={{SpanID|616.12.2}}616.12.2 Automated Flagger Assistance Devices – General (MUTCD Section 6L.02)==

'''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.

There are two types of AFADs:
: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.
: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.

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:
:A. Bridge maintenance,
:B. Haul road crossings, and
:C. Pavement patching.

'''Standard. '''AFADs shall only be used in situations where there is only one lane of approaching traffic in the direction to be controlled.

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]].

'''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]]).

'''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]].

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]].

'''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.

'''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.

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.

The use of AFADs shall conform to one of the following methods:
:A. An AFAD at each end of the TTC zone (Method 1), or
:B. An AFAD at one end of the TTC zone and a flagger at the opposite end (Method 2).

Except as provided in the following Option paragraph, two flaggers shall be used when using either Method 1 or Method 2.

'''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:
:A. The flagger has an unobstructed view of the AFAD(s), and
:B. The flagger has an unobstructed view of approaching traffic in both directions.

'''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.

'''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.

'''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:
:A. Conditions applicable for the use of Method 1 and Method 2 AFAD operation,
:B. Volume criteria,
:C. Maximum distance between AFADs,
:D. Conflicting lenses/indications monitoring requirements,
:E. Fail-safe procedures,
:F. Additional signing and pavement markings,
:G. Application consistency,
:H. Larger signs or lenses to increase visibility, and
:I. Use of backplates.

=={{SpanID|616.12.3}}616.12.3 STOP/SLOW Automated Flagger Assistance Devices (MUTCD Section 6L.03) ==

'''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]]).

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.

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.

The AFAD’s STOP/SLOW sign shall be supplemented with active conspicuity devices by incorporating either:
: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
: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]].

'''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.

'''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.

'''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.

'''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.

'''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.

'''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.

'''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:
:A. The minimum vertical aspect of the arm and sheeting shall be 2 inches, and
:B. The end of the arm shall reach at least to the center of the lane being controlled.

A WAIT ON STOP (R1-7) sign (see [[#fig616.12.3|Figure 616.12.3]]) shall be displayed to road users approaching the AFAD.

'''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.

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.

'''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.

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.

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.

{{SpanID|fig616.12.3}}
[[File:Figure 616.12.3 Example of the Use of a STOP_SLOW Automated Flagger Assistance Device (AFAD).png|thumb|center|700px|alt="A vertical two-lane roadway with one lane of traffic in each direction is shown.

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.

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.

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.

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.

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."
|'''Figure 616.12.3''' Example of the Use of a STOP/SLOW Automated Flagger Assistance Device (AFAD)]]

=={{SpanID|616.12.4}}616.12.4 Red/Yellow Lens Automated Flagger Assistance Devices (MUTCD Section 6L.04)==

'''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]]).

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.

'''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.

'''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:
:A. The minimum vertical aspect of the arm and sheeting shall be 2 inches, and
:B. The end of the arm shall reach at least to the center of the lane being controlled.

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]]).

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.

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.

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.

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.

'''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.

{{SpanID|fig616.12.4}}

[[File:Figure 616.12.4 Example of the Use of a Red Yellow Lens Automated Flagger Assistance Device (AFAD).png|thumb|center|700px|alt="A vertical two-lane roadway with one lane of traffic in each direction is shown.

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.

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.

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.

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."
|'''Figure 616.12.4''' Example of the Use of a Red Yellow Lens Automated Flagger Assistance Device (AFAD)]]

=={{SpanID|616.12.5}}616.12.5 Portable Changeable Message Signs (MUTCD Section 6L.05) ==

'''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]].

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.

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.

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:
:A. Conveying complex messages,
:B. Displaying real time information about conditions ahead, and
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.

Some typical applications include the following:
:A. Where the speed of vehicular traffic is expected to drop substantially;
:B. Where significant queuing and delays are expected;
:C. Where adverse environmental conditions are present;
:D. Where there are changes in alignment or surface conditions;
:E. Where advance notice of ramp, lane, or roadway closures is needed;
:F. Where crash or incident management is needed; and/or
:G. Where changes in the road user pattern occur.

'''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.

'''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.

CMSs shall not be used to replace static sign messages.

'''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.

'''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]].

'''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.

'''Guidance. '''Portable changeable message signs should be visible from ½ mile under both day and night conditions.

'''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.

'''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.

Except as provided in the following paragraph, the letter height used for portable changeable message sign messages should be a minimum of 18 inches.

'''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.

The portable changeable message sign may vary in size.

'''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.

'''Support. '''Road users have difficulties in reading messages displayed in more than two phases on a typical three-line portable changeable message sign.

'''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.

'''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.

All messages should be designed with consideration given to the principles provided in this article and also taking into account the following:
: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:
# The problem or situation that the road user will encounter ahead,
# The location of or distance to the problem or situation, and
# The recommended driver action.
: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.

'''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.

In order to maintain legibility, portable changeable message signs shall automatically adjust their brightness under varying light conditions.

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.

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.

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.

'''Guidance. '''Portable changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.

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.

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.

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]).

When portable changeable message signs are used in TTC zones, they should display only TTC messages.

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.

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.

=={{SpanID|616.12.6}}616.12.6 Arrow Boards (MUTCD Section 6L.06) ==

'''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.

'''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.

If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.

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.

'''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]].

'''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.

{{SpanID|fig616.12.6}}
[[File:Figure 616.12.6 Advance Warning Arrow Board Specifications.png|thumb|center|600px|alt="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.”

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:

• Flashing Arrow:
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.

• Sequential Arrow:
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.

• Sequential Chevron:
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.”

Under “Operating Mode,” the second heading is “2. The following mode shall be provided: Flashing Double Arrow.”
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.”

Under “Operating Mode,” the third heading is “3. At least one of the following modes shall be provided: Flashing Caution or Alternating Diamond Caution.”
Two displays are shown under “Display,” separated by the word “or”:

The first display shows four yellow dots, one positioned near each corner of the panel. A label beneath it reads “Flashing Caution.”

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.”

Below the operating modes, a table lists arrow board types and associated specifications:

• 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.
• 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.
• 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.

A footnote states that the length of the arrow equals 48 inches and the width of the arrowhead equals 24 inches."
|'''Figure 616.12.6''' Advance Warning Arrow Board Specifications]]

'''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.

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.

'''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.

A vehicle-mounted arrow board should be provided with remote controls.

'''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.

'''Guidance. '''Full brilliance should be used for daytime operation of arrow boards.

'''Standard. '''The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.

'''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.

'''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.

An arrow board shall have the following three mode selections:

:A. A Flashing Arrow, Sequential Arrow, or Sequential Chevron mode;
:B. A flashing Double Arrow mode; and
:C. A flashing Caution or Alternating Diamond Caution mode.

An arrow board in the arrow or chevron mode shall be used only for stationary or moving lane closures on multi-lane roadways.

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.

'''Guidance. '''For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.

Where the shoulder is narrow, the arrow board should be located in the closed lane.

'''Standard. '''When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.

'''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.

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.

'''Standard. '''A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating, or strobe lights.

Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.

'''Option. '''A portable changeable message sign may be used to simulate an arrow board display.

=={{SpanID|616.12.7}}616.12.7 Flashing Beacons and Warning Lights (MUTCD Section 6L.07) ==

'''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.

'''Support. '''Type A and Type B warning lights are portable, powered, yellow, lens-directed, enclosed lights.

'''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.

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.

'''Guidance. '''The maximum spacing for warning lights should be identical to the channelizing device spacing requirements.

'''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.

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.

'''Guidance. '''Sequential flashing warning lights should be used for merging tapers on interstate highways during nighttime operations.

'''Option. '''Sequential flashing warning lights may be used for merging tapers on other multi-lane highways as determined by the district.

'''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.

Warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.

{{SpanID|fig616.12.7}}
[[File:Figure 616.12.7 Sequential Flashing Warning Light.png|thumb|center|850px|alt=|'''Figure 616.12.7''' Sequential Flashing Warning Light]]

=={{SpanID|616.12.8}}616.12.8 High-Level Warning Devices (Flag Trees) (MUTCD Section 6L.08)==

'''Support. '''MoDOT does not use the High-Level Warning Devices.

616.6 Temporary Traffic Control Zone Signs - General (MUTCD Chapter 6F)

2025-12-01T14:01:14Z

WilkeJ: /* Additional Guidance for Sign Supports */

[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.06]]
=={{SpanID|616.6.1}}616.6.1 General Characteristics of TTC Zone Signs (MUTCD Section 6F.01)==

'''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.

'''Guidance. '''Where the color orange is required, the fluorescent orange color should also be used.

'''Support. '''The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.

'''Option.''' Flashing beacons (see [[902.18 Flashing Beacons (MUTCD Chapter 4S)#902.18|EPG 902.18]]) may be used in conjunction with signs.

'''Standard.''' When flashing beacons are used in conjunction with a sign, they shall not block the sign face.

'''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.

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.

[[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.

'''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.

'''Standard. '''All signs used at night shall be retroreflective.

'''Option. '''Signs may be made of rigid or flexible material.

===EPG 616.6.1.1 Flags===

'''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.

'''Standard. '''When standard orange flags are used in conjunction with a sign, they shall not block the sign face.

===EPG 616.6.1.2 Existing Sign Use===

'''Option. '''Existing warning signs that are still applicable may remain in place within a TTC zone.

'''Guidance.''' All existing signs within the project limits should be shown on the TTC plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove".

=={{SpanID|616.6.2}}616.6.2 Sign Placement (MUTCD Section 6F.02) ==

===EPG 616.6.2.1 Sign Location===

'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG.

To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) should be considered when locating work zone signs.

'''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.

===EPG 616.6.2.2 Sign Mounting Height===

'''Support.''' The provisions of this article regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.

'''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]).

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]).

The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks shall be 7 feet.

The bottom of a sign mounted on a barricade, or other portable support, shall be at least 1 foot above the traveled way.

'''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]].

===EPG 616.6.2.3 Sign Supports===

'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrians or bicyclists.

'''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.

'''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.

'''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.

'''Support.''' Methods of mounting signs other than on posts are illustrated in [[#fig616.6.2.3|Figure 616.6.2.3]].

'''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.

'''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.

'''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.

'''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.

{{SpanID|fig616.6.2.3}}
[[File:Figure 616.6.2.3 Methods of Mounting Signs Other Than on Posts.png|thumb|center|800px|alt="A vertical rectangular frame support with four legs angled at a 45-degree angle is shown. An orange diamond-shaped sign is shown attached to the frame. It shows the symbol of a silhouette of a person standing with the arm to the left (facing the viewer) extended horizontally away from their body and extending a flag staff horizontally with the flag hanging down. Their free arm is shown bent with the palm above shoulder level. The sign is shown with a diagonal black line, representing a fold line, from the center of the upper left side of the diamond to the center of the lower right side of the diamond. The distance from the bottom of the sign to the bottom of the supports is labeled as “1 ft MIN. above the traveled way.” Orange flags on short staffs are shown attached at a 45-degree angle to both the upper left and upper right sides of the diamond-shaped sign. Both flags are labeled as “Orange Flag (optional).”
A pick-up truck is shown, with a blank orange diamond-shaped sign attached to the rear vertical panel of the truck. Immediately behind the cab of the pick-up truck, dotted lines are shown symbolizing two vertical supports and a horizontal rectangle in the shape of a sign attached to the vertical supports.
An orange diamond-shaped sign with a black border and the words “UTILITY WORK AHEAD” is shown mounted on a vertical pole that is mounted on four horizontal supports. The distance from the bottom of the sign to the bottom of the supports is labeled as “1 ft MIN. above the traveled way.”
A section of a two-lane roadway with shoulders on each side is shown in perspective view, with a broken yellow line separating the two opposing lanes. On the left side of the figure, a three-rail orange and white striped horizontal barricade is shown on the shoulder, placed to the right of the approaching traffic lane. The back of the barricade is visible and shows two vertical supports attached to the barricade and supporting a horizontal rectangular sign, which is shown facing the oncoming traffic lane. On the right side of the figure, another three-rail orange and white striped horizontal barricade is shown placed on the shoulder to the right of the travel lane. The front of the barricade is visible, and a yellow flasher marked optional is shown attached to the top-left of the top rail. A blank orange diamond-shaped sign is shown attached to the front of the barricade."
|'''Figure 616.6.2.3''' Methods of Mounting Signs Other Than on Posts]]

{|
| style="margin: 12px; padding: 12px; background-color:#edf4ff; border: solid 1px #adbfdb;" |

===<center>Additional Guidance for Sign Supports<center>===
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.

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.

Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted.

'''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.

These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements.

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.

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.

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.

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.

[[File:Picture 1_Easel portable sign. Pictures 2 & 3_Fold-up signs at 1-ft. and 5-ft. heights..jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]

[[File:Picture 4_Self-driving post. Picture5_Skid-mounted sign.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]

'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc..

These signs are constructed of a rigid substrate.

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.

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.

[[File:U-Channel Post-Mounted Sign.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]

'''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.

For additional information, review Standard Drawing 616.10.

[[File:Vehicle-Mounted Signs.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]

'''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 ensure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

In order to accommodate narrow medians, see [[#6903.1 General (MUTCD Chapter 2A)#903.1.5|EPG 903.1.5]].

[[File:Barrier-Mounted Signs.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]

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.

|}

=={{SpanID|616.6.3}}616.6.3 Sign Maintenance (MUTCD Section 6F.03) ==

'''Guidance. '''Signs should be properly maintained for cleanliness, visibility, retroreflectivity, and correct positioning.

Signs that have lost significant legibility should be promptly replaced.

'''Support. '''[[616.24 Quality Standards for Temporary Traffic Control Devices|EPG 616.24]] provides examples of sign maintenance.

[[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.

616.6 Temporary Traffic Control Zone Signs - General (MUTCD Chapter 6F)

2025-12-01T14:00:30Z

WilkeJ: /* Additional Guidance for Sign Supports */

[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.06]]
=={{SpanID|616.6.1}}616.6.1 General Characteristics of TTC Zone Signs (MUTCD Section 6F.01)==

'''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.

'''Guidance. '''Where the color orange is required, the fluorescent orange color should also be used.

'''Support. '''The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.

'''Option.''' Flashing beacons (see [[902.18 Flashing Beacons (MUTCD Chapter 4S)#902.18|EPG 902.18]]) may be used in conjunction with signs.

'''Standard.''' When flashing beacons are used in conjunction with a sign, they shall not block the sign face.

'''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.

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.

[[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.

'''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.

'''Standard. '''All signs used at night shall be retroreflective.

'''Option. '''Signs may be made of rigid or flexible material.

===EPG 616.6.1.1 Flags===

'''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.

'''Standard. '''When standard orange flags are used in conjunction with a sign, they shall not block the sign face.

===EPG 616.6.1.2 Existing Sign Use===

'''Option. '''Existing warning signs that are still applicable may remain in place within a TTC zone.

'''Guidance.''' All existing signs within the project limits should be shown on the TTC plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove".

=={{SpanID|616.6.2}}616.6.2 Sign Placement (MUTCD Section 6F.02) ==

===EPG 616.6.2.1 Sign Location===

'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG.

To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) should be considered when locating work zone signs.

'''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.

===EPG 616.6.2.2 Sign Mounting Height===

'''Support.''' The provisions of this article regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.

'''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]).

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]).

The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks shall be 7 feet.

The bottom of a sign mounted on a barricade, or other portable support, shall be at least 1 foot above the traveled way.

'''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]].

===EPG 616.6.2.3 Sign Supports===

'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrians or bicyclists.

'''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.

'''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.

'''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.

'''Support.''' Methods of mounting signs other than on posts are illustrated in [[#fig616.6.2.3|Figure 616.6.2.3]].

'''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.

'''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.

'''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.

'''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.

{{SpanID|fig616.6.2.3}}
[[File:Figure 616.6.2.3 Methods of Mounting Signs Other Than on Posts.png|thumb|center|800px|alt="A vertical rectangular frame support with four legs angled at a 45-degree angle is shown. An orange diamond-shaped sign is shown attached to the frame. It shows the symbol of a silhouette of a person standing with the arm to the left (facing the viewer) extended horizontally away from their body and extending a flag staff horizontally with the flag hanging down. Their free arm is shown bent with the palm above shoulder level. The sign is shown with a diagonal black line, representing a fold line, from the center of the upper left side of the diamond to the center of the lower right side of the diamond. The distance from the bottom of the sign to the bottom of the supports is labeled as “1 ft MIN. above the traveled way.” Orange flags on short staffs are shown attached at a 45-degree angle to both the upper left and upper right sides of the diamond-shaped sign. Both flags are labeled as “Orange Flag (optional).”
A pick-up truck is shown, with a blank orange diamond-shaped sign attached to the rear vertical panel of the truck. Immediately behind the cab of the pick-up truck, dotted lines are shown symbolizing two vertical supports and a horizontal rectangle in the shape of a sign attached to the vertical supports.
An orange diamond-shaped sign with a black border and the words “UTILITY WORK AHEAD” is shown mounted on a vertical pole that is mounted on four horizontal supports. The distance from the bottom of the sign to the bottom of the supports is labeled as “1 ft MIN. above the traveled way.”
A section of a two-lane roadway with shoulders on each side is shown in perspective view, with a broken yellow line separating the two opposing lanes. On the left side of the figure, a three-rail orange and white striped horizontal barricade is shown on the shoulder, placed to the right of the approaching traffic lane. The back of the barricade is visible and shows two vertical supports attached to the barricade and supporting a horizontal rectangular sign, which is shown facing the oncoming traffic lane. On the right side of the figure, another three-rail orange and white striped horizontal barricade is shown placed on the shoulder to the right of the travel lane. The front of the barricade is visible, and a yellow flasher marked optional is shown attached to the top-left of the top rail. A blank orange diamond-shaped sign is shown attached to the front of the barricade."
|'''Figure 616.6.2.3''' Methods of Mounting Signs Other Than on Posts]]

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===<center>Additional Guidance for Sign Supports<center>===
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.

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.

Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted.

'''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.

These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements.

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.

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.

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.

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.

[[File:Picture 1_Easel portable sign. Pictures 2 & 3_Fold-up signs at 1-ft. and 5-ft. heights..jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]

[[File:Picture 4_Self-driving post. Picture5_Skid-mounted sign.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]

'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc..

These signs are constructed of a rigid substrate.

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.

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.

[[File:U-Channel Post-Mounted Sign.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]

'''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.

For additional information, review Standard Drawing 616.10.

[[File:Vehicle-Mounted Signs.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]

'''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.

In order to accommodate narrow medians, see [[#6903.1 General (MUTCD Chapter 2A)#903.1.5|EPG 903.1.5]].

[[File:Barrier-Mounted Signs.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]

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.

|}

=={{SpanID|616.6.3}}616.6.3 Sign Maintenance (MUTCD Section 6F.03) ==

'''Guidance. '''Signs should be properly maintained for cleanliness, visibility, retroreflectivity, and correct positioning.

Signs that have lost significant legibility should be promptly replaced.

'''Support. '''[[616.24 Quality Standards for Temporary Traffic Control Devices|EPG 616.24]] provides examples of sign maintenance.

[[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.

903.12 Changeable Message Signs (MUTCD Chapter 2L)

2025-12-01T13:26:35Z

WilkeJ: /* {{SpanID|903.12.4}}903.12.4 Design Characteristics of Messages (MUTCD Section 2L.04) */

[[Category:903 Highway Signing (MUTCD Part 2)|903.12]]
=={{SpanID|903.12.1}}903.12.1 Description of Changeable Message Signs (MUTCD Section 2L.01)==

'''Support. '''A changeable message sign (CMS) is a traffic control device that is capable of displaying one or more alternative messages. Some CMS have a blank mode when no message is displayed, while others display multiple messages with only one of the messages displayed at a time (such as OPEN/CLOSED signs at weigh stations).

Dynamic message signs (DMS) are a type of CMS which are stationary traffic control devices capable of displaying one or more alternative messages that provide travelers with real-time, traffic-related variable messages. DMS are used to warn, regulate, route and manage traffic.

The provisions in EPG 903.12 apply to both permanent and portable changeable message signs with electronic displays or the electronic display portion of an otherwise conventional static sign. Additional provisions that only apply to portable changeable message signs (PCMS) can be found in [[616.12 Other TTC Zone Traffic Control Devices (MUTCD Chapter 6L)#616.12.5|EPG 616.12.5]]. Additional MoDOT provisions that apply to permanently-located DMS can be found in [[910.3 Dynamic Message Signs (DMS)#910.3|EPG 910.3]].

The CMS is a traffic control device at all times regardless of the type of message being displayed. Accordingly, the limitations on design, format, and manner of display of a message conveyed on a conventional sign apply to CMS regardless of the type of message being displayed at any given time. Some of the general provisions regarding traffic control devices are reiterated in EPG 903.12. However, EPG 903.12 is not an independent or stand-alone reference for CMS. Users of CMS are expected to consult the other articles in the EPG for criteria on how to develop effective messages that comply with the EPG and that meet the expectancy and limitations of the road user. In this regard, the engineering processes applied to decisions about whether to use a particular sign, for example, are no different for the decisions about the type and content of the message under consideration for display on a CMS. The other limited-use messages allowed on CMS as provided for in EPG 903.12 likewise fall under the same MUTCD provisions as the primary-use traffic operation regulatory, warning, and guidance messages except as stated otherwise in EPG 903.12.

CMS messaging can be subject to habituation, a phenomenon by which repeated exposure to a stimulus results in diminished response. CMS habituation can occur through repeated exposure to messages, especially those messages that might not be perceived as having relevance to the road user, resulting in diminished responsiveness of the road user to that message. Because messages can be changed or extinguished, the effectiveness of CMS is tied more to the messages displayed thereon, the frequency of displayed messages, and the relevance to the road user, rather than to the installation of the signs themselves.

'''Guidance. '''Changeable message signs should be used judiciously to avoid habituation and preserve their effectiveness during the display of real-time messages about traffic conditions or traffic advisories.

'''Standard. '''No items other than inventory or maintenance-related information (see [[903.1 General (MUTCD Chapter 2A)#903.1.4|EPG 903.1.4]]) shall be displayed on the front or back of a CMS or portable CMS. Names or logos of the manufacturer, brand, or model shall not be displayed on a CMS or portable CMS, either in the message display itself or on the exterior housing.

'''Guidance. '''Blank-out signs that display only single-phase, predetermined electronic-display legends that are limited by their composition and arrangement of pixels or other illuminated forms in a fixed arrangement (such as a blank-out sign indicating a part-time turn prohibition, a blank-out or changeable lane-use sign, or a changeable OPEN/CLOSED sign for a weigh station) should comply with the provisions of the applicable Article for the specific type of sign, provided that the letter forms, symbols, and other legend elements are duplicates of the conventional messages as detailed in the “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)]]). Because such a sign is effectively an illuminated version of a conventional sign, the size of its legend elements, the overall size of the sign, and the placement of the sign should comply with the applicable provisions for the conventional version of the sign.

=={{SpanID|903.12.2}}903.12.2 Applications of Changeable Message Signs (MUTCD Section 2L.02)==

'''Standard. '''CMS shall display only traffic operational, regulatory, warning, and guidance information except as otherwise provided in [[#903.12 Changeable Message Signs (MUTCD Chapter 2L) #903.12|EPG 903.12]] and [[910.3 Dynamic Message Signs (DMS)#910.3.2.12_Congestion_Messages|EPG 910.3]]. Advertising or other messages not related to traffic control shall not be displayed on a CMS or on its supports or other equipment.

'''Option. '''CMS may display traffic safety campaign messages (see [[#903.12.7|EPG 903.12.7]]), transportation-related messages, emergency homeland security messages, and America’s Missing: Broadcast Emergency Response (AMBER) and Blue Alert messages, all as provided for in [[#903.12 Changeable Message Signs (MUTCD Chapter 2L) #903.12|EPG 903.12]] and [[910.3 Dynamic Message Signs (DMS)|910.3]].

Transportation-related messages for the purpose of improving traffic conditions, such as those providing information on alternative means of transportation, electronic toll collection, or carpooling may be displayed to remind or inform drivers of relevant options or opportunities for transportation.

'''Support. '''Messages regarding broader transportation items not related to improving traffic conditions, such as reminders of driver’s license or vehicle registration renewal, vehicle recall information, and vehicle maintenance, do not meet the purpose of a transportation-related message.

Examples of transportation-related messages include “STADIUM EVENT SUNDAY, DELAYS NOON TO 4 PM” and “OZONE ALERT—USE TRANSIT.”

'''Guidance. '''A CMS should not be used to display a transportation-related message if doing so could adversely affect respect for the sign. “CONGESTION AHEAD” or other overly simplistic or vague messages should not be displayed alone. These messages should be supplemented with a message on the location or distance to the congestion or incident, delay and travel time, alternative route, or other similar messages.

CMS should not be used in place of conventional signs for conditions that do not change, except for blank-out type signs used to display regulatory, warning, and guidance information that routinely reoccurs, but only on a part-time basis. Similarly, when only certain elements of a message on a non-changeable sign are subject to change, only those elements of the sign should be in an electronic display.

'''Support. '''The purpose of CMS is to provide real-time traffic regulatory, warning, or guidance messages as follows:
:A. Incident management and route diversion;
:B. Warning of adverse roadway travel conditions due to weather;
:C. Special event applications associated with traffic control or conditions;
:D. Lane, ramp, and roadway control;
:E. Priced or other types of managed lanes;
:F. Travel times;
:G. Warning situations;
:H. Traffic regulations;
:I. Speed control or warning;
:J. Variable destination guidance;
:K. Supporting temporary traffic control; or
:L. Active Traffic Management.

CMS provide significant flexibility and capability in communicating many types of real-time traffic control messages to road users. While their intended purpose is the display of traffic regulatory, warning, or guidance information, other limited uses are also allowed under certain conditions, as provided in EPG 903.12. Their integrity as an official traffic control device rests significantly on their judicious use and proper messaging format and content, regardless of the message type being displayed.

'''Standard. '''MoDOT shall issue and maintain a policy regarding the use and display of all types of messages to be used on their CMS. The policy shall define the types of messages that will be allowed, the priority of messages, the proper syntax of messages, the timing of messages, and other important messaging elements to ensure messages displayed meet the basic principles that govern the design and use of traffic control devices in general (see [[:Category:911 General (MUTCD Part 1)#Purpose_and_Principles_of_Traffic_Control_Devices_(MUTCD_Section_1D.01)|EPG 911 (MUTCD Section 1D.01)]]) and traffic signs in particular as provided for in the EPG.

'''Guidance. '''When CMS are used at multiple locations to address a specific situation, the message displays should be consistent along the roadway corridor and adjacent corridors, which might necessitate coordination among different operating agencies.

AMBER and Blue Alerts (see the first option paragraph of this Article), when displayed, should not preempt messages related to traffic or travel conditions. AMBER and Blue Alert messages should be kept as brief as possible and, when possible, direct road users to another source, such as broadcast or highway advisory radio, for detailed information about the alert.

'''Support. '''[[910.3 Dynamic Message Signs (DMS) #903.3.2.15 Child Abduction, Blue Alert and Ozone Alert Messages|EPG 910.3.2.15]] contains procedures for Child Abduction, Blue Alert, and Ozon Alert messages.

'''Standard. '''Types of “alert” messages other than AMBER and Blue alerts that are unrelated to traffic or travel conditions shall not be displayed on CMS.

The format of CMS displays shall not be of a type that could be considered similar to advertising or promotional displays.

'''Support. '''In times of a declared state of emergency, it might be appropriate to display messages related to evacuation, homeland security, or emergency information. Traffic patterns, movement, or other situations might be atypical due to the emergency, necessitating unique messaging not specifically related to traffic conditions.

'''Standard. '''Homeland security and emergency messages shall only be displayed in declared states of emergency when there is an imminent threat to the general population. Generic security or personal safety messages shall not be displayed when there is no context of a declared state of emergency or known imminent national security threat. Homeland security and emergency messages shall not be promotional or advisory in nature, including the message design, layout, or manner of display.

'''Guidance. '''Homeland Security and emergency messages should undergo significant levels of scrutiny prior to being approved for broadcast to ensure accuracy and consistency with emergency conditions. These messages should be designed to convey a clear and simple meaning in a similar format to traffic control messages.

'''Support. '''[[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)#903.2.20|EPG 903.2.20]] contains information regarding the design of CMS that are used to display variable speed limits that change based on ambient or operational conditions on the variable Speed Limit (R2-1) sign.

[[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C)#903.3.13|EPG 903.3.13]] contains information regarding the design of CMS that are used to display the speed at which approaching vehicles are traveling on the Vehicle Speed Feedback (W13-20 and W13-20aP) sign and plaque.

[[:Category:912 Traffic Control Device Considerations for Automated Vehicles (MUTCD Part 5)#912.2.1|EPG 912 (MUTCD Section 5B.01)]] contains provisions for LEDs used in electronic-display signs to accommodate driving automation systems.

=={{SpanID|903.12.3}}903.12.3 Legibility and Visibility of Changeable Message Signs (MUTCD Section 2L.03)==

'''Support. '''The maximum distance at which a driver can first correctly identify letters and words on a sign is called the legibility distance of the sign. Legibility distance is affected by the characteristics of the sign design and the visual capabilities of drivers. Visual capabilities, and thus legibility distances, vary among drivers.

For the more common types of CMS, the longest measured legibility distances on sunny days occur during mid-day when the sun is overhead. Legibility distances are much shorter when the sun is behind the sign face, when the sun is on the horizon and shining on the sign face, or at night.

Visibility is the characteristic that enables a CMS to be seen. Visibility is associated with the point where the CMS is first detected, whereas legibility is the point where the message on the CMS can be read. Environmental conditions such as rain, fog, and snow impact the visibility of CMS and can reduce the available legibility distances. During these conditions, there might not be enough viewing time for drivers to read the message.

'''Guidance. '''CMS used on roadways with speed limits of 55 mph or higher should be visible from ½ mile under both day and night conditions. The message should be designed to be legible from a minimum distance of 600 feet for nighttime conditions and 800 feet for normal daylight conditions. When environmental conditions that reduce visibility and legibility are present, or when the legibility distances stated in the previous sentences in this paragraph cannot be practically achieved, messages composed of fewer units of information should be used and consideration should be given to limiting the message to a single phase (see [[#903.12.5|EPG 903.12.5]] for information regarding the lengths of messages displayed on CMS).

The electronic display of standardized regulatory and warning signs used individually or as part of the legend for a larger sign should meet the size and legend requirements for those specific signs in [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B)|EPG 903.2]] and [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C)|903.3]].

=={{SpanID|903.12.4}}903.12.4 Design Characteristics of Messages (MUTCD Section 2L.04)==

'''Standard. '''Except as provided in the following paragraph, messages shall not include animation, flashing, dissolving, exploding, scrolling, or other dynamic display elements.

When a portable CMS is used as an arrow board that uses a flashing or sequential display for a lane or shoulder closure, the display and operation shall be considered that of an arrow board and shall comply with the provisions of EPG [[616.12 Other TTC Zone Traffic Control Devices (MUTCD Chapter 6L)#616.12.5|616.12.5]] and [[616.12 Other TTC Zone Traffic Control Devices (MUTCD Chapter 6L)#616.12.6|616.12.6]].

'''Guidance. '''In developing messages for display on CMS, the provisions of [[:Category:911 General (MUTCD Part 1)#Purpose_and_Principles_of_Traffic_Control_Devices_(MUTCD_Section_1D.01)|EPG 911 (MUTCD Section 1D.01)]] should be consulted for the principles of an effective traffic control device.

'''Standard.''' All message displays on CMS, whether for traffic operational, regulatory, warning, or guidance information, or for the other allowable message types as defined in EPG 903.12, shall follow the same design and display principles found in the EPG used for other traffic control signs, except as provided elsewhere in EPG 903.12.

'''Guidance. '''Except in the case of a limited-legend CMS (such as a blank-out or a part-time regulatory sign display) that is used in place of a conventional regulatory sign or an activated blank-out warning sign that supplements a conventional warning sign at a separate location, the signs should be used as a supplement to and not as a substitute for conventional signs and markings unless otherwise provided for in the EPG.

'''Support. '''When CMS are overused for messages not directly associated with real-time driving conditions, road users might pay less attention to the sign, thereby limiting their effectiveness as traffic control devices.

'''Guidance. '''Warning Beacons (see [[902.18 Flashing Beacons (MUTCD Chapter 4S)#902.18.3|EPG 902.18.3]]) should not be installed on CMS, rather CMS should be used predominately to display messages that are critical to real-time travel conditions. CMS word messages should be limited to no more than three lines, with no more than 20 characters per line.

The spacing between characters in a word should be between 25 and 40 percent of the letter height. The spacing between words in a message should be between 75 and 100 percent of the letter height. Spacing between the message lines should be between 50 and 75 percent of the letter height. [[#tab903.12.4|Table 903.12.4]] contains information for spacing between characters, words, and lines of text.

<center>
{{SpanID|tab903.12.4}}
{| class="wikitable" align="center" style="max-width:564px; margin-left: 15px;"
|+ '''Table 903.12.4''' Spacing between Message Characters, Words, and Lines of Text
|-
! Height of Letters Used on CMS !! Spacing between Characters in Words !! Horizontal Spacing between Words !! Vertical Spacing between Lines of Text
|-
| 12 || 3 - 5 || 9 - 12 || 6 - 9
|-
| 18 || 4 ½ - 7 || 13 ½ - 18 || 9 - 13 ½
|-
| colspan="4" style="background-color: #ffffff" | Note: All units are in inches
|}
</center>

Except as otherwise provided in the EPG, word messages on CMS should be composed of all upper-case letters. The minimum letter height should be 18 inches for CMS on roadways with speed limits of 45 mph or higher. The minimum letter height should be 12 inches for CMS on roadways with speed limits of less than 45 mph. When a message is composed of two phases and higher informational load (see [[#903.12.5|EPG 903.12.5]]), the letter height should be 18 inches, regardless of the speed limit, to optimize legibility distance and available viewing time.

'''Option. '''CMS used to replicate a conventional sign may use the character size of the conventional sign being replicated.

'''Support. '''Using letter heights of more than 18 inches will not result in proportional increases in legibility distance.

'''Guidance. '''The width-to-height ratio of the sign characters should be between 0.7 and 1.0. The stroke width-to-height ratio should be 0.2.

'''Support. '''The width-to-height ratio is commonly accomplished using a minimum font matrix density of five pixels wide by seven pixels high.

'''Standard. '''CMS shall automatically adjust their brightness under varying light conditions to maintain legibility.

'''Guidance. '''The luminance design of a CMS should meet industry criteria for daytime and nighttime conditions. Luminance contrast design should be between 8 and 12 for all conditions.

'''Support. '''CMS maintenance and replacement practices might need to account for the reduction of LED luminance and luminance contrast that occurs naturally over time and might substantially impact legibility.

'''Guidance. '''Contrast orientation of CMS should always be positive, that is, with luminous characters on a dark or less-luminous background.

'''Support. '''Legibility distances for negative-contrast CMS are likely to be at least 25 percent shorter than those of positive-contrast messages. In addition, the increased light emitted by negative-contrast CMS has not been shown to improve detection distances and might visually overwhelm the darker characters of the sign legend.

'''Standard. '''The colors used for the legends and backgrounds on CMS shall be as provided in [[903.1 General (MUTCD Chapter 2A)#tab903.1.6|Table 903.1.6]].

'''Guidance. '''When displaying color messages use of full background color should be avoided in nighttime conditions. Full background color at night can cause a washout effect of the text or other image being displayed.

'''Standard. '''Except as provided for in the following paragraph, if a black background is used, the color used for the legend on a CMS shall match the background color that would be used on a standard sign for that type of legend as specified in [[903.1 General (MUTCD Chapter 2A)#tab903.1.6|Table 903.1.6]].

'''Option. '''CMS that use only yellow or amber LEDs may display a yellow or amber legend that does not match the background color used on a standard sign for that type of legend as specified in [[903.1 General (MUTCD Chapter 2A)#tab903.1.6|Table 903.1.6]].

'''Standard. '''If a green background is used for a guide message on a CMS or if a blue background is used for a motorist services message on a CMS, the background color shall be provided by green or blue lighted pixels such that the entire CMS would be lighted, not just the white legend.

'''Support. '''Some CMS that employ newer technologies have the capability to display a near duplicate of a standard sign or other sign legend using standard symbols, the Standard Alphabets and letter forms, route shields, and other typical sign legend elements with no apparent loss of resolution or recognition to the road user when compared with a conventional version of the same sign legend. Such signs are of the full-matrix type and can typically display full-color legends. [[#fig903.12.4|Figure 903.12.4]] shows comparative examples of the effects of varying pixel densities on legend form.

'''Guidance. '''If used, the CMS described in the previous paragraph should not display symbols or route shields unless they can do so in the appropriate legend and background color combinations. Where an LED matrix is used to form the changeable legend, signs with pixel spacing greater than 20 millimeters should display only word legends and no symbols or route shields.

For a single-phase message where the Standard Alphabets and other legend elements of standard designs are used, the lettering style, size, and line spacing should comply with the applicable provisions for the type of message displayed as provided elsewhere in the EPG. For two-phase messages, larger legend heights should be used as described previously in this Article because of the need for such messages to be legible at a greater distance. Regardless of the number of phases, the CMS should comply with the legibility and visibility provisions of [[#903.12.3|EPG 903.12.3]].

'''Support. '''[[910.3 Dynamic Message Signs (DMS)#910.3.2.12_Congestion_Messages#910.3.2.8.1_Design_Characteristics_of_DMSs_(MUTCD_2L.04)|EPG 910.3.2.8.1]] includes additional information regarding Design Characteristics of Messages for DMS.

{{SpanID|fig903.12.4}}
[[File:Figure 903.12.4 Example of Capability to display Sign Legends Based on Pixel Pitch.png|thumb|center|600px|alt=|'''Figure 903.12.4''' Example of Capability to display Sign Legends Based on Pixel Pitch<br /><br />Notes:<ol><li>Pixel pitch is the distance from the center of a pixel to the center of an adjacent pixel.</li><li>The pixel pitch is described in Metric units because sign manufacturers only use Metric units.</li></ol>]]

=={{SpanID|903.12.5}}903.12.5 Message Length and Units of Information (MUTCD Section 2L.05)==

'''Guidance. '''The maximum length of a message should be dictated by the number of units of information contained in the message, in addition to the size of the CMS. A unit of information, which is a single answer to a single question that a driver can use to make a decision, should not be more than four words.

<center>
{{SpanID|tab903.12.5}}
{| class="wikitable" align="center" style="text-align: center; margin-left: 15px;"
|-
|+ '''Table 903.12.5''' Example of Units of Information
|-
! Question !! Answer !! Number of<br />Information Units
|-
| style="text-align: left" | What happened? || MAJOR CRASH || 1
|-
| style="text-align: left" | Where? || AT EXIT 12 || 1
|-
| style="text-align: left" | Who is the<br />advisory for? || Drivers heading TO NEW YORK || 1
|-
| style="text-align: left" | What is Advised? || USE ROUTE 46 || 1
|-
| colspan="3" style="text-align: left; background-color: #ffffff;min-width: 400px;" | Note: the following is an example of a two-phase message that could be developed<br />from the four information units shown in this table:<br />
<div style="text-align: center;"><span style="display: inline-block">[[File:UnitsOfInformation_Phase1.png|center|alt="Major Crash at Exit 12", Phase 1]]</span>   <span style="display: inline-block">[[File:UnitsOfInformation_Phase1.png|center|alt="Use Route 46 to New York", Phase 2]]</span></div>
|}
</center>

'''Support'''. In order to illustrate the concept of units of information, [[#tab903.12.5|Table 903.12.5]] shows an example message that is comprised of four units of information.

The maximum allowable number of units of information in a CMS message is based on the principles described in this Article, the current highway operating speed, the legibility characteristics of the CMS, and the lighting conditions.

'''Standard. '''Each message shall consist of no more than two phases. A phase shall consist of no more than three lines of text. Each phase shall be understood by itself, and the meaning of the entire message shall be the same, regardless of the sequence in which the phases are read. Each line of legend shall be centered on the sign. If more than one CMS is visible to road users, then only one sign shall display a sequential message at any given time.

'''Option. '''A legend on a CMS that replicates a legend on a conventional sign that would not normally be center justified may be left justified or right justified as appropriate, such as a travel time display.

'''Standard. '''Abbreviations displayed on CMS shall comply with the provisions of [[:Category:911 General (MUTCD Part 1)#Abbreviations_Used_on_Traffic_Control_Devices_(MUTCD_Section_1D.08)|EPG 911 (MUTCD Section 1D.08)]].

'''Guidance. '''When designing and displaying messages on CMS, the following principles should be used:
:A. The minimum time that an individual phase is displayed should be based on 1 second per word or 2 seconds per unit of information, whichever produces a lesser value. The display time for a phase should never be less than 2 seconds.
:B. The maximum cycle time of a two-phase message should be 8 seconds.
:C. The duration between the display of two phases should not exceed 0.3 seconds.
:D. No more than three units of information should be displayed in a message phase.
:E. No more than four units of information should be in a message when the traffic operating speeds are 35 mph or more.
:F. No more than five units of information should be in a message when the traffic operating speeds are less than 35 mph.
:G. Only one unit of information should appear on each line of the CMS.

'''Support. '''[[#tab903.12.5|Table 903.12.5]] provides an example of the number of units of information in a message.

'''Option. '''A unit of information consisting of more than one word may be displayed on more than one line. An additional CMS at a downstream location may be used for the purpose of allowing the entire message to be read twice.

If more than two phases would be needed to display the necessary information, additional CMS may be used to display this information as a series of two distinct, independent messages with a maximum of two phases at each location, in accordance with the provisions of the first Standard paragraph of [[#903.12.5|EPG 903.12.5]].

'''Support. '''[[#fig903.12.5.1|Figures 913.12.5.1]] and [[#fig903.12.5.2|903.12.5.2]] provide examples of message construction for CMS. Each example shows the message content, layout, and phasing for a potential message and an improved message. The improved message for each example has been optimized for recognition, comprehension, and effectiveness.

See [[910.3 Dynamic Message Signs (DMS)#910.3.2.12_Congestion_Messages#910.3.2.8.1_Design_Characteristics_of_DMSs_(MUTCD_2L.04)|EPG 910.3.2.8.1]] for additional information regarding Message Length and Units of Information for DMS.

{{SpanID|fig903.12.5.1}}
[[File:Figure 903.12.5.1 Examples of Message Construction for CMS.png|thumb|center|800px|alt=|'''Figure 903.12.5.1''' Examples of Message Construction for CMS<br /><br />*Examples shown are for single-color CMS with pixel spacing greater than 20 mm and use all upper-case lettering. Multi-color, fullmatrix CMS with pixel spacing of 20 mm or less should use upper- and lower-case lettering where appropriate and proper legend and background colors.]]

{{SpanID|fig903.12.5.2}}
[[File:Figure 903.12.5.2 Examples of Message Construction for CMS.png|thumb|center|800px|alt=|'''Figure 903.12.5.2''' Examples of Message Construction for CMS<br /><br />*Examples shown are for a portable CMS where the display width is generally limited to 8 characters per line of legend.]]

=={{SpanID|903.12.6}}903.12.6 Travel Time Messages (MUTCD Section 2L.06)==

'''Support. '''Travel times provide road users useful information about the level of congestion on segments of highways where motorists experience frequent incidents that slow traffic. Travel times are only helpful to the road user if they have a general understanding of the length of the road segment the travel time is related to so that they can compare that to the time it takes them to travel a similar distance on a highway without congestion. However, travel time messages require road users to read and process a significant amount of information and careful consideration is needed to ensure the overall message is not overloading the motorist.

'''Guidance. '''Travel times should be tied to the distance to a particular destination or junction so that road users can estimate the level of congestion based on the time to travel that distance. When travel times are displayed on CMS, such as during peak traffic conditions, the message should comply with the provisions of Sections [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E) #903.5.47|EPG 903.5.47]] and [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E) #903.5.48|903.5.48]]. If both a travel time and a distance are displayed, the sign should display only one destination. A distance displayed as part of a travel time message should be rounded to the nearest whole mile.

'''Option. '''When comparative travel time displays are used providing travel times on different routes to one destination, distances to that destination may be eliminated.

A reference-location-based exit number (see [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E)#903.5.22|EPG 903.5.22]]) may be displayed in lieu of a destination name or junction thereby providing the necessary distance information to the road user. If reference-location-based exit numbers are displayed, then up to two travel times may be displayed provided that the distance to the exit is not also displayed.

'''Support. '''[[910.3 Dynamic Message Signs (DMS)#910.3.2.12_Congestion_Messages#910.3.2.12_Congestion_Messages#910.3.2.12_Congestion_Messages|EPG 910.3.2.12]] includes information regarding Congestion Messages for DMS.

=={{SpanID|903.12.7}}903.12.7 Traffic Safety Campaign Messages (MUTCD Section 2L.07)==

'''Support. '''An allowable ancillary use of CMS is the display of traffic safety messages in conjunction with a traffic safety campaign that includes other forms of media as the primary communication and education mechanism.

'''Standard. '''Traffic control messages shall have priority over traffic safety campaign messages.

'''Guidance. '''When a CMS is used to display a traffic safety campaign, the message should be simple, direct, brief, legible, and clear (see [[:Category:911 General (MUTCD Part 1)#Purpose_and_Principles_of_Traffic_Control_Devices_(MUTCD_Section_1D.01)|EPG 911 (MUTCD Section 1D.01)]]). Traffic safety campaign messages should be relevant to the road user on the roadway on which the message is displayed. For example, messages regarding school bus stop safety should not be displayed on freeways where school bus stops are not found.

A CMS should not be used to display a traffic safety campaign message if doing so could adversely affect respect for the sign. Messages with obscure or secondary meanings should not be used as they might be misunderstood or understood only by a limited segment of road users and require greater time to process and understand. Similarly, slogan-type messages and the display of statistical information should not be used.

The broad traffic safety campaign marketing message should be appropriately shortened or otherwise modified to comply with the provisions of [[#903.12.5|EPG 903.12.5]] when a traffic safety campaign message is displayed on a CMS.

Traffic safety campaign messages should emphasize the applicable regulation or warning and should reference any penalties associated with violations of the regulation. Traffic safety campaigns using CMS should include coordinated enforcement efforts where penalties or enforcement type warnings are part of the message displayed on the CMS.

Traffic safety campaign messages should not be displayed on CMS unless they are part of an active, coordinated safety campaign that uses other media forms as the primary means of outreach. For consistency on a national level, traffic safety campaigns should be coordinated with those on the National Highway Transportation Safety Administration’s annual communications calendar or similarly planned sate campaigns.

'''Support. '''Examples of traffic safety campaign messages include “UNBUCKLED SEAT BELTS FINE + POINTS” and “IMPAIRED DRIVERS LOSE LICENSE + JAIL.”

[[910.3 Dynamic Message Signs (DMS)#910.3.2.12_Congestion_Messages#910.3.2.16_Driver_Safety_Campaigns_(MUTCD_2L.02)|EPG 910.3.2.16]] includes additional information related to Driver Safety Campaigns.

=={{SpanID|903.12.8}}903.12.8 Permanently-Located Changeable Message Signs (MUTCD Section 2L.08)==
'''Support. '''See [[910.3 Dynamic Message Signs (DMS)#910.3.2.6|EPG 910.3.2.6]] for information regarding Permanently-Located Changeable Message Signs and Dynamic Message Signs (DMS).

903.8 General Information Signs (MUTCD Chapter 2H)

2025-12-01T13:22:42Z

WilkeJ: /* {{SpanID|903.8.6}}903.8.6 River and Major Lake Signs (I3-1) (MUTCD Section 2H.06) */

[[Category:903 Highway Signing (MUTCD Part 2)|903.08]]
{| align="right" style="margin-left: 15px;"
| __TOC__
|}
=={{SpanID|903.8.1}}903.8.1 Scope (MUTCD Section 2H.01)==

'''Support. '''General Information signs provide road users with navigational or orientation, geographic, or other information useful for traffic operational purposes. They include such items as Missouri State line (I2-1), City limit (I4-1, I4-1a), unincorporated community signs (I5-1), County line (I6-1), and river names (I3-1). [[903.13 Recreational, Historic Site, and Cultural Interest Area Signs (MUTCD Chapter 2M)|EPG 903.13]] contains recreational and cultural interest area symbol signs that are sometimes used in combination with General Information Signs. [[:Category:911 General (MUTCD Part 1) #911.4.9|EPG 911 (MUTCD Section 1D.09)]] contains information on unnecessary traffic control devices. [[903.1 General (MUTCD Chapter 2A) #903.1.20|EPG 903.1.20]] contains information on the excessive use of signs and sign clutter.

'''Option. '''A General Information (I3-5 and I3-7) symbol sign may be used to provide direction to a transportation (I3 series signs) facility. The symbol sign may be supplemented by an educational plaque where necessary. The name of the facility may be used, if needed, to distinguish between similar facilities in the same area.

The Advance Turn (M5 series) or Directional Arrow (M6 series) auxiliary plaques with white arrows on green backgrounds may be used with General Information symbol signs to create a General Information Directional Assembly.

'''Guidance. '''General Information signs should not be installed within a series of guide signs, or at other equally critical locations, unless there are specific reasons for orienting the road user or identifying control points for activities that are clearly in the public interest. On all such signs, the designs should be simple and dignified, devoid of any tendency toward advertising, such as complex graphics or unnecessary messages, and in general compliance with other guide signing.

'''Standard. '''Promotional descriptive messages that are not relevant to navigation and orientation, such as “Scenic” or “Historic,” shall not be included in the legends of General Information signs, except as otherwise provided in EPG 903.8 or in cases in which these terms are part of an official name, such as for a Scenic Byway or Historic District.

Except for State Welcome signs (see [[#903.8.7|EPG 903.8.7]]) and Acknowledgment signs (see [[#903.8.12|EPG 903.8.12]]), General Information signs shall have white legends and borders on green rectangular-shaped backgrounds.

'''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.

The Amtrak Station (I3-7) sign shall not be installed if a city will not provide supplemental signing for these locations.

The Amtrak Station and the appropriate M6 series arrow shall be used for ramp signs.

'''Guidance. '''The Amtrak Station sign should be compatible with the color and size of existing signing design.

'''Support. '''The Amtrak Station sign is a supplemental guide sign of variable size.

'''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.

=={{SpanID|903.8.2}}903.8.2 Sizes of General Information Signs (MUTCD Section 2H.02)==

'''Standard. '''Except as provided in [[903.1 General (MUTCD Chapter 2A) #903.1.7|EPG 903.1.7]], the sizes of General Information signs that have a standardized design shall be as shown in [[#tab903.8.2|Table 903.8.2]].

'''Support. '''[[903.1 General (MUTCD Chapter 2A) #903.1.7|EPG 903.1.7]] contains information regarding the applicability of the various columns in [[#tab903.8.2|Table 903.8.2]].

'''Option. '''Signs larger than those shown in [[#tab903.8.2|Table 903.8.2]] may be used (see [[903.1 General (MUTCD Chapter 2A) #903.1.7|EPG 903.1.7]]), except where a maximum allowable size is specified.'''

<center>
{{SpanID|tab903.8.2}}
{| class="wikitable" style="text-align:center;"
|-
|+ Table 903.8.2. General Information Sign Sizes
|- style="text-align:left;"
! rowspan="2" | Sign
! rowspan="2" | Sign Designation
! rowspan="2" | EPG Article
! rowspan="2" | Conventional Road (in. X in.)
! Freeway/Expressway (in. X in.)
|- style="text-align:left;"
! Mainline & Ramps
|- style="vertical-align:middle;"
| style="text-align:left;" | Emergency Reference
| D10-5
| [[#903.8.11|903.8.11]]
| 18 X 60
|- style="vertical-align:middle;"
| style="text-align:left;" | Sponsor A Highway
| I9-1
| [[#903.8.12|903.8.12]]
| Varies
| Varies
|- style="vertical-align:middle;"
| style="text-align:left;" | Growing Together
| I9-2
| [[#903.8.12|903.8.12]]
| Varies
| Varies
|- style="vertical-align:middle;"
| style="text-align:left;" | Airport
| D4-10
| [[#903.8.3|903.8.3]]
| Var X 36
| -
|- style="vertical-align:middle;"
| style="text-align:left;" | Business District
| D4-15
| [[#903.8.13|903.8.13]]
| 36 X 18
| -
|- style="vertical-align:middle;"
| style="text-align:left;" | Industrial Park
| D4-16
| [[#903.8.13|903.8.13]]
| 48 X 36
| -
|- style="vertical-align:middle;"
| style="text-align:left;" | City Limit
| I4-1
| [[903.9 General Service Signs (MUTCD Chapter 2I)#903.9.9|903.9.9]]
| Var X 24
| Var X 36
|- style="vertical-align:middle;"
| style="text-align:left;" | City Limit (Logo)
| I4-1a
| [[#903.8.5|903.8.5]]
| Var X 24
| Var X 36
|-
| style="vertical-align:middle; text-align:left;" | Unincorporated Community
| style="vertical-align:middle;" | I5-1
| [[#903.8.4|903.8.4]]
| style="vertical-align:middle;" | Var X 12
| style="vertical-align:middle;" | Var X 24 (Expressway Only)
|-
| style="vertical-align:middle; text-align:left;" | County Line
| style="vertical-align:middle;" | I6-1
| [[#903.8.4|903.8.4]]
| style="vertical-align:middle;" | Var X 18
| style="vertical-align:middle;" | Var X 18
|- style="vertical-align:middle;"
| style="text-align:left;" | County Line (Logo)
| I6-1a
| [[#903.8.5|903.8.5]]
| Var X 36
| Var X 36
|- style="vertical-align:middle;"
| style="text-align:left;" | Welcome To (Cities)
| I2-1
| [[#903.8.8|903.8.8]]
| Varies
| Varies
|-
| style="vertical-align:middle; text-align:left;" | Missouri State Line
| style="vertical-align:middle;" | I2-1
| [[#903.8.4|903.8.4]]
| style="vertical-align:middle;" | 36 X 18
| style="vertical-align:middle;" | 72 X 36
|-
| style="vertical-align:middle; text-align:left;" | Missouri Welcomes You
| style="vertical-align:middle;" | I2-2
| [[#903.8.7|903.8.7]]
| style="vertical-align:middle;" | 96 X 48
| style="vertical-align:middle;" | 144 X 72
|-
| style="vertical-align:middle; text-align:left;" | River and Major Lake
| style="vertical-align:middle;" | I3-1
| [[#903.8.6|903.8.6]]
| style="vertical-align:middle;" | Var X 18
| style="vertical-align:middle;" | Var X 24
|-
| style="vertical-align:middle; text-align:left;" | Airport (Symbol)
| style="vertical-align:middle;" | I3-5
| [[#903.8.3|903.8.3]]
| style="vertical-align:middle;" | 24 X 24
| style="vertical-align:middle;" | 30 X 30
|- style="vertical-align:middle;"
|- style="vertical-align:middle;"
| style="text-align:left;" | Amtrak Station
| I3-7
| [[#903.8.1|903.8.1]]
| 24 X 24
| 30 X 30
|- style="vertical-align:middle;"
| style="text-align:left;" | Veterans
| -
| [[#903.8.15|903.8.15]]
| Varies
| Varies
|- style="vertical-align:middle;"
| style="text-align:left;" | College Signing
| -
| [[#903.8.16|903.8.16]]
| Varies
| Varies
|- style="vertical-align:middle;"
| style="text-align:left;" | Correction Center
| -
| [[#903.8.17|903.8.17]]
| Varies
| Varies
|-
| style="vertical-align:middle; text-align:left;" | Lewis and Clark (Historical Marker)
| style="vertical-align:middle;" | M17-2a
| style="vertical-align:middle;" | [[#903.8.18|903.8.18]]
| style="vertical-align:middle;" | 24 X 30
| 24 X 30
|}
</center>

=={{SpanID|903.8.3}}903.8.3 Airport Signs (MUTCD Section 2H.03)==

<center>
{|
| [[File:D4-10.png|thumb|center|120px|alt=|<center>'''D4-10'''</center>]]
| [[File:I3-5.png|thumb|center|100px|alt=|<center>'''I3-5'''</center>]]
|}
</center>

'''Support. '''MoDOT signs for both public general aviation airports and commercial airports. Commercial airports are defined as those facilities which have acquired and continue to maintain FAA 14 CFR Part 139 Certification.

'''Standard. '''The Airport (D4-10) sign shall be used to sign general aviation airports and only at the first order sign location (see [[903.1 General (MUTCD Chapter 2A)#903.1.24|EPG 903.1.24]]). 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.

Supplemental guide signing shall only be used to sign for commercial airports, guide signs shall be provided from the nearest interstate, or other freeway intersection directly to the airport, normally not to exceed 15 miles. Guide signs for commercial service airports shall be provided from the nearest interstate, or other freeway intersection directly to the airport, normally not to exceed 15 miles.

The Airport (I3-5) Symbol sign shall be reserved for guidance to commercial airports.

'''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.

Airport (I3-5) Symbol sign, with an arrow plaque, may be used as a trailblazer for commercial airports. The Airport (I3-5) Symbol may be included on primary guide signs for exits which lead motorists in the direction of commercial airports.

The Airport (I3-5) 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.

'''Standard. ''' Airport pictographs or other graphical representation of the specific airport shall not be used with or in place of the specific airport name on guide signs.

'''Guidance. '''If airport guide signs are used, adequate trailblazer signs should be used to provide motorist direction to the airport.

'''Standard. '''Adequate trailblazer signs shall be in place prior to installing the airport guide signs.

'''Support. '''Location and placement of all airport guide signs depends upon the availability of longitudinal spacing on highways.

=={{SpanID|903.8.4}}903.8.4 Jurisdictional Boundary Signs (I2-1, I4-1, I4-1a, I4-2, I4-2b, I5-1, I6-1, I6-1a) (MUTCD Section 2H.05)==

<center>
{|
| [[File:I2-1.png|thumb|center|110px|alt=|<center>'''I2-1'''</center>]]
| [[File:I4-1, I4-2.jpg|thumb|center|140px|alt=|<center>'''I4-1, I4-2'''</center>]]
| [[File:I4-1a.png|thumb|center|160px|alt=|<center>'''I4-1a'''</center>]]
|-
| [[File:I5-1.jpg|thumb|center|160px|alt=|<center>'''I5-1'''</center>]]
| [[File:I6-1.jpg|thumb|center|140px|alt=|<center>'''I6-1'''</center>]]
| [[File:I6-1a.png|thumb|center|180px|alt=|<center>'''I6-1a'''</center>]]
|}
</center>

'''Guidance. '''Notices of statutes or local ordinances should be located separately from Jurisdictional Boundary signs using regulatory signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2|EPG 903.2]]).

'''Standard. '''In accordance with [[#903.8.1|EPG 903.8.1]], the Jurisdictional Boundary sign shall be rectangular in shape and shall have a white legend on a green background. The sign shall display only the name of the State, county, municipality, Tribal Nation, or other identifiable community, and an appropriate legend such as STATE LINE, County, or the municipal classification.

Names of elected officials or promotional messages, such as notable accomplishments or claims, shall not be displayed on a Jurisdictional Boundary sign or added as a supplemental sign or plaque (see [[#903.8.14|EPG 903.8.14]]).

The MISSOURI STATE LINE (I2-1) sign shall be erected at the state line on all lettered routes without interfering with higher-priority traffic control devices.

'''Support. '''See [[903.8 General Information Signs (MUTCD Chapter 2H) #903.8.7|EPG 903.8.7]] for information regarding State Welcome signs as state line signage for interstates and numbered routes.

'''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 without interfering with higher-priority traffic control devices.

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 without interfering with higher-priority traffic control devices.

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.

'''Guidance. '''The County Line sign should not be erected at the state line.

'''Support. '''City populations are no longer included on city limit signs. The decision to phase out the display of populations on city limit signs prior to the release of the 11th 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.

See [[903.15 Typical Signing Applications|EPG 903.15]] for Typical Signing Applications of Jurisdictional Boundary signs.

'''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.

Residential 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.

A Speed Limit sign may be mounted above the Unincorporated Community sign if the speed limit changes at that location.

'''Guidance. '''Signs should not be used to identify the boundaries of special-purpose governmental districts, such as school districts, sanitary districts, or improvement districts, as such signs are generally promotional in nature and do not provide navigational or orientation assistance in conjunction with official maps that are available to the general public.

=={{SpanID|903.8.5}}903.8.5 Custom City Limit and Custom County Line Signs (I4-1a, I4-2b, I6-1a)==

'''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. Custom signs are not required at city or county limits on the state system.

Incorporated communities are permitted to request that custom city limit signs be installed on the state system.

'''Option. '''A pictograph representing the jurisdiction (such as a state, county, or municipal corporation) may be displayed on custom city limit or custom county line signs. 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.

'''Standard. '''If a pictograph is displayed on the custom city limit or custom county line sign, it shall be the official seal of the jurisdiction and shall comply with the provisions of [[903.1 General (MUTCD Chapter 2A) #903.1.4|EPG 903.1.4]]. The pictograph shall be placed to the left of the legend. The height of the pictograph shall not exceed 2 times the height of the initial upper-case letter of the principal legend.

Any custom sign not conforming to this policy shall be removed.

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.

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 MUTCD for the type of facility where the signs will go.

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.

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 [[903.19 Signing Agreements #903.19.1|EPG 903.19]] for contract process.

Lighting of these signs shall not be allowed.

'''Guidance. '''The TR-15 contract should be executed between the city or county and MoDOT before the sign is installed.

The legend of the sign should be simple, dignified and void of any commercial advertising.

Landscaping around any of these signs should be coordinated and reviewed by the department’s roadside management personnel.

=={{SpanID|903.8.6}}903.8.6 River and Major Lake Signs (I3-1) (MUTCD Section 2H.06)==

'''Guidance. '''If used, the River or Major Lake sign should display only the name of the geographical feature. Additional information that is unnecessary for navigational or orientation purposes, such as watershed or tributary names, should not be displayed on the sign.

River and Major Lake (I3-1) signs should be erected at all bridges on the interstate and numbered routes crossing the river and major lakes listed in [[#tab903.8.6|Table 903.8.6]].

'''Standard. '''River and Major Lake Name signs shall not be installed on letter routes. Signs shall only be installed at bridges crossing the rivers and major lakes listed in [[#tab903.8.6|Table 903.8.6]]; all other river and lake name signs currently in place shall be removed at the end of their life cycle.

{{SpanID|tab903.8.6}}
<center style="font-size: 100%;">'''Table 903.8.6''' Rivers and Lakes to be Signed</center>
<div style="width: 600px; max-width: 100%; display:flex; flex-direction: row; gap:10px; align-content: center;margin: 0 auto;align-items: start;">
{| class="wikitable" style="vertical-align:middle; text-align: center; width: 360px;"
|-
! colspan="2" | Rivers to be signed with I3-1 Signs
|-
| Big Piney River
| Locust Creek
|-
| Big River
| Meramec River
|-
| Black River
| Mississippi River
|-
| Blackwater River
| Missouri River
|-
| Bourbeuse River
| Moreau River
|-
| Cache River
| Nishnabotna River
|-
| Chariton River
| North Fork White River
|-
| Cuivre River
| Niangua River
|-
| Current River
| Nodaway River
|-
| Des Moines River
| North River
|-
| Eleven Point River
| Osage River
|-
| Elk River
| Platte River
|-
| Fabius River
| Pomme de Terre River
|-
| Fox River
| Sac River
|-
| Gasconade River
| Salt River
|-
| Grand River
| South Grand River
|-
| Headwater Diversion
| Spring River
|-
| Jacks Fork River
| St. Francis River
|-
| James River
| Tarkio River
|-
| Kansas River
| White River
|-
| Lamine River
| Wyaconda River
|}
{| class="wikitable" style="vertical-align:middle; text-align: center; width: 190px;"
|-
! Lakes to be signed with I3-1 Signs
|-
| Bull Shoals Lake
|-
| Harry S Truman Lake
|-
| Lake of the Ozarks
|-
| Mark Twain Lake
|-
| Norfolk Lake
|-
| Pomme de Terre Lake
|-
| Smithville Lake
|-
| Stockton Lake
|-
| Table Rock Lake
|-
| Thomas Hill Reservoir
|-
| Wappapello Lake
|-
|}
</div>

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.

'''Option. '''Individual arms of major lakes may be signed on interstate and numbered routes.

=={{SpanID|903.8.7}}903.8.7 State Welcome Signs (I2-2 and I2-3) (MUTCD Section 2H.07)==

<center>
{|
| [[File:I2-2.png|thumb|center|100px|alt=|<center>'''I2-2'''</center>]]
| [[File:I2-3.png|thumb|center|100px|alt=|<center>'''I2-3'''</center>]]
| [[File:I2-3P.png|thumb|center|100px|alt=|<center>'''I2-3P'''</center>]]
|}
</center>

'''Support. '''The design, placement, and function of State Welcome signs that are used to identify State lines differ from Jurisdictional Boundary (I2-1) signs (see [[903.8 General Information Signs (MUTCD Chapter 2H) #903.8.4|EPG 903.8.4]]). Because of these differences, it is necessary to distinguish State Welcome signs from State line Jurisdictional Boundary signs.

'''Option. '''A State Welcome sign may be located at or in the vicinity of the State boundary except as prohibited in the first Standard paragraph below.

State Welcome signs may display the State seal or the State flag, the officially-adopted State motto or slogan, and the name of the Governor, in addition to the State name. State Welcome signs may use legend and background colors that provide adequate visual contrast rather than the standard sign colors.

'''Standard. '''State Welcome signs shall be located separate from other signs where they will not interfere with or detract from other traffic control devices.

State Welcome signs shall not display changeable or other electronic-display messages (see [[903.12 Changeable Message Signs (MUTCD Chapter 2L) #903.12|EPG 903.12]]). State Welcome signs shall not display messages that emulate promotional advertising of any type. State Welcome signs shall not incorporate Acknowledgment signs or messages (see [[903.8 General Information Signs (MUTCD Chapter 2H) #903.8.12|EPG 903.8.12]]), or business identification sign panels or logos (see [[903.10 Specific Service Signs (MUTCD Chapter 2J) #903.10|EPG 903.10]]) into their legends or assemblies. In accordance with [[903.1 General (MUTCD Chapter 2A) #903.1.4|EPG 903.1.4]], telephone numbers, Internet addresses, and e-mail addresses, including domain names and uniform resource locators (URLs), and scanning graphics for the purpose of obtaining information shall not be displayed in the legends of State Welcome signs or on their supports.

'''Guidance. '''State Welcome signs should be located farther from the edge of the roadway than other traffic control devices.

The maximum size of a State Welcome sign should be consistent with the prevailing size of other guide signs based on the roadway type.

'''Standard. '''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.

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.

'''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.

'''Option. '''The MISSOURI STATE LINE (I2-1) sign may be erected on other routes where it is impractical to use the Welcome to Missouri (I2-2 or I2-3) sign.

=={{SpanID|903.8.8}}903.8.8 Welcome To Signs for Cities==

'''Option. '''Cities may place Welcome To signs on MoDOT right of way within city limits as a gateway to welcome visitors to their city.

'''Guidance. '''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]].

'''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 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3|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:
* 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.
* Welcome To signs shall not be illuminated electrically.
* Welcome To signs shall not contain advertisement of any kind.
* Welcome To signs shall not provide directional guidance by displaying destinations with or without arrows.
* A TR-42 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.
* Welcome To sign installation and maintenance shall be completed by a MoDOT approved highway sign installer. This is to assure the signs and their associated breakaway sign supports are installed in accordance with MoDOT standards.

'''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.

'''Option. '''The content and design of the sign face is up to the city, design aspects which are optional and permissible include:
* Making the sign retroreflective so they are visible at night and have the same appearance at night as they do during the day.
* The sign can display a city slogan or recognition statement that does not change over time, such as, but limited to:
:* “Sister City To…”
:* “Home of…”
:* The City Population
:* The year the city was established

A city may display city accomplishments below their Welcome To signs, see [[903.8 General Information Signs (MUTCD Chapter 2H) #903.8.14|EPG 903.8.14]] for program details and limitations.

'''Standard. '''When a Welcome To sign is installed with accomplishment plaques it shall meet the following criteria to permit proper installation expectations
* Installed on two MoDOT Structural #1 I-Beam Posts
* Installed by an approved MoDOT sign installation contractor (see approved list)
* The sign shall be fabricated using extruded aluminum panels (MoDOT specifications) and flat sheet overlay material
:* Extruded panel construction is modular. This allows for a durable structure which is easy to install and to update accomplishment panels
:* See figure for example and construction details
* Welcome To Sign panel shall be a maximum 8 foot wide by 4 foot tall
* The legend on the accomplishment plaques shall be a highly legible font, preferably FHWA Highway Font

'''Option. '''Community Awareness signs may be displayed on Welcome To signs and monuments, see [[903.8 General Information Signs (MUTCD Chapter 2H) #903.8.21|EPG 903.8.21]]

{{SpanID|fig903.8.8}}
[[File:Figure 903.8.8 Example of Welcome To Sign.png|thumb|center|400px|alt=|'''Figure 903.8.8''' Example of Welcome To Sign]]

=={{SpanID|903.8.9}}903.8.9 Project Information Sign (CONST-5) (MUTCD Section 2H.09)==
[[File:CONST-5.png|thumb|center|300px|alt=|<center>'''CONST-5'''</center>]]

'''Support. '''The Project Information (CONST-5) sign provides limited information to road users about a highway construction project on which work is imminently forthcoming or ongoing.

'''Standard. '''The Project Information sign legend shall be limited to the following project information:
:A. The roadway name or route number,
:B. A brief description or title of the project,
:C. The completion date expressed in either a month or season (Spring, Summer, Fall, or Winter), and
:D. The agency name.

'''Option. '''Project Information signs installed more than one week prior to commencement of work may include a start date.

'''Standard. '''Project Information signs shall not be installed more than one month prior to the commencement of work. When installing Project Information signs prior to the commencement of work, the jurisdiction shall have a policy on when the Project Information signs are to be installed. Project Information signs shall be removed at the conclusion of work on the project, even if the final inspection or project closeout has not yet occurred.

The number of Project Information signs shall be limited to one per direction of travel on the roadway on which the project is based. The location of the Project Information sign shall not interfere with the temporary traffic control zone devices.

The Project Information sign shall have a white legend on a green background and shall not display Internet addresses, e-mail addresses, or telephone numbers (see [[903.1 General (MUTCD Chapter 2A) #903.1.4|EPG 903.1.4]]).

'''Support. '''See [[616.9_TTC_Zone_Guide_Signs_(MUTCD_Chapter_6I)#616.9.5|EPG 616.9.5]] for additional information.

=={{SpanID|903.8.10}}903.8.10 Grade-Separated Roadway Identification Signs==

'''Standard. '''Street Identification/Orientation Street Name signs (D-3c) are used to identify roadways that pass over or under a freeway but have no direct access to the freeway. Street Identification/Orientation Street Name signs (D-3c) have been discontinued. MoDOT shall no longer provide Street Identification/Orientation Street Name signs (D-3c). Existing Street Identification/Orientation Street Name signs (D-3c) shall be left in place until they reach the end of their service life.

=={{SpanID|903.8.11}}903.8.11 Emergency Reference Markers (D10-5 and D10-5a)==
[[File:D10-5.png|thumb|center|80px|alt=|<center>'''D10-5'''</center>]]

'''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.

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.

'''Standard. '''Emergency Reference Markers (D10-5) shall be placed on all expressway facilities that are located on a route where there is reference location sign continuity.

Emergency Reference Markers (D10-5) shall be placed on Interstates (instead of reference location 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.

Every attempt shall be made to install Emergency Reference Markers on walls, bridges or concrete median barrier, even if this requires special mounting designs.

'''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.

'''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.

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.

Emergency Reference Markers shall have a minimum mounting height of 4 feet to the bottom of the sign according to the mounting height requirements of and per details found in Standard Plan 903.03.

The distance numbering shall be continuous for each route within the state, except where overlaps occur (see [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E) #903.5.22|EPG 903.5.22]]). 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.

'''Guidance. '''The route selected for continuity of distance numbering should also have continuity in interchange exit numbering (see [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E) #903.5.22|EPG 903.5.22]]). 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.

'''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.

'''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.

'''Standard. '''Except as provided in the option below Emergency Reference Markers shall be installed on the right side of the roadway.

'''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. Emergency Reference Markers may be installed on non-interstate freeways and expressways under the following conditions:

1. Written support from the local response agency must first be obtained.

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.

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.

'''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.

=={{SpanID|903.8.12}}903.8.12 Acknowledgment (Sponsorship) Signs and Plaques (I9-1, I9-2, I9-2P, I9-3, and I9-4) (MUTCD Section 2H.13) ==

<center>
{|
| [[File:I9-1.png|thumb|center|130px|alt=|<center>'''I9-1'''</center>]]
| [[File:I9-2.png|thumb|center|100px|alt=|<center>'''I9-2'''</center>]]
|-
| [[File:I9-2P.png|thumb|center|170px|alt=|<center>'''I9-2P'''</center>]]
| [[File:I9-3.png|thumb|center|150px|alt=|<center>'''I9-3'''</center>]]
|}
</center>

'''Support. '''Acknowledgment signs and plaques are a way of recognizing a company, business, or volunteer group that provides or sponsors a highway-related service. Acknowledgment signs include sponsorship signs for sponsor-a-highway litter removal programs, maintenance of a parkway or interchange, and other highway maintenance or beautification sponsorship programs.

Refer to [[141.8 Sponsorship Programs|EPG 141.8]] for more information on MoDOT's Sponsorship Policy.

Refer to [[:Category:171 Maintenance Policy and Operations|EPG 171]] for acknowledgment sign program policy.

'''Guidance. '''A State or local highway agency that elects to have a sponsorship acknowledgement program should develop a policy on Acknowledgment signs and plaques. The policy should require that eligible sponsoring organizations comply with State laws prohibiting discrimination based on race, religion, color, age, sex, national origin, and other applicable laws.

'''Standard. '''The State or local acknowledgment sign policy shall include all of the provisions regarding placement and design of Acknowledgment signs and plaques that are contained in this Section.

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.

Acknowledgment signs shall not be installed at any of the following locations:
: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;
:B. On the front or back of, adjacent to, or around the supports or structures of other traffic control devices, or bridge piers; or
: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, merging or weaving areas, lane terminations, intersections, grade crossings, toll plazas, temporary traffic control zones, and areas of limited sight distance.

Acknowledgment signs and plaques shall have a white legend and border on a blue background. Acknowledgment signs shall be independent post-mounted roadside installations only and shall not be mounted overhead.

'''Option. '''An Acknowledgment sign may be used to acknowledge the sponsor of a rest area or welcome center.

'''Standard. '''Acknowledgment signs for a rest area, when located on the highway mainline, shall be limited to one sign per direction of travel from which the rest area is accessible, shall be located at least 500 feet from other traffic control devices, and shall not display names or representations of specific products or services provided by the sponsor within the rest area. Acknowledgment signs for rest areas shall display the legend REST AREA as the program activity, such as REST AREA SPONSORED BY. In accordance with Paragraph 5 of this Section, the Rest Area and Welcome Center Acknowledgment (I20-4 and I20-4a) signs shall not be combined in the same sign assembly with or substitute for the Rest Area General Service guide signs (see [[903.9 General Service Signs (MUTCD Chapter 2I) #903.9.3|EPG 903.9.3]]).

'''Option. '''An additional Acknowledgment sign may be used within the rest area provided that it is not visible from the highway mainline or ramps to and from the rest area.

If a State has officially adopted and is actively promoting a program to encourage the use of safety rest areas through the use of a program name, then that program name may be displayed in smaller lettering below the legend REST AREA on the Rest Area Acknowledgment sign.

'''Standard. '''Program names or slogans, as described in the Option paragraph below, shall not be displayed on the Rest Area General Service guide signs or other types of traffic signs.

'''Guidance. '''The minimum spacing between Acknowledgment signs and any other traffic control signs, except parking regulation signs, should be:
:A. 150 feet on roadways with speed limits of less than 30 mph,
:B. 200 feet on roadways with speed limits of 30 to 45 mph, and
:C. 500 feet on roadways with speed limits greater than 45 mph.

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.

'''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 [[903.1 General (MUTCD Chapter 2A) #903.1|EPG 903.1]].

'''Guidance. '''Acknowledgment signs should clearly indicate the type of highway services provided by the sponsor.

'''Standard. '''Acknowledgment signs and plaques shall comply with the following provisions:
:A. Neither the sign or plaque design nor the sponsor acknowledgment name or logo shall contain any contact information, directions, slogans (other than a brief jurisdiction-wide program name, if used), telephone numbers, e-mail or Internet addresses, including domain names and uniform resource locators (URLs), metadata tags (“hash-tags”), or quick-response (QR) codes, bar codes, or similar scanning graphics (see [[903.1 General (MUTCD Chapter 2A) #903.1.4|EPG 903.1.4]]);
:B. Except for the sponsor acknowledgment logo, all of the lettering shall be in upper-case letters of the Standard Alphabets as provided in the FHWA’s “Standard Highway Signs” publication (see [[:Category:911 General (MUTCD Part 1) #911.1.5 |EPG 911 (MUTCD Section 1A.05)]]);
:C. If a logo, instead of a word legend, is used to represent the sponsor, the logo shall be the primary logo that identifies the sponsoring entity. Secondary or alternate logos, slogans, products, mascots, spokespersons, or other items associated with the sponsoring entity’s commercial advertising or marketing shall not be displayed on Acknowledgment signs or plaques;
:D. In order to keep the main focus on the highway-related service and not on the sponsor acknowledgment name or logo, the area reserved for the sponsor acknowledgment name or logo shall not be located at the top of the sign or plaque, shall be a maximum of 8 square feet in area, and shall not exceed ⅓ of the total area of the sign;
:E. The entire sign display area of an Acknowledgment sign assembly shall not exceed 24 square feet;
:F. The sign or plaque shall not contain any messages, lights, symbols, or logos that resemble any official traffic control devices;
:G. The sign or plaque shall not contain any external or internal illumination, light-emitting diodes, luminous tubing, fiber optics, luminescent panels, or other flashing, moving, or animated features;
:H. The sign or plaque shall not distract from official traffic control messages such as regulatory, warning, or guidance messages;
:I. The area of the plaque shall not exceed the lesser of ⅓ the area of the General Service sign below which it is mounted or 24 square feet;
:J. The plaque size shall be based on the standard sizes as specified in [[#tab903.8.2|Table 903.8.2]]. If the size of the General Service sign is oversized for its application (greater than the size specified for the corresponding roadway application in [[#tab903.8.2|Table 903.8.2]]), or if the size of the General Service sign increases due to modification of the sign legend, a corresponding increase in the size of the plaque shall not be allowed; and
:K. The sign or plaque shall not display promotional or contact information about the agency’s sponsorship program, including if the sign or plaque does not currently display a sponsor.

'''Option. '''If a specific outlet of a business with multiple locations in the same area is the sponsoring entity, such as a franchisee, the area reserved for the sponsor acknowledgment name or logo may include the name of the municipality or neighborhood in which the sponsoring entity is located.

'''Standard. '''An Acknowledgment plaque shall not be mounted in conjunction with any other sign or traffic control device. An Acknowledgment plaque shall not be used alone.

The general restrictions on the type of content allowed for display on Acknowledgment signs (see the Standard paragraph above) shall apply to the legends of Acknowledgment plaques.

=={{SpanID|903.8.13}}903.8.13 BUSINESS DISTRICT and INDUSTRIAL PARK Signs (D4-15, D4-16)==
<center>
{|
| [[File:D4-15.png|thumb|center|100px|alt=|<center>'''D4-15'''</center>]]
| [[File:D4-16.png|thumb|center|100px|alt=|<center>'''D4-16'''</center>]]
|}
</center>

'''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.

'''Standard. '''If a route passes through the central business district, this sign shall not be used.

If a route passes through the industrial park, this sign shall not be used.

'''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.

'''Guidance. '''If used, the INDUSTRIAL PARK sign should be installed at first order signing (see [[903.1 General (MUTCD Chapter 2A)#903.1.24|EPG 903.1.24]]) for the most direct path.

=={{SpanID|903.8.14}}903.8.14 City and County Accomplishment Plaques==

'''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.

'''Standard. '''No new accomplishment plaque requests will be considered after September 1, 2021 to display accomplishments under or in association with a city limit or county line sign. 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.

'''Option. '''If cities have a Welcome To sign (see [[903.8 General Information Signs (MUTCD Chapter 2H) #903.8.8|EPG 903.8.8]]), they may display accomplishments on these structures. Accomplishments are not recommended on city Welcome To monuments as these structures are farther off the roadway and accomplishment legends would not be legible.

'''Standard. '''If accomplishments are installed with a Welcome To sign, the following criteria apply:
# Accomplishments shall only be updated one time per year under a permit. If accomplishments are school related, they shall be updated at the end of the school year.
# A maximum of three accomplishments, each displayed on an individual panel, shall be displayed below a city Welcome To sign.
# Each accomplishment panel shall be no taller than 1 foot and shall be the width of the Welcome To sign they are installed under.
# The total accomplishment sign area height shall be no taller than the Welcome To sign they are installed under.
# The addition of the accomplishment plaques will be included in the TR42 agreement for the Welcome To sign they are installed beneath.
# The size and fabrication method for the Welcome To sign with accomplishments must meet MoDOT specifications for this application of Welcome To sign (see [[903.8 General Information Signs (MUTCD Chapter 2H) #903.8.8|EPG 903.8.8]]).

'''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.

=={{SpanID|903.8.14}}903.8.14 Missouri Regional Port Authorities==

'''Support. '''Signing for port authorities is done in coordination with Multimodal Operations. For more information contact the [https://www.modot.org/railroads-general-information| MoDOT Multimodal Division].

=={{SpanID|903.8.15}}903.8.15 Veterans Signing==

'''Standard. '''MoDOT shall provide signing for veterans cemeteries in Missouri. The cemeteries shall be owned and operated by either the 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 (see [[903.1 General (MUTCD Chapter 2A)#903.1.24|EPG 903.1.24]]), on the state system, shall be provided for all cemeteries that meet the above upon request.

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.

'''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.

Signing may be allowed for veterans’ homes that are owned and operated by the Missouri Veterans Commission.

'''Support. '''See [[903.9 General Service Signs (MUTCD Chapter 2I) #903.9.2|EPG 903.9.2]] HOSPITAL Signs for signing of Veterans hospitals

=={{SpanID|903.8.16}}903.8.16 College Signing==

'''Support. '''Effective July 1, 2015 a new Code of State Regulations, [https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=&ved=2ahUKEwiQ6qWFw-bsAhUPS60KHXNYDQsQFjAAegQIBxAC&url=https%3A%2F%2Fwww.sos.mo.gov%2Fcmsimages%2Fadrules%2Fcsr%2Fcurrent%2F7csr%2F7c10-17.pdf&usg=AOvVaw0MB3kNkZkj3-ANJUO-dYLG 7 CSR Division 10, Chapter 17 – Supplemental Guide Sign Program], went into effect that incorporated the rules for college signing.

College signing is now part of the Supplemental Guide Sign Program which is managed by a third party contractor, beginning July 1, 2015.

'''Standard. '''The signing programs managed under the Supplemental Guide Sign Program include:
# Tourist Oriented Directional Signing (TODS)
# Specific Service Signing (Logos)
# Traffic Generator Signing for privately owned and operated tourist-oriented activity sites
# College Signing
# Signing for State and Federal recreational and historic sites
# State Correctional Center signing
# Welcome Center Affiliate signing.

=={{SpanID|903.8.17}}903.8.17 State Correctional Center Signs==

'''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.

Effective July 1st 2015, a new Code of State Regulations went into effect, 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 third party contractor, beginning July 1, 2015.

'''Standard. '''All requests for State Correctional Center Signing shall be sent to MoDOT’s Supplemental Guide Sign Program manager for processing.

=={{SpanID|903.8.18}}903.8.18 Historical Site Signs (M17-2a)==

[[File:M17-2a.png|thumb|center|100px|alt=|<center>'''M17-2a'''</center>]]

'''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 third 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.

Effective July 1st 2015, a new Code of State Regulations went into effect, [https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=&ved=2ahUKEwiQ6qWFw-bsAhUPS60KHXNYDQsQFjAAegQIBxAC&url=https%3A%2F%2Fwww.sos.mo.gov%2Fcmsimages%2Fadrules%2Fcsr%2Fcurrent%2F7csr%2F7c10-17.pdf&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.

These programs are now part of the Supplemental Guide Sign Program which is managed by a third party contractor, beginning July 1, 2015.

'''Standard. '''All requests for Historic Site Signing shall be sent to MoDOT’s Supplemental Guide Sign Program manager for processing.

'''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. [[#tab903.8.18|Table 903.8.18]] 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.

{{SpanID|tab903.8.18}}
<center>
{| class="wikitable"
|+ '''Table 903.8.18''' Nationally Known, Nationally Prominent Sites
|-
! Non-contractual Sites
|-
|Daniel Boone's Home
|-
|General Pershing's Boyhood Home
|-
| George Washington Carver Nat'l Monument
|-
| Harry S Truman's Birthplace
|-
| Mark Twain’s Boyhood Home and Museum
|-
| Route 66 State Park
|-
| Scott Joplin House
|-
| Trail of Tears State Park
|-
| Ulysses S. Grant National Historic Site
|-
| Wilson's Creek National Battlefield Park
|-
| National Churchill Museum
|-
|}
</center>

'''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.

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.

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.

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.

Trailblazers shall be reimbursed by the appropriate state agency.

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.

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.

'''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.

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.

'''Support. '''Information for certification can be found at:

Lewis & Clark National Historic Trail

1709 Jackson Street

Omaha, NE 68102-2571

[https://www.nps.gov/lecl/index.htm https://www.nps.gov/lecl/index.htm].

Information regarding the trail in Missouri can be found at:

The Missouri Lewis and Clark Bicentennial Commission

100 Jefferson Street, Suite 200

Jefferson City, MO 65101

573-522-9019

[https://mostateparks.com/park/lewis-and-clark-state-park https://mostateparks.com/park/lewis-and-clark-state-park].

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.

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.

=={{SpanID|903.8.19}}903.8.19 Blue Star Markers (TR42-4)==

[[File:TR42-4.png|thumb|center|100px|alt=|<center>'''TR42-4'''</center>]]

'''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.

'''Standard. '''Approval for signing shall be obtained from the National Garden Clubs, Inc. prior to the erection of any new signs.

=={{SpanID|903.8.20}}903.8.20 Local Reference Signs==

<center>
{|
| [[File:Post Office.png|thumb|center|130px|alt=|<center>'''Post Office'''</center>]]
| [[File:Library.png|thumb|center|130px|alt=|<center>'''Library'''</center>]]
| [[File:Recycling Center.png|thumb|center|130px|alt=|<center>'''Recycling Center'''</center>]]
| [[File:Tornado Shelter.png|thumb|center|130px|alt=|<center>'''Tornado Shelter'''</center>]]
|}
</center>

'''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 (see [[903.19 Signing Agreements#903.19.4.1_Roles_and_Responsibilities_for_Signing_Installed_and_Maintained_by_Cities_and_Counties|EPG 903.19.4.1]]). 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.

Typical examples of sites that would qualify for Local Reference signing include, but are not limited to:
# City Hall
# Police Station
# Courthouse
# City/County Park
# City/County Pool
# Senior Center
# Recycling Center

'''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.

Local Reference signs shall only be placed at the first order sign location (see [[903.1 General (MUTCD Chapter 2A)#903.1.24|EPG 903.1.24]]) 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.

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.

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.

'''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.

=={{SpanID|903.8.21}}903.8.21 Community Awareness Signs==

'''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:

:A. Storm Ready Program – Administered by National Weather Service program.
:B. Disaster Resistant Community Program - Sponsored by FEMA and locally coordinated by SEMA.
:C. Missouri Community Betterment Program - Administered by the Missouri Community Betterment Education Fund, Inc.
:D. TREE CITY U.S.A. Program – Administered by National Arbor Day Foundation.
:E. National Neighborhood Watch Program – Administered by the National Sheriff’s Association
:F. MADD Program – Administered by Mothers Against Drunk Driving
:G. D.A.R.E. Program - Administered by the MSHP in conjunction with local law enforcement
:H. Purple Heart City/County – Administered by the Military Order of the Purple Heart
:I. POW-MIA City/County – Administered by the Jefferson Barracks POW-MIA Museum
:J. Agri-Ready County - Administered by Missouri Farmers Care / Dept. of Agriculture
:K. Firewise USA Program – Administered by the National Fire Protection Association
:L. Main Street America – Administered by the Missouri Main Street Connection

'''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. No Community Awareness sign shall be mounted to a MoDOT post assembly. Community Awareness signs shall be located 200 feet downstream of the city limit signs.

Cities/counties shall not install signs on MoDOT right of way before signing the Roles and Responsibilities agreement (see [[903.19 Signing Agreements#903.19.4.1_Roles_and_Responsibilities_for_Signing_Installed_and_Maintained_by_Cities_and_Counties|EPG 903.19.4.1]]) 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.

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.

'''Option. '''The location of Community Awareness signs may be adjusted as not to interfere with higher-priority traffic control devices.

DARE signs may also be located at the right of way line on routes that pass along school properties.

If a city has a Welcome To sign on MoDOT right of way (see [[903.8 General Information Signs (MUTCD Chapter 2H) #903.8.8|EPG 903.8.8]]) or a Welcome To monument on right of way (see [[:Category:941 Permits and Access Requests#941.5_Request_by_a_City_to_Construct_a_“Welcome_To”_Monument|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.

=={{SpanID|903.8.22}}903.8.22 Municipal Bus Stop Signing==

'''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.

'''Guidance. '''Signing for bus stops should be installed and maintained by municipality forces with standard red on white "No Parking - Bus Stop" signs following enactment of an enabling ordinance either on a blanket or specific location basis.

No other bus system signing, such as trail blazing for bus routes, should be permitted on the state system.

'''Option. '''Where a special need exists, the shoulder may be improved for safety and maintenance reasons.

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 displayed on the supplementary signs provided they are not distracting to motorists. These supplementary signs should be installed beneath the municipality signs.

Signing for other mass transit systems, including park and ride lots associated with the system, will be allowed under guidelines similar to bus stops.

If the mass transit system has a logo, they may incorporate it into their sign.

903.3 Warning Signs and Object Markers (MUTCD Chapter 2C)

2025-12-01T13:20:26Z

WilkeJ: /* {{SpanID|903.3.3}}903.3.3 Size of Warning Signs and Plaques (MUTCD Section 2C.03) */

{| align="right" style="max-width: 640px;"
|__TOC__
|}
[[Category:903 Highway Signing (MUTCD Part 2)|903.03]]
=={{SpanID|903.3.1}}903.3.1 Application of Warning Signs (MUTCD Section 2C.01)==

'''Standard. '''The use of warning signs shall be based on an engineering study or on engineering judgment.

Warning signs shall be retroreflective.

'''Guidance. '''The use of warning signs should be kept to a minimum as the unnecessary use of warning signs tends to breed 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.

'''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 stopping sight distance and prevailing speed. Prevailing speed is determined by using either the posted or 85th percentile speed on the facility. Stopping 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.

It is recommended to use [[#tab903.3.1|Table 903.3.1]] to determine the stopping sight distance needed when considering the use of most warning signs. If the stopping sight distance is less than that in [[#tab903.3.1|Table 903.3.1]], a sign might be needed.

{{SpanID|tab903.3.1}}
<center>
{| class="wikitable" style="text-align: center;"
|+ '''Table 903.3.1''' Stopping Sight Distance Requirements
|-
! Prevailing Speed (mph) !! Distance (ft.)
|-
| 30 || 200
|-
| 35 || 250
|-
| 40 || 305
|-
| 45 || 360
|-
| 50 || 425
|-
| 55 || 495
|-
| 60 || 570
|-
| 65 || 645
|-
| 70 || 730
|-
| style="background-color: #ffffff;" colspan="2" | Note: Based on "A Policy on Geometric Design of Highways and Streets", 2018 Edition, AASHTO, Table 3-1, Stopping Sight Distance
|}
</center>

=={{SpanID|903.3.2}}903.3.2 Design of Warning Signs (MUTCD Section 2C.02)==

'''Standard. '''Except as provided in the following Option paragraph 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 FHWA “Standard Highway Signs” publication (see [[:Category:911_General_(MUTCD_Part_1) #911.1.5|EPG 911 (MUTCD Section 1A.05]])).

'''Option.''' A warning sign that is larger than the size shown in the Oversized column in [[#tab903.3.3|Table 903.3.3]] for that particular sign may be diamond-shaped or may be rectangular or square in shape.

'''Support.''' The use of a shape other than diamond-shaped is typical for overhead installations. [[903.1 General (MUTCD Chapter 2A) #903.1.5|EPG 903.1.5]] contains information on allowable methods to accommodate a diamond-shaped warning sign where the lateral space available in which to install a diamond-shaped warning sign is constrained, such as in urban locations, when mounting on a narrow median barrier or adjacent to a retaining wall, including the display of the standard legend in a vertically oriented rectangle.

The use of LEDs in the border and legend of warning signs is described in [[903.1 General (MUTCD Chapter 2A) #903.1.12|EPG 903.1.12]].

'''Option.''' Word message warning signs other than those provided in the EPG may be developed and installed by MoDOT for conditions otherwise not addressed by standard signs (see [[903.1 General (MUTCD Chapter 2A) #903.1.4|EPG 903.1.4]]).

'''Support.''' MoDOT uses the fluorescent yellow-green (FYG) color exclusively for school signs. The only application where MoDOT would use the FYG color for bicycle or pedestrian signs is if a state route and local street intersected and the local jurisdiction utilized FYG color signs on their legs of the intersection. This would only be done to be in compliance with the MUTCD requirement that FYG and yellow shall not be intermixed in an application.

There are two primary reasons MoDOT has chosen not to use FYG color for bicycle or pedestrian signs. The first reason involves the MUTCD requirement that FYG color signs shall not be intermixed with other yellow color signs. A transition to FYG color signs would result in the premature replacement of all signs in an area when just one sign reached the end of its life or was damaged, resulting in wasted resources. The second reason, and most important, is to reserve FYG color signs for school signing to make these signs stand out from other signing, as school children are especially vulnerable road users.

In response to repeated requests by a local jurisdiction for MoDOT to use the FYG color for bicycle and pedestrian signs, MoDOT initiated a research study to determine if there were any documented safety benefits for using the FYG color for these signs. Having previously adopted fluorescent orange for all work zone signs, MoDOT made the transition from standard yellow to fluorescent yellow (FY) for all warning signs as there was documentation to support this change in sheeting color. However, no documentation could be found to indicate that the FYG sign color provides any safety benefits when compared to the FY sign color. The research study surveyed other state DOTs as well as local MPOs to determine if they made a change to the FYG color, how they made the decision to do so, and if they could provide any research documentation which would support FYG to be safer than FY. The study showed there was no conclusive evidence to demonstrate that FYG sign color had any safety benefit compared to the FY sign color that MoDOT was already using. Most agencies who adopted FYG did so based on engineering judgement and not based on the results of research.

'''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 [[908.2 Signs (MUTCD Chapter 7B) #908.2.1|EPG 908.2.1]]).

'''Option.''' Consistent with the provisions of [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3]], a Warning Beacon may be used in combination with a standard warning sign.

=={{SpanID|903.3.3}}903.3.3 Size of Warning Signs and Plaques (MUTCD Section 2C.03)==

'''Standard.''' Except as provided in [[903.1 General (MUTCD Chapter 2A) #903.1.7|EPG 903.1.7]], the sizes for warning signs shall be as shown in [[#tab903.3.3|Table 903.3.3]].

'''Support.''' [[903.1 General (MUTCD Chapter 2A) #903.1.7|EPG 903.1.7]] contains information regarding the applicability of the various columns in [[#tab903.3.3|Table 903.3.3]].

'''Option.''' Signs and plaques larger than those shown in [[#tab903.3.3|Table 903.3.3]] may be used (see [[903.1 General (MUTCD Chapter 2A) #903.1.11|EPG 903.1.11]]) for special applications where speed, volume or other factors result in conditions where increased emphasis, improved recognition or increased legibility would be desirable, with approval from the MoDOT Highway Safety and Traffic Division.

'''Guidance. '''The minimum size for all diamond-shaped warning signs facing traffic on exit and entrance ramps at interchanges should be the size identified in [[#tab903.3.3|Table 903.3.3]] for the mainline roadway classification (Freeway/Expressway).

<center>
{{SpanID|tab903.3.3}}
{| class="wikitable" style="text-align:center;"
|+ Table 903.3.3 Warning Sign and Plaques Sizes
|-
! rowspan="2" | Sign or Plaque
! rowspan="2" | Sign Designation
! rowspan="2" | EPG Article
! colspan="2" | Conventional Road (in. x in.)
! Freeway/Expressway (in. x in.)
|-
! Standard
! Oversized
! Mainline & Ramps
|-
| style="text-align:left;" | Turn
| W1-1
| [[#903.3.7|903.3.7]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Curve
| W1-2
| [[#903.3.7|903.3.7]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Reverse Turn
| W1-3
| [[#903.3.7|903.3.7]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Reverse Curve
| W1-4
| [[#903.3.7|903.3.7]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Winding Road
| W1-5
| [[#903.3.7|903.3.7]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | One-Direction Large Arrow
| W1-6
| [[#903.3.10|903.3.10]]
| 48 X 24
| 72 X 36
| 72 X 36
|-
| style="text-align:left;" | Two-Direction Large Arrow
| W1-7
| [[#903.3.35|903.3.35]]
| 48 X 24
| 72 X 36
| 72 X 36
|-
| style="text-align:left;" | Chevron
| W1-8
| [[#903.3.8|903.3.8]]
| 18 X 24
| 30 X 36
| 30 X 36
|-
| style="text-align:left;" | Combination Horizontal Alignment/Intersection
| W1-10 Series
| [[#903.3.9|903.3.9]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Hairpin Curve
| W1-11
| [[#903.3.7|903.3.7]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Truck Rollover
| W1-13
| [[#903.3.11|903.3.11]]
| -
| -
| 48 X 48
|-
| style="text-align:left;" | 270° Curve
| W1-15
| [[#903.3.7|903.3.7]]
| -
| -
| 48 X 48
|-
| style="text-align:left;" | Cross road
| W2-1
| [[#903.3.33|903.3.33]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Side Road
| W2-2
| [[#903.3.33|903.3.33]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Side Road (45°)
| W2-3, 3a
| [[#903.3.33|903.3.33]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | T Intersection
| W2-4
| [[#903.3.33|903.3.33]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Y Intersection
| W2-5
| [[#903.3.33|903.3.33]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Circular Intersection
| W2-6
| [[#903.3.33|903.3.33]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Offset Side Road
| W2-7
| [[#903.3.33|903.3.33]]
| 36 X 36
| 48 X 48
| 48 x 48
|-
| style="text-align:left;" | Double Side Roads
| W2-8
| [[#903.3.33|903.3.33]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Watch for Entering Traffic
| W2-10a
| [[#903.3.34|903.3.34]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Watch for Approaching Traffic
| W2-11a
| [[#903.3.34|903.3.34]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Stop Ahead
| W3-1
| [[#903.3.29|903.3.29]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Yield Ahead
| W3-2
| [[#903.3.29|903.3.29]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Signal Ahead
| W3-3
| [[#903.3.29|903.3.29]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Be Prepared to Stop
| W3-4
| [[#903.3.29|903.3.29]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Reduced Speed Ahead
| W3-5
| [[#903.3.32|903.3.32]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Ramp Meter Ahead
| W3-7
| [[#903.3.30|903.3.30]]
| 36 X 36
| -
| -
|-
| style="text-align:left;" | Ramp Metered When Flashing
| W3-8
| [[#903.3.30|903.3.30]]
| 36 X 36
| -
| -
|-
| style="text-align:left;" | Ferry Crossing Ahead
| W3-18
| [[#903.3.54|903.3.54]]
| 36 X 36
| 48 X 48
| -
|-
| style="text-align:left;" | Merge
| W4-1
| [[#903.3.37|903.3.37]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Lane Ends
| W4-2
| [[#903.3.39|903.3.39]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Added Lane
| W4-3
| [[#903.3.38|903.3.38]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Cross Traffic Does Not Stop (plaque)
| W4-4P
| [[#903.3.37|903.3.37]]
| 24 X 12
| 36 X 18
| 36 X 18
|-
| style="text-align:left;" | Traffic From Left Does Not Stop (plaque)
| W4-4aPL
| [[#903.3.37|903.3.37]]
| 24 X 12
| 36 X 18
| 36 X 18
|-
| style="text-align:left;" | Traffic From Right Does Not Stop (plaque)
| W4-4aPR
| [[#903.3.37|903.3.37]]
| 24 X 12
| 36 X 18
| 36 X 18
|-
| style="text-align:left;" | Oncoming Traffic Does Not Stop (plaque)
| W4-4bP
| [[#903.3.37|903.3.37]]
| 24 X 12
| 36 X 18
| 36 X 18
|-
| style="text-align:left;" | Entering Roadway Merge
| W4-5
| [[#903.3.37|903.3.37]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Entering Roadway Added Lane
| W4-6
| [[#903.3.38|903.3.38]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Single Lane Transition
| W4-8
| [[#903.3.40|903.3.40]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | ROAD NARROWS
| W5-1
| [[#903.3.15|903.3.15]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | NARROW BRIDGE
| W5-2
| [[#903.3.16|903.3.16]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | ONE LANE BRIDGE
| W5-3
| [[#903.3.17|903.3.17]]
| 36 X 36
| 48 X 48
| -
|-
| style="text-align:left;" | Divided Highway
| W6-1
| [[#903.3.18|903.3.18]]
| 36 X 36
| 48 X 48
| -
|-
| style="text-align:left;" | Divided Highway Ends
| W6-2
| [[#903.3.19|903.3.19]]
| -
| -
| 48 X 48
|-
| style="text-align:left;" | Two-Way Traffic
| W6-3
| [[#903.3.42|903.3.42]]
| 36 X 36
| 48 X 48
| -
|-
| style="text-align:left;" | Two-Way Traffic (2-Lane)
| W6-5
| [[#903.3.55|903.3.55]]
| 36 X 36
| 48 X 48
| -
|-
| style="text-align:left;" | Two-Way Traffic (3-Lane)
| W6-5a
| [[#903.3.55|903.3.55]]
| 36 X 36
| 48 X 48
|
|-
| style="text-align:left;" | Passing Lane (plaque)
| W6-6aP
| [[#903.3.55|903.3.55]]
| 42 X 12
| -
| -
|-
| style="text-align:left;" | Passing Lane Ends
| W6-16
| [[#903.3.55|903.3.55]]
| 36 X 36
| -
| -
|-
| style="text-align:left;" | Watch for Left-Turning Traffic in Passing Lane
| W6-17
| [[#903.3.55|903.3.55]]
| 72 X 48
| -
| -
|-
| style="text-align:left;" | Hill
| W7-1
| [[#903.3.14|903.3.14]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Uphill
| W7-1c
| [[#903.3.14|903.3.14]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Percent Grade
| W7-3P
| [[#903.3.63|903.3.63]]
| 24 X 18
| 30 X 24
| 30 X 24
|-
| style="text-align:left;" | Next _ Miles (plaque)
| W7-3aP
| [[#903.3.63|903.3.63]]
| 24 X 18
| 30 X 24
| 30 X 24
|-
| style="text-align:left;" | Bump
| W8-1
| [[#903.3.23|903.3.23]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Dip
| W8-2
| [[#903.3.23|903.3.23]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Pavement Ends
| W8-3
| [[#903.3.24|903.3.24]]
| 36 X 36
| -
| -
|-
| style="text-align:left;" | Slippery When Wet
| W8-5
| [[#903.3.25|903.3.25]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Truck Crossing
| W8-6
| [[#903.3.49|903.3.49]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Fallen Rocks
| W8-14
| [[#903.3.26|903.3.26]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Road May Flood
| W8-18
| [[#903.3.28|903.3.28]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Impassable During High Water
| W8-34
| [[#903.3.28|903.3.28]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Left (Right) Lane Ends
| W9-1
| [[#903.3.39|903.3.39]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Lanes Merge
| W9-4
| [[#903.3.40|903.3.40]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Right (Left) Lane Exit Only
| W9-7
| [[#903.3.41|903.3.41]]
| 132 X 70
| -
| 132 X 70
|-
| style="text-align:left;" | Bicycle
| W11-1
| [[#903.3.45|903.3.45]]
| 36 X 36
| -
| -
|-
| style="text-align:left;" | Pedestrian
| W11-2
| [[#903.3.53|903.3.53]]
| 36 X 36
| 48 X 48
| -
|-
| style="text-align:left;" | Cattle
| W11-4
| [[#903.3.53|903.3.53]]
| 36 X 36
| 48 X 48
|
|-
| style="text-align:left;" | Farm Vehicle
| W11-5
| [[#903.3.51|903.3.51]]
| 36 X 36
| -
| -
|-
| style="text-align:left;" | Equestrian
| W11-7
| [[#903.3.53|903.3.53]]
| 36 X 36
| -
| -
|-
| style="text-align:left;" | Emergency Vehicle
| W11-8
| [[#903.3.52|903.3.52]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Truck Entrance
| W11-10
| [[#903.3.50|903.3.50]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Emergency Signal Ahead (plaque)
| W11-12P
| [[#903.3.52|903.3.52]]
| 36 X 30
| -
| 36 X 30
|-
| style="text-align:left;" | Horse-Drawn Vehicle
| W11-14
| [[#903.3.48|903.3.48]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Bike / Ped
| W11-15
| [[#903.3.46|903.3.46]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Trail Crossing
| W11-15a
| [[#903.3.47|903.3.47]]
| 36 X 36
| -
| -
|-
| style="text-align:left;" | Double Arrow
| W12-1
| [[#903.3.20|903.3.20]]
| 30 X 30
| 36 X 36
| 36 X 36
|-
| style="text-align:left;" | Low Clearance Advance
| W12-2
| [[#903.3.22|903.3.22]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Low Clearance (overhead)
| W12-2a
| [[#903.3.22|903.3.22]]
| 84 X 24
| -
| 84 X 24
|-
| style="text-align:left;" | Advisory Speed
| W13-1P
| [[#903.3.33|903.3.33]]
| 24 X 24
| 30 X 30
| 30 X 30
|-
| style="text-align:left;" | Advisory Speed (plaque)
| W13-1aP
| [[#903.3.33|903.3.33]]
| 48 X 15
| -
| 48 X 15
|-
| style="text-align:left;" | Advisory Exit Speed
| W13-2
| [[#903.3.12|903.3.12]]
| -
| -
| 48 X 60
|-
| style="text-align:left;" | Advisory Ramp Speed
| W13-3
| [[#903.3.12|903.3.12]]
| -
| -
| 48 X 60
|-
| style="text-align:left;" | Advisory Exit Speed with 270° Loop Arrow
| W13-6
| [[#903.3.12|903.3.12]]
| -
| -
| 48 X 84
|-
| style="text-align:left;" | Advisory Ramp Speed with 270° Loop Arrow
| W13-7
| [[#903.3.12|903.3.12]]
| -
| -
| 48 X 84
|-
| style="text-align:left;" | Advisory Exit Speed with 180° Hairpin Arrow
| W13-8
| [[#903.3.12|903.3.12]]
| -
| -
| 48 X 84
|-
| style="text-align:left;" | Advisory Ramp Speed with 180° Hairpin Arrow
| W13-9
| [[#903.3.12|903.3.12]]
| -
| -
| 48 X 84
|-
| style="text-align:left;" | Advisory Exit Speed with 90° Turn Arrow
| W13-10
| [[#903.3.12|903.3.12]]
| -
| -
| 48 X 72
|-
| style="text-align:left;" | Advisory Ramp Speed with 90° Turn Arrow
| W13-11
| [[#903.3.12|903.3.12]]
| -
| -
| 48 X 72
|-
| style="text-align:left;" | Advisory Exit Speed with Truck Rollover
| W13-12
| [[#903.3.12|903.3.12]]
| -
| -
| 48 X 84
|-
| style="text-align:left;" | Advisory Ramp Speed with Truck Rollover
| W13-13
| [[#903.3.12|903.3.12]]
| -
| -
| 48 X 84
|-
| style="text-align:left;" | Vehicle Speed Feedback Sign
| W13-20
| [[#903.3.13|903.3.13]]
| 30 X 36
| -
| 48 X 60
|-
| style="text-align:left;" | Vehicle Speed Feedback (plaque)
| W13-20aP
| [[#903.3.13|903.3.13]]
| 30 X 24
| -
| 48 X 36
|-
| style="text-align:left;" | Dead End
| W14-1
| [[#903.3.21|903.3.21]]
| 36 X 36
| 36 X 36
| -
|-
| style="text-align:left;" | No Outlet
| W14-2
| [[#903.3.21|903.3.21]]
| 36 X 36
| 36 X 36
| -
|-
| style="text-align:left;" | No Passing Zone (pennant)
| W14-3
| [[#903.3.43|903.3.43]]
| -
| -
| -
|-
| style="text-align:left;" | Road Ends
| W14-13
| [[#903.3.21|903.3.21]]
| 36 X 36
| 36 X 36
| -
|-
| style="text-align:left;" | In Road (plaque)
| W16-1P
| [[#903.3.66|903.3.66]]
| 24 X 18
| -
| 24 X 18
|-
| style="text-align:left;" | XX FEET (plaque)
| W16-2P
| [[#903.3.60|903.3.60]]
| 24 X 18
| 30 X 24
| 30 X 24
|-
| style="text-align:left;" | XX MILES (plaque)
| W16-3P
| [[#903.3.60|903.3.60]]
| 24 X 18
| 30 X 24
| 30 X 24
|-
| style="text-align:left;" | NEXT _ FEET (plaque)
| W16-4P
| [[#903.3.60|903.3.60]]
| 24 X 18
| 30 X 24
| 30 X 24
|-
| style="text-align:left;" | Directional Arrow (plaque)
| W16-5P
| [[#903.3.61|903.3.61]]
| 30 X 21
| -
| 30 X 21
|-
| style="text-align:left;" | Advance Turn Arrow (plaque)
| W16-6P
| [[#903.3.61|903.3.61]]
| 30 X 21
| -
| 30 X 21
|-
| style="text-align:left;" | Downward Diagonal Arrow (plaque)
| W16-7P
| [[#903.3.62|903.3.62]]
| 30 X 21
| -
| 30 X 21
|-
| style="text-align:left;" | Dual Downward Diagonal Arrow (plaque)
| W16-7aP
| [[#903.3.62|903.3.62]]
| 30 X 21
| -
| 30 X 21
|-
| style="text-align:left;" | Two Line Street Name (plaque)
| W16-8aP
| [[#903.3.64|903.3.64]]
| Varies X 15
| Varies X 24
| Varies X 24
|-
| style="text-align:left;" | Advance Street Name (plaque)
| W16-8P
| [[#903.3.64|903.3.64]]
| Varies X 8
| Varies X 12
| Varies X 12
|-
| style="text-align:left;" | Ahead (plaque)
| W16-9P
| [[#903.3.44|903.3.44]], [[#903.3.53|903.3.53]]
| 30 X 18
| -
| 30 X 18
|-
| style="text-align:left;" | Notice (plaque)
| W16-18P
| [[#903.3.68|903.3.68]]
| 36 X 12
| 48 X 18
| 48 X 18
|-
| style="text-align:left;" | Except to Turn (plaque)
| W16-23P
| [[#903.3.68|903.3.68]]
| -
| -
| -
|-
| style="text-align:left;" | Except to Exit (plaque)
| W16-24P
| [[#903.3.68|903.3.68]]
| -
| -
| -
|-
| style="text-align:left;" | Double Reverse Curve Left - 1 Lane
| W24-1L
| [[#903.3.7|903.3.7]]
| 36 X 36
| -
| 36 X 36
|-
| style="text-align:left;" | Double Reverse Curve Left - 2 Lanes
| W24-1aL
| [[#903.3.7|903.3.7]]
| 36 X 36
| -
| 36 X 36
|-
| style="text-align:left;" | Double Reverse Curve Left - 3 Lanes
| W24-1bL
| [[#903.3.7|903.3.7]]
| 36 X 36
| -
| 36 X 36
|-
| style="text-align:left;" | Oncoming Traffic Has Extended Green
| W25-1
| [[#903.3.36|903.3.36]]
| 24 X 30
| -
| -
|-
| style="text-align:left;" | Oncoming Traffic May Have Extended Green
| W25-2
| [[#903.3.36|903.3.36]]
| 24 X 30
| -
| -
|-
| style="text-align:left;" | Watch for Stopped Traffic
| W26-1
| [[#903.3.31|903.3.31]]
| 36 X 36
| 48 X 48
| 48 X 48
|-
| style="text-align:left;" | Travel Safe Zone
| W27-1
| [[#903.3.56|903.3.56]]
| 36 X 48
| 48 X 60
| 48 X 60
|}
</center>

=={{SpanID|903.3.4}}903.3.4 Placement of Warning Signs (MUTCD Section 2C.04)==

'''Support.''' Information on the placement of warning signs is contained in [[903.1 General (MUTCD Chapter 2A) #903.1.13|EPG 903.1.13]] through [[903.1 General (MUTCD Chapter 2A) #903.1.18|903.1.18]].

The time needed for detection, recognition, decision, and reaction is called the Perception-Response Time (PRT). [[#tab903.3.4|Table 903.3.4]] is provided as an aid for determining warning sign location. The distances shown in [[#tab903.3.4|Table 903.3.4]] can be adjusted for roadway features, other signing, and to improve visibility.

'''Guidance. '''Warning signs should be placed so that they provide an adequate PRT. The distances contained in [[#tab903.3.4|Table 903.3.4]] should be applied with engineering judgment.

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.

The effectiveness of the placement of warning signs should be periodically evaluated. This is typically accomplished during routine sign inspection cycles. [[903.1 General (MUTCD Chapter 2A) #903.1.19|EPG 903.1.19]] contains information regarding MoDOT’s sign maintenance program.

'''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 [[#tab903.3.4|Table 903.3.4]]. Additionally, mounting height shall be reviewed for conformance with [[903.1 General (MUTCD Chapter 2A) #903.1.15|EPG 903.1.15]].

{{SpanID|tab903.3.4}}
{| class="wikitable"
|-
|+ '''Table 903.3.4''' Guidelines for Advance Placement of Warning Signs
|- style="text-align:center;"
! rowspan="3" | Posted or <br />85th-Percentile Speed
! colspan="9" | Advance Placement Distance<sup>1</sup>
|- style="text-align:center;"
! rowspan="2" style="max-width: 200px;" | Condition A: Speed reduction and lane changing in heavy traffic<sup>2</sup>
! colspan="8" | Condition B: Deceleration to the listed advisory (mph) for the condition
|- style="text-align:center;"
! 0<sup>3</sup>
! 10<sup>4</sup>
! 20<sup>4</sup>
! 30<sup>4</sup>
! 40<sup>4</sup>
! 50<sup>4</sup>
! 60<sup>4</sup>
! 70<sup>4</sup>
|- style="vertical-align:middle;"
| style="vertical-align:middle;" | 20 mph
| style="vertical-align:middle;" | 225 ft
| style="vertical-align:middle;" | 115 ft
| N/A<sup>5</sup>
| —
| —
| —
| —
| —
| —
|- style="vertical-align:middle;"
| style="vertical-align:middle;" | 25 mph
| style="vertical-align:middle;" | 325 ft
| style="vertical-align:middle;" | 155 ft
| N/A<sup>5</sup>
| N/A<sup>5</sup>
| —
| —
| —
| —
| —
|- style="vertical-align:middle;"
| style="vertical-align:middle;" | 30 mph
| style="vertical-align:middle;" | 460 ft
| style="vertical-align:middle;" | 200 ft
| N/A<sup>5</sup>
| N/A<sup>5</sup>
| —
| —
| —
| —
| —
|- style="vertical-align:middle;"
| style="vertical-align:middle;" | 35 mph
| style="vertical-align:middle;" | 565 ft
| style="vertical-align:middle;" | 250 ft
| N/A<sup>5</sup>
| N/A<sup>5</sup>
| N/A<sup>5</sup>
| —
| —
| —
| —
|- style="vertical-align:middle;"
| style="vertical-align:middle;" | 40 mph
| style="vertical-align:middle;" | 670 ft
| style="vertical-align:middle;" | 305 ft
| 100 ft<sup>6</sup>
| 100 ft<sup>6</sup>
| N/A<sup>5</sup>
| —
| —
| —
| —
|- style="vertical-align:middle;"
| style="vertical-align:middle;" | 45 mph
| style="vertical-align:middle;" | 775 ft
| style="vertical-align:middle;" | 360 ft
| 125 ft
| 100 ft<sup>6</sup>
| 100 ft<sup>6</sup>
| N/A<sup>5</sup>
| —
| —
| —
|- style="vertical-align:middle;"
| style="vertical-align:middle;" | 50 mph
| style="vertical-align:middle;" | 885 ft
| style="vertical-align:middle;" | 425 ft
| 200 ft
| 175 ft
| 125 ft
| 100 ft<sup>6</sup>
| —
| —
| —
|- style="vertical-align:middle;"
| style="vertical-align:middle;" | 55 mph
| style="vertical-align:middle;" | 990 ft
| style="vertical-align:middle;" | 495 ft
| 275 ft
| 225 ft
| 200 ft
| 125 ft
| N/A<sup>5</sup>
| —
| —
|- style="vertical-align:middle;"
| style="vertical-align:middle;" | 60 mph
| style="vertical-align:middle;" | 1100 ft
| style="vertical-align:middle;" | 570 ft
| 350 ft
| 325 ft
| 275 ft
| 200 ft
| 100 ft<sup>6</sup>
| —
| —
|- style="vertical-align:middle;"
| style="vertical-align:middle;" | 65 mph
| style="vertical-align:middle;" | 1200 ft
| style="vertical-align:middle;" | 645 ft
| 450 ft
| 400 ft
| 350 ft
| 275 ft
| 200 ft
| 100 ft<sup>6</sup>
| —
|- style="vertical-align:middle;"
| style="vertical-align:middle;" | 70 mph
| style="vertical-align:middle;" | 1250 ft
| style="vertical-align:middle;" | 730 ft
| 525 ft
| 500 ft
| 450 ft
| 375 ft
| 275 ft
| 150 ft
| —
|- style="vertical-align:middle;"
| style="vertical-align:middle;" | 75 mph
| style="vertical-align:middle;" | 1350 ft
| style="vertical-align:middle;" | 820 ft
| 625 ft
| 600 ft
| 550 ft
| 475 ft
| 375 ft
| 250 ft
| 100 ft<sup>6</sup>
|-
| style="background-color: #ffffff" colspan="11" |
|-
| style="background-color: #ffffff" colspan="11" | Note 1 — For Advanced Placement Distance — General
* The distances are adjusted for a sign legibility distance of 180 feet for Condition A.
* The distances for Condition B (with the exception of the potential stop condition) have been adjusted for a sign legibility distance of 250 feet, which is appropriate for an alignment warning symbol sign.
* For Conditions A and B, warning signs with less than 6-inch legend or more than four words, a minimum of 100 feet should be added to the advance placement distance to provide adequate legibility of the warning sign.

Note 2 — For Condition A — Speed Reduction and Lane Change Conditions
* 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 or reduce to a new posted speed.
* Typical signs are Merge, Right Lane Ends, and Reduced Speed Ahead.
* The distances are determined by providing the driver a PRT of 14.0 to 14.5 seconds for vehicle maneuvers (2018 AASHTO Policy, Table 3-3, Decision Sight Distance, Avoidance Maneuver E) and adjusted for a legibility distance of 180 feet for the appropriate sign.

Note 3 — For Condition B — Stop Condition
* 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 2018 AASHTO Policy, Table 3-1, Stopping Sight Distance, providing a PRT of 2.5 seconds, a deceleration rate of 11.2 feet/second<sup>2</sup>.

Note 4 — For Condition B — Reduced Speed Conditions
* Typical conditions are locations where the road user must decrease speed to maneuver through the warned condition.
* Typical signs are Turn, Curve, Reverse Turn, Reverse Curve, or Reduced Speed Ahead.
* The distance is determined by providing a 2.5 second PRT, a vehicle deceleration rate of 10 feet/second2, and adjusted for a sign legibility distance of 250 feet.

Note 5 — For Condition B — N/A Values
* 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 feet in advance of the curve.
* However, the alignment warning sign should be installed in advance of the curve and at least 100 feet from any other signs.

Note 6 — For Condition B — for shortest distance values per posted speed
* The minimum advance placement distance is listed as 100 feet to provide adequate spacing between signs.

General Note:

Warning signs that advise road users about conditions that are not related to a specific location can be installed in an appropriate location, based on engineering judgment.
|}

=={{SpanID|903.3.5}}903.3.5 Horizontal Alignment Warning Signs – General (MUTCD Section 2C.05)==

'''Support.''' A variety of horizontal alignment warning signs, pavement markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2]]), and delineation (see [[620.6 Delineators (MUTCD Chapter 3G)|EPG 620.6]]) 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 [[#903.3.5|EPG 903.3.5]] through [[#903.3.12|903.3.12]].

The following list identifies treatments that might be used in advance of or within a change in horizontal alignment:
:A. Horizontal alignment (Turn (W1-1), Curve (W1-2, W1-10 series, W1-11, W1-13, W1-15), Reverse Turn (W1-3), Reverse Curve (W1-4), Winding Road (W1-5), Exit Speed (W13-2), Ramp Speed (W13-3), and Combination Horizontal Alignment (Advisory Exit or Ramp Speed W13-6 through W13-11)) signs (see [[#903.3.7|EPG 903.3.7]], [[#903.3.9|903.3.9]], and [[#903.3.12|903.3.12]])
:B. Advisory Speed (W13-1P) plaque (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.59|EPG 903.3.59]])
:C. Chevron Alignment (W1-8) signs (see [[#903.3.8|EPG 903.3.8]])
:D. One Direction Large Arrow (W1-6) sign (see [[#903.3.10|EPG 903.3.10]])
:E. Sign or marking conspicuity enhancements (see [[903.1 General (MUTCD Chapter 2A) #903.1.11|EPG 903.1.11]])
:F. Longitudinal rumble strips (see [[620.10 Rumble Strip Markings (MUTCD Chapter 3K) #620.10.1|EPG 620.10.1]])
:G. Vehicle Speed Feedback Sign (see [[#903.3.13|EPG 903.3.13]])

In addition, considerations other than traffic control devices, such as improved surface friction (high friction surface treatments), pavement edge treatments, lighting improvements, increased superelevation, and longitudinal rumble strips, might be used in advance of or within a change in horizontal alignment.

'''Guidance.''' Except as provided in [[#903.3.6|EPG 903.3.6]], the selection of traffic control devices used to warn road users of a change in horizontal alignment or to provide guidance in navigating the change in horizontal alignment should be based on consideration of one or more of the following factors:
:A. The speed of traffic on the approach to the change in horizontal alignment
:B. The recommended advisory speed for the change in horizontal alignment
:C. The difference between the speed limit and the advisory speed, or the speed differential for the change in horizontal alignment
:D. Daily traffic volumes on the roadway
:E. The typical mix of vehicle types on the roadway
:F. Sight distance throughout the change in horizontal alignment
:G. Other types of traffic control devices that are used in advance of and within the change in horizontal alignment on the same roadway segment
:H. The crash history of the change in horizontal alignment
:I. The presence of driveways or intersections within the curve radius

=={{SpanID|903.3.6}}903.3.6 Device Selection for Changes in Horizontal Alignment (MUTCD Section 2C.06)==

'''Standard: '''[[#tab903.3.6|Table 903.3.6]] shall be used to specify the type(s) of warning signs to be used in advance of, and/or along, a horizontal curve, except as provided in following Option paragraph. The speed differential shall be the difference between the horizontal curve’s advisory speed and the roadway’s posted speed limit on the approach to the curve.

'''Option. '''A One Direction Large Arrow (W1-6) sign may be used to supplement Chevron Alignment (W1-8) signs when:
:A. Site conditions limit the number of Chevron Alignment signs that are visible; or

:B. The number of Chevron Alignment signs that can be installed within the change in horizontal alignment is less than the number determined by the spacing specified in [[#903.3.8|EPG 903.3.8]].

Additional or supplemental devices may be used for a change in horizontal alignment on the basis of engineering judgment.

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 Plaque (W13-1P) displaying an advisory speed equal to the posted speed limit.

Warrants for center lines and edge lines are provided in EPG [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.2|620.2.2]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.11|620.2.11]], respectively.

Provisions for delineators are contained in [[620.6 Delineators (MUTCD Chapter 3G)| EPG 620.6]].

Provisions for Advisory Speed (W13-1P) plaques are contained in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.59|EPG 903.3.59]].

<center>
{{SpanID|tab903.3.6}}
{| class="wikitable"
|+'''Table 903.3.6''' Application of Warning Signs for Changes in Horizontal Alignment
|-
! Speed Differential<sup>1</sup> !! Warning Signs Required
|-
| 5 to 10 mph || Horizontal Alignment warning sign<sup>2</sup><br />Advisory Speed plaque<sup>3</sup>
|-
| 15 mph or more || Horizontal Alignment warning sign<sup>2</sup><br />Advisory Speed plaque<sup>3</sup><br />Chevron Alignment signs<sup>4</sup>
|-
| style="background-color: #ffffff;" colspan="2" |
# Speed differential shall be the difference between the horizontal curve’s advisory speed and the roadway’s posted speed limit.
# Provisions for the use of Horizontal Alignment warning signs are contained in [[#903.3.6|EPG 903.3.6]].
# Provision for Advisory Speed (W13-1P) plaques are contained in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.59|EPG 903.3.59]].
# [[#903.3.6|EPG 903.3.6]] contains information about the use of a One Direction Large Arrow (W1-6) sign in place of or to supplement chevron alignment signs.
|}
</center>

=={{SpanID|903.3.7}}903.3.7 Horizontal Alignment Signs (W1-1 through W1-5, W1-11, W1-15, W24-1) (MUTCD Section 2C.07)==
<center>
{| style=""
|-
|[[File:W1-1.png|center|100px|thumb|<center>'''W1-1'''</center>]]
|[[File:W1-2.png|center|100px|thumb|<center>'''W1-2'''</center>]]
|[[File:W1-3.png|center|100px|thumb|<center>'''W1-3'''</center>]]
|[[File:W1-4.png|center|100px|thumb|<center>'''W1-4'''</center>]]
|-
|[[File:W1-5.png|center|100px|thumb|<center>'''W1-5'''</center>]]
|[[File:W1-11.png|center|100px|thumb|<center>'''W1-11'''</center>]]
|[[File:W1-15.png|center|100px|thumb|<center>'''W1-15'''</center>]]
|[[File:W24-1L.png|center|100px|thumb|<center>'''W24-1L'''</center>]]
|}
</center>

'''Standard. '''When a horizontal alignment sign is required as provided in [[#903.3.6|EPG 903.3.6]] the sign installed in advance of the curve shall be a Curve (W1-2) sign unless a different sign is recommended or allowed by the provisions of this Article.

A Turn (W1-1) sign shall be used instead of a Curve (W1-2) sign in advance of a horizontal curve that has an advisory speed of 30 mph or less.

'''Guidance. '''Where there are two changes in roadway alignment in opposite directions that are separated by a tangent distance of less than 600 feet, the Reverse Turn (W1-3) sign should be used instead of multiple Turn (W1-1) signs or the Reverse Curve (W1-4) sign should be used instead of multiple Curve (W1-2) signs.

'''Support. '''[[#fig903.3.7.1|Figures 903.3.7.1]] and [[#fig903.3.7.2|903.3.7.2]] provide examples of warning signs used for turns and curves.

'''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.

A NEXT XX MILES (W7-3aP) supplemental distance plaque (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.60|EPG 903.3.60]]) may be installed below the Winding Road sign where continuous roadway curves exist for a specific distance.

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 Turn or Curve sign.

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 Turn or Curve sign.

'''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.

'''Option.''' A double reverse left sign (W24-1L) and advisory speed plaque may be used on the crossroad approaches to a Diverging Diamond Interchange (DDI) when the difference between the speed limit and the advisory speed is 5 mph or greater. The need for this signing is based on engineering judgment if speeding through a DDI is a concern. An Advisory speed plaque is typically installed where the posted speed on the crossroad of the DDI is 40 mph or greater.

'''Standard.''' If used with an advisory speed plaque, the W24-1L sign shall display the number of double reverse arrows which indicates the number of lanes on the crossroad going through the DDI in the direction of travel where the sign is observed.

'''Support. '''See [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.59|EPG 903.3.59]] for information regarding Advisory Speed Plaques (W13-1P).

{{SpanID|fig903.3.7.1}}
[[File:Figure 903.3.7.1 Example of Warning Signs for Changes in Horizontal Alignment (Sheet 1 of 2).png|thumb|center|800px|alt="A segment of a vertical two-lane north-south roadway that curves to the right, or east, is shown. At the bottom of the figure, facing south and to the right of the northbound lane, a sign assembly composed of a W1-2R sign mounted above a W13-1P plaque is shown. The W1-2R is a yellow diamond-shaped sign with a black arrow curving up and to the right.
Continuing northbound, on the left side of the roadway, the following sequence of W1-8 chevron signs is shown from bottom to top: four consecutive W1-8L chevrons facing north, one W1-8R chevron facing south, one W1-8L chevron facing north, one W1-8R chevron facing south, one W1-8L chevron facing north, and finally four consecutive W1-8R chevrons facing south. Continuing north on the same side of the road, facing north and to the right of the southbound lane, a sign assembly composed of a W1-2L sign mounted above a W13-1P plaque is shown."
|'''Figure 903.3.7.1''' Examples of Warning Signs for Changes in Horizontal Alignment ''(Sheet 1 of 2)'']]

{{SpanID|fig903.3.7.2}}
[[File:Figure 903.3.7.2 Example of Warning Signs for Changes in Horizontal Alignment (Sheet 2 of 2) .png|thumb|center|800px|alt="A segment of a vertical two-lane north-south roadway that curves to the right, or east, is shown.
At the bottom of the figure, facing south and to the right of the northbound lane, a sign assembly composed of a W1-1R sign mounted above a W13-1P plaque is shown. W1-1R is shown as a yellow diamond-shaped sign with a black arrow pointing up and then a sharp turn to the right.
On the left side of the roadway, the following sequence of optional W1-8 chevron signs are shown from bottom to top: two W1-8L chevrons facing north, followed by one W1-8R chevron facing south, then one W1-8L chevron facing north, and finally one W1-8R chevron facing south.
Just north of this sequence, a sign assembly composed of a W1-6R sign mounted above an optional W13-1aP plaque is shown facing south.
North of that on the curve, still on the left side of the roadway, there is a sequence of optional W1-8 chevron signs as follows: one W1-8R facing southwest, one W1-8L facing northeast, one W1-8R facing southwest, and one W1-8L facing northeast.
East of that, following the curve, another sign assembly composed of a W1-6L sign mounted above an optional W13-1aP plaque is shown facing east.
To the east of that, two optional W1-8R chevrons are shown facing west.
Finally, at the top right of the figure, facing east and to the right of the westbound lane, a sign assembly composed of a W1-1L sign mounted above a W13-1P plaque is shown. The W1-1L is a yellow diamond-shaped sign with a black arrow pointing up and then sharply turning to the left."
|'''Figure 903.3.7.2''' Examples of Warning Signs for Changes in Horizontal Alignment ''(Sheet 2 of 2)'']]

=={{SpanID|903.3.8}}903.3.8 Chevron Alignment Sign (W1-8) (MUTCD Section 2C.08)==
[[File:W1-8.png|thumb|center|100px|alt=|<center>'''W1-8'''</center>]]

'''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 horizontal alignment not readily visible to the driver, or as a systemic curve improvement program.

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.

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 11th Edition of the MUTCD. For more details on the safety benefits of chevrons, contact the Highway Safety and Traffic Division.

'''Standard. '''The use of the Chevron Alignment (W1-8) sign (see [[#fig903.3.7.2|Figure 903.3.7.2]]) to provide additional emphasis and guidance for a change in horizontal alignment shall be in accordance with the information provided in [[#903.3.6|EPG 903.3.6]].

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, which will locate the sign at approximately the driver’s eye height.

'''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 [[#tab903.3.8|Table 903.3.8]].

In addition to the Chevron Alignment signs placed throughout the curve, there should be one sign in advance of the PC and one after the PT. These signs should be spaced the same as the Chevron Alignment signs in the curve.

'''Option.''' The values in [[#tab903.3.8|Table 903.3.8]] 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 road users always have at least two Chevron Alignment signs in view until the change in alignment eliminates the need for the signs.

Based on engineering judgement, chevron alignment signs may be omitted within incorporated city limits.

'''Guidance.''' 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.

The single-sided Chevron sign should only be used where only one direction of travel is impacted, such as on an expressway. The double-side Chevron (W1-8D) should be used on two-lane, two-way roads.

At the end of a four-lane 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.

'''Option. '''Chevron Alignment signs may also be used on any other roadways based on engineering judgment.

Chevron Alignment signs may be used in addition to the One-Direction Large Arrow (W1-6) sign on turns posted at 30 mph or less.

'''Guidance. '''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 ensure the installations meet current standards. Aspects of existing horizontal alignment signs to look at should 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 should be reevaluated if the ball banking measurements from when the signs were installed are out of date due to roadway/pavement improvements or due to changes in vehicle performance.

'''Option. '''LEDs may be used to enhance the conspicuity of Chevron Alignment signs (see [[903.1 General (MUTCD Chapter 2A) #903.1.12|EPG 903.1.12]]).

'''Standard. '''The LEDs used in the Chevron Alignment sign shall consist of yellow LEDs outlining the chevron symbol.

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 (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.70|EPG 903.3.70]]).

Chevron Alignment signs directing traffic to the right shall not be used in the central island of a roundabout or a neighborhood traffic circle.

{{SpanID|tab903.3.8}}
<center>
{| class="wikitable" style="text-align: center;"
|+ '''Table 903.3.8''' Typical Spacing of Chevron Alignment Signs on Horizontal Curves
|-
! Advisory Speed !! Curve Radius !! Sign Spacing
|-
| 15 mph or less || Less than 200 feet || 40 feet
|-
| 20 to 30 mph || 200 to 400 feet || 60 feet
|-
| 35 to 45 mph || 401 to 700 feet || 80 feet
|-
| 50 to 60 mph || 701 to 1,250 feet || 100 feet
|-
| more than 60 mph || More than 1,250 feet || 140 feet
|-
| style="background-color: #ffffff; max-width: 500px;" colspan="3" | Note: The relationship between curve radius and the advisory speed shown in this table should not be used to determine the advisory speed.
|}
</center>

=={{SpanID|903.3.9}}903.3.9 Combination Horizontal Alignment/Intersection Signs (W1-10 Series) (MUTCD Section 2C.09)==
<center>
{| style=""
|-
|[[File:W1-10.png|center|100px|thumb|<center>'''W1-10'''</center>]]
|[[File:W1-10a.png|center|100px|thumb|<center>'''W1-10a'''</center>]]
|[[File:W1-10b.png|center|100px|thumb|<center>'''W1-10b'''</center>]]
|-
|[[File:W1-10c.png|center|100px|thumb|<center>'''W1-10c'''</center>]]
|[[File:W1-10d.png|center|100px|thumb|<center>'''W1-10d'''</center>]]
|[[File:W1-10e.png|center|100px|thumb|<center>'''W1-10e'''</center>]]
|}
</center>

'''Option. '''The Turn (W1-1) sign, the Curve (W1-2) sign, and the Reverse Curve (W1-4) 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.

'''Support. '''[[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.64|EPG 903.2.64]] contains information about the use of an advance street name plaque to identify an intersecting road.

'''Guidance. '''Elements of the combination Horizontal Alignment/Intersection sign related to horizontal alignment should comply with the provisions of [[#903.3.7|EPG 903.3.7]], and elements related to intersection configuration should comply with the provisions of [[#903.3.33|EPG 903.3.33]]. 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.

A layout of the proposed sign should be included when ordering or when including the sign in design plans.

'''Standard. '''The use of the combination Horizontal Alignment/Intersection sign shall be in accordance with the provisions of [[#903.3.7|EPG 903.3.7]] for the appropriate Turn or Curve sign.

If used, a W1-10L sign designation shall indicate a curve to the left, while a W1-10R sign designation shall indicate a curve to the right.

=={{SpanID|903.3.10}}903.3.10 One-Direction Large Arrow Sign (W1-6) (MUTCD Section 2C.10)==

[[File:W1-6.png|100px|thumb|center|<center>'''W1-6'''</center>]]

'''Standard. '''A One-Direction Large Arrow sign shall be used to delineate a change in horizontal alignment where the advisory speed is 30 mph or lower.

The One-Direction Large Arrow sign shall be a horizontal rectangle with an arrow pointing to the left or right.

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.

'''Guidance. '''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.

If Chevron Alignment signs 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.

=={{SpanID|903.3.11}}903.3.11 Truck Rollover Sign (W1-13) (MUTCD Section 2C.11) ==

[[File:W1-13.png|center|100px|thumb|<center>'''W1-13'''</center>]]

'''Option. '''A Truck Rollover (W1-13) sign may be used as a supplement to a horizontal alignment warning sign to warn drivers of vehicles with a high center of gravity, such as trucks, tankers, and recreational vehicles, of a curve or turn where there are:
:A. Past incidents of truck rollovers at the specific location,
:B. High volumes of trucks, or
:C. A speed differential (see [[#903.3.6|EPG 903.3.6]]) that might pose a greater risk for vehicles with high centers of gravity.

'''Guidance. '''Where engineering judgment determines the need for the installation of a Truck Rollover (W1-13) sign, it should be located downstream of the horizontal alignment warning sign in advance of the curve.

'''Standard. '''If a Truck Rollover (W1-13) sign is used, it shall be accompanied by an Advisory Speed (W13-1P) plaque indicating the recommended speed for vehicles with a higher center of gravity.

'''Option. '''The Truck Rollover sign may include conspicuity enhancements, or may be a blank-out 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.

'''Support. '''The curved arrow on the Truck Rollover sign shows the direction of roadway curvature. The truck tips in the opposite direction.

=={{SpanID|903.3.12}}903.3.12 Advisory Exit and Ramp Speed Signs (W13-2 and W13-3) and Combination Horizontal Alignment/Advisory Exit and Ramp Speed Signs (W13-6 through W13-13) (MUTCD Section 2C.12)==
<center>
{| style=""
|-
|[[File:W13-2.png|center|102px|thumb|<center>'''W13-2'''</center>]]
|[[File:W13-3.png|center|98px|thumb|<center>'''W13-3'''</center>]]
|[[File:W13-6.png|center|100px|thumb|<center>'''W13-6'''</center>]]
|[[File:W13-7.png|center|88px|thumb|<center>'''W13-7'''</center>]]
|}
{|
|[[File:W13-8.png|center|98px|thumb|<center>'''W13-8'''</center>]]
|[[File:W13-9.png|center|100px|thumb|<center>'''W13-9'''</center>]]
|[[File:W13-10.png|center|100px|thumb|<center>'''W13-10'''</center>]]
|[[File:W13-11.png|center|102px|thumb|<center>'''W13-11'''</center>]]
|[[File:W13-12.png|center|100px|thumb|<center>'''W13-12'''</center>]]
|[[File:W13-13.png|center|100px|thumb|<center>'''W13-13'''</center>]]
|}
</center>

'''Standard. '''Where an advisory speed is posted in advance of a freeway or expressway exit, the Advisory Exit Speed (W13-2) sign shall be used.

Where an advisory speed is posted in advance of a conventional road ramp or to another roadway or roadside facility, the Advisory Ramp Speed (W13-3) sign shall be used.

An Advisory Exit Speed or Advisory Ramp Speed sign shall be used when the difference between the mainline roadway speed limit and the exit or ramp advisory speed in the vicinity of the departure is 20 mph or greater.

'''Guidance'''. An Advisory Exit Speed or Advisory Ramp Speed sign should be used when the difference between the mainline roadway speed limit and the exit or ramp advisory speed in the vicinity of the departure is 15 mph.

'''Option. '''An Advisory Exit Speed or Advisory Ramp Speed sign may be used based on engineering judgment when the difference between the mainline roadway speed limit and the exit or ramp advisory speed in the vicinity of the departure is 10 mph or less.

The Combination Horizontal Alignment/Advisory Exit Speed (W13-6, W13-8, and W13-10) signs may be used in lieu of the Advisory Exit Speed (W13-2) sign, and the combination Horizontal Alignment/Advisory Ramp Speed (W13-7, W13-9, and W13-11) signs may be used in lieu of the Advisory Ramp Speed (W13-3) sign.

The Combination Truck Rollover/Advisory Exit Speed and Truck Rollover/Advisory Ramp Speed (W13-12 and W13-13) signs may be used in lieu of the W13-2 and W13-3 signs respectively if the tip over condition is in the vicinity of the gore.

'''Standard. '''Roadway geometrics represented on the Combination Horizontal Alignment/Advisory Exit and Combination Horizontal Alignment/Advisory Ramp Speed signs shall be limited to the standard signs shown in the EPG.

'''Guidance. '''If used, the Advisory Exit Speed sign or the Combination Horizontal Alignment/Advisory Exit Speed sign should be installed along the deceleration lane. The Advisory Exit Speed or the Combination Horizontal Alignment/Advisory Exit Speed signs should be visible in time for the road user to decelerate and make an exiting maneuver.

Regulatory Speed Limit signs (see [[#903.3.20|EPG 903.3.20]]) should not be located in the vicinity of exit ramps or deceleration lanes, particularly where they will conflict with the advisory speed displayed on the Advisory Exit or Ramp Speed signs.

'''Support. '''[[#903.3.6|EPG 903.3.6]] contains provisions for the determination of the displayed advisory speed.

[[#tab903.3.4|Table 903.3.4]] lists recommended advance sign placement distances for deceleration to various advisory speeds.

'''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 displaying the same advisory speed may be installed at a downstream location along the ramp.

'''Guidance. '''If the ramp curvature changes to the extent that it warrants a lower advisory speed, a horizontal alignment warning sign with the new advisory speed should be displayed in advance of the change in curvature.

'''Option. '''The One-Direction Large Arrow (W1-6) sign may be installed beyond the exit gore on the outside of the curve to provide additional warning of an immediate change in curvature. When used in conjunction with the exit speed, the One-Direction Large Arrow (W1-6) sign may be supplemented with a Confirmation Advisory Speed (W13-1aP) plaque when the plaque is not used with the Exit Gore (E5-1 series) sign.

'''Guidance. '''The horizontal alignment symbol displayed on the Combination Horizontal Alignment/Advisory Exit and Ramp Speed signs should be consistent with the horizontal geometry of the ramp.

'''Support. '''Examples of advisory speed signing for exit ramps are shown in [[#fig903.3.12|Figure 903.3.12]].

{{SpanID|fig903.3.12}}
[[File:Figure 903.3.12 Examples of Exit Ramp Advisory Speed and Other Warning Signs.png|thumb|center|800px|alt="Two vertical northbound lanes of a divided highway with an exit loop ramp are shown.
At the bottom of the figure, and to the right of the right northbound lane, facing south is an exit direction sign followed by a W13-2 or a W13-6R sign. At the entrance to the exit ramp is an E5-1a sign with a supplemental W13-1aP plaque followed by an optional W1-6R with a W13-1aP sign assembly. W1-8R chevron signs are shown along the curve."
|'''Figure 903.3.12''' Examples of Exit Ramp Advisory Speed and Other Warning Signs]]

=={{SpanID|903.3.13}}903.3.13 Vehicle Speed Feedback Sign and Plaque (W13-20 and W13-20aP) (MUTCD Section 2C.13)==

'''Option. '''A Vehicle Speed Feedback (W13-20) sign or (W13-20aP) plaque (see [[#fig903.3.13|Figure 903.3.13]]) 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 either a speed limit (R2-1) sign or a horizontal alignment warning sign assembly with a posted advisory speed.

'''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 (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.20|EPG 903.2.20]]).

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 [https://epg.modot.org/forms/general_files/TS/TA_Your_Speed_Feedback_Assembly.pdf Vehicle Speed Feedback Typical Application].

When used to supplement a horizontal alignment warning sign advisory speed, the Vehicle Speed Feedback (W13-20) sign shall be an independent installation near the point of curvature of a horizontal curve (see [[#903.3.6|EPG 903.3.6]]).

The legend YOUR SPEED shall be a black legend on a yellow retroreflective background, except as provided in [[616.8 TTC Zone Warning Signs (MUTCD Chapter 6H) #616.8.1|EPG 616.8.1]] and [[908.2 Signs (MUTCD Chapter 7B) #908.2.1|908.2.1]]. 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.

Vehicle Speed Feedback sign equipment shall not have the capability to collect, store or transmit personally identifiable information of any type.

'''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.

When a W13-20aP plaque is used with a Speed Limit sign it should be approximately the same width as the Speed Limit sign it is mounted below.

{{SpanID|fig903.3.13}}
[[File:Figure 903.3.13 Vehicle Speed Feedback Sign and Plaque.png|thumb|center|400px|alt=|'''Figure 903.3.13''' Vehicle Speed Feedback Sign and Plaque]]

=={{SpanID|903.3.14}}903.3.14 Hill Signs (W7-1 and W7-1c) (MUTCD Section 2C.14)==
<center>
{|
| [[File:W7-1.png|thumb|center|100px|alt=|<center>'''W7-1'''</center>]]
| [[File:W7-1c.png|thumb|center|103px|alt=|<center>'''W7-1c'''</center>]]
|}
</center>

'''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 require special precautions on the part of road users.

The Hill sign and supplemental grade (W7-3P) plaque (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.63|EPG 903.3.63]]) used in combination, or the W7-1a sign used alone, should be installed in advance of downgrades for the following conditions:
:A. 5% grade that is more than 3,000 feet in length,
:B. 6% grade that is more than 2,000 feet in length,
:C. 7% grade that is more than 1,000 feet in length,
:D. 8% grade that is more than 750 feet in length, or
:E. 9% grade that is more than 500 feet in length.

These signs should also be installed for steeper grades or where crash experience and field observations indicate a need.

Supplemental plaques (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.57|EPG 903.3.57]] and [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.63|903.3.63]]) 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.

'''Support. '''The Uphill (W7-1c) sign is also available by special request.

=={{SpanID|903.3.15}}903.3.15 ROAD NARROWS Sign (W5-1) (MUTCD 2C.17)==
[[File:W5-1.png|thumb|center|100px|alt=|<center>'''W5-1'''</center>]]

'''Guidance. '''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 a width such that vehicles traveling in opposite directions cannot simultaneously travel through the narrow portion of the roadway without reducing speed.

'''Option. '''Additional emphasis may be provided by the use of object markers and delineators (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.70|EPG 903.3.70]] through [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.73|EPG 903.3.73]] and [[620.6 Delineators (MUTCD Chapter 3G)|EPG 620.6]]). The Advisory Speed (W13-1P) plaque (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.59|EPG 903.3.59]]) may be used to indicate the recommended speed.

=={{SpanID|903.3.16}}903.3.16 NARROW BRIDGE Sign (W5-2) (MUTCD Section 2C.18)==
[[File:W5-2.png|thumb|center|100px|alt=|<center>'''W5-2'''</center>]]

'''Guidance. '''A NARROW BRIDGE (W5-2) sign should be used in advance of any bridge or culvert having a two-way roadway horizontal clearance of 16 to 18 feet, or any bridge or culvert having a roadway horizontal clearance less than the width of the approach travel lanes.

Additional emphasis should be provided by the use of object markers, delineators, and/or pavement markings.

'''Option. '''A NARROW BRIDGE sign may be used in advance of a bridge or culvert on which the approach shoulders are narrowed or eliminated.

=={{SpanID|903.3.17}}903.3.17 ONE LANE BRIDGE Sign (W5-3) (MUTCD Section 2C.19)==
[[File:W5-3.png|thumb|center|100px|alt=|<center>'''W5-3'''</center>]]

'''Guidance. '''A ONE LANE BRIDGE (W5-3) sign should be used on two-way roadways in advance of any bridge or culvert:
:A. Having a roadway horizontal clearance of less than 16 feet, or
:B. Having a roadway horizontal clearance of less than 18 feet when commercial vehicles constitute a high proportion of the traffic, or
:C. Having a roadway horizontal clearance of 18 feet or less where the sight distance on the approach is less than that shown in Condition A of [[#tab903.3.4|Table 903.3.4]].

Additional emphasis should be provided by the use of object markers, delineators, and/or pavement markings.

'''Option. '''STOP (R1-1) or YIELD (R1-2) signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.4|EPG 903.2.4]] and [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.5|903.2.5]]) and related pavement markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.20|EPG 620.2.20]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.21|620.2.21]]) may be used when conditions A, B, or C in the first Guidance paragraph of this Article apply.

=={{SpanID|903.3.18}}903.3.18 Divided Highway Sign (W6-1) (MUTCD Section 2C.20)==
[[File:W6-1.png|thumb|center|100px|alt=|<center>'''W6-1'''</center>]]

'''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.

'''Standard. '''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.

=={{SpanID|903.3.19}}903.3.19 Divided Highway Ends Sign (W6-2) (MUTCD Section 2C.21)==
[[File:W6-2.png|thumb|center|100px|alt=|<center>'''W6-2'''</center>]]

'''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.

The Two-Way Traffic (W6-3) sign (see [[#903.3.42|EPG 903.3.42]]) should be used to give warning and notice of the transition to a two-lane, two-way section.

=={{SpanID|903.3.20}}903.3.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.23)==
[[File:W12-1.png|thumb|center|100px|alt=|<center>'''W12-1'''</center>]]

'''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. Traffic separated by this sign may either rejoin or change directions.

'''Guidance. '''If used on an island, the Double Arrow sign should be mounted near the approach end (see [[#903.3.13|EPG 903.3.13]]).

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 pier or obstruction. Where stripe markings are used on the pier or obstruction, they should be discontinued to leave a 3-inch space around the outside of the Double Arrow sign.

=={{SpanID|903.3.21}}903.3.21 DEAD END, NO OUTLET, and ROAD ENDS Signs (W14-1, W14-2, and W14-13) (MUTCD Section 2C.24)==
<center>
{|
| [[File:W14-1.png|thumb|center|99px|alt=|<center>'''W14-1'''</center>]]
| [[File:W14-2.png|thumb|center|100px|alt=|<center>'''W14-2'''</center>]]
| [[File:W14-13.png|thumb|center|96px|alt=|<center>'''W14-13'''</center>]]
|}
</center>

'''Option. '''DEAD END (W14-1) sign may be used at the entrance to a single road or street that terminates without intersecting another street. 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.

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.

'''Guidance. '''When the W14-1, W14-2, or W14-13 sign is used, the sign should be posted as near as practicable 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 at the nearest intersecting street.

'''Standard. '''The W14-1, W14-2, or W8-26 sign shall not be used in place of the ROAD CLOSED (R11-2) sign for temporary conditions, such as high water, bridge out, etc.

'''Support. '''Information about the use of Type 4 object markers to mark the end of the road or street is contained in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.73|EPG 903.3.73]].

=={{SpanID|903.3.22}}903.3.22 Low Clearance Signs (W12-2, and W12-2a) (MUTCD Section 2C.25)==
<center>
{|
| [[File:W12-2.png|thumb|center|100px|alt=|<center>'''W12-2'''</center>]]
| [[File:W12-2a.png|thumb|center|130px|alt=|<center>'''W12-2a'''</center>]]
|}
</center>

'''Support. '''MoDOT is responsible for installing and maintaining overhead low clearance signs mounted on all structures passing over MoDOT routes as well as installing and maintaining overhead low clearance signs mounted all MoDOT structures passing over non-MoDOT routes (this does not include MoDOT structures passing over rail lines). MoDOT has developed specific provisions for the use of Low Clearance signs.

'''Standard. '''Low Clearance signing shall be installed to display vertical clearances available under structures within specified limits of statutory maximum vehicle heights.

The clearance displayed on the Low Clearance (W12-2 and W12-2a) 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:
:A. Within Commercial Zones = 15 ft. statutory maximum vehicle height (16’ 0” maximum posting).
:B. 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).
:C. 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).

'''Support. '''For specific details on commercial zone limits and designated highway network routes, see Missouri Vehicle Route Map.

'''Standard. '''The MoDOT posting requirements for Low Clearance signs are as follows:
:A. 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, a Low Clearance Overhead (W12-2a) sign shall be installed on the structure, and second, a ground-mounted Low Clearance Advance (W12-2) sign shall be placed approximately 750 ft. in advance of the structure. When an interchange is involved, the ground-mounted Low Clearance (W12-2) sign shall be located approximately 750 ft. in advance of the off-ramp.
:B. Case II – Three Signs Required: Where the measured vertical clearance is 13 ft. 8 in. or less, three signs shall be used. First, a Low Clearance Overhead (W12-2a) sign shall be installed on the structure, second, a ground-mounted Low Clearance Advance (W12-2) sign shall be placed approximately 750 ft. in advance of the structure, and third, an additional Low Clearance Advance (W12-2) sign with a Distance Ahead (W16-2P or W16-3P) plaque below the sign shall be placed at the nearest intersecting road or wide point in the road at which a vehicle can detour or turn around.
:C. 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, a Low Clearance Overhead (W12-2a) sign shall be installed on the structure, but the ground-mounted Low Clearance Advance (W12-2) sign shall not be installed by MoDOT. The Low Clearance Advance sign may be installed and maintained by the local jurisdiction.
:D. Case IV – Commercial Zones: Vertical clearance signing shall be provided for structures within commercial zones (see Section 304.190 of the Revised Statutes of Missouri). Any structure with a measured vertical clearance of 16 ft. 2 in. or less within the commercial zone limits shall be posted. For measured vertical clearances greater than 15 ft. 2 in. and equal to or less than 16 ft. 2 in. within commercial zones a Low Clearance Overhead (W12-2a) sign shall be installed on the structure. The signing for measured vertical clearances of 15 ft. 2 in. or less within commercial zones shall be as described for Case I or Case II.

In the case of an arch structure or a structure which has a sloping span resulting in different vertical clearances per lane, one Low Clearance Overhead (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.

'''Guidance. '''Clearances should be evaluated periodically to verify the displayed clearances are accurate and to determine if additional low clearance signing is necessary, particularly when resurfacing operations have occurred, on routes onto which over-height vehicles are normally directed under the permit process, and structures that are susceptible to catastrophic failure when struck by over-height vehicles. The information should be updated in the TMS.

Where there is a need to warn of a low clearance on an intersecting road or off a freeway or expressway exit, a rectangular warning sign with an appropriate word legend should be used rather than a W12-2 sign.

'''Option. '''When only one Overhead Low Clearance (W12-2a) sign is required and mounting one sign centered over the roadway is not practical, two W12-2a signs may be installed with one sign installed to the right of the travel lanes and one sign installed to the left of the travel lanes.

'''Guidance. '''The clearance shown on the Low Clearance Advance (W12-2) sign should match the clearance on the W12-2a sign or, if there are multiple W12-2a signs, should match the lowest clearance.

{{SpanID|fig903.3.22}}
[[File:Figure 903.3.22 Examples of Low Clearance Signs.png|thumb|center|800px|alt=|'''Figure 903.3.22''' Examples of Low Clearance Signs]]

=={{SpanID|903.3.23}}903.3.23 BUMP and DIP Signs (W8-1 and W8-2) (MUTCD Section 2C.26)==
<center>
{|
| [[File:W8-1.png|thumb|center|100px|alt=|<center>'''W8-1'''</center>]]
| [[File:W8-2.png|thumb|center|105px|alt=|<center>'''W8-2'''</center>]]
|}
</center>

'''Support. '''BUMP and DIP signs (W8-1, W8-2) are limited use signs, only being used for locations where the condition cannot be corrected, such as low water crossings or highway-rail grade crossings.

See [[913.2 Signs (MUTCD Chapter 8B) #913.2.14|EPG 913.2.14]] for low ground clearance conditions at highway-rail grade crossings.

'''Guidance. '''BUMP (W8-1) and DIP (W8-2) signs should be used in advance of a sharp rise or depression in the profile of the road.

'''Option. '''These signs may be supplemented with an Advisory Speed plaque (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.59|EPG 903.3.59]]).

'''Guidance. '''The DIP sign should not be used in advance of a short stretch of depressed alignment that might momentarily hide a vehicle.

A short stretch of depressed alignment that might momentarily hide a vehicle should be treated as a no-passing zone when center line striping is provided on a two-lane or three-lane road (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.3|EPG 620.2.3]]).

'''Option. '''BUMP and DIP signs may be used 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 (See [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F) #616.6.50|EPG 616.6.50]]).

=={{SpanID|903.3.24}}903.3.24 PAVEMENT ENDS Sign (W8-3) (MUTCD Section 2C.28)==
[[File:W8-3.png|thumb|center|100px|alt=|<center>'''W8-3'''</center>]]

'''Guidance. '''A PAVEMENT ENDS (W8-3) sign should be used where a paved surface changes to either a gravel treated surface or an earth road surface.

'''Option. '''An Advisory Speed plaque (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.59|EPG 903.3.59]]) may be used when the change in roadway condition requires a reduced speed.

=={{SpanID|903.3.25}}903.3.25 Slippery When Wet Sign (W8-5) (Section 2C.30)==
[[File:W8-5.png|thumb|center|100px|alt=|<center>'''W8-5'''</center>]]

'''Guidance. '''The Slippery When Wet sign (W8-5) is a limited use sign that should not be installed for locations where the condition can be corrected. Existing Slippery When Wet (W8-5) signs should be left in place until the condition is corrected.

'''Option. '''The Slippery When Wet (W8-5) sign may be used to warn of unexpected slippery conditions.

'''Guidance. '''When used, Slippery When Wet signs should be placed in advance of the beginning of the affected section (see [[#tab903.3.4|Table 903.3.4]]), and additional signs should be placed at appropriate intervals along the road where the condition exists.

'''Option. '''The Slippery When Wet sign may be used as a temporary traffic control sign (WO8-5) for locations where the condition is temporary and/or where the condition can be corrected in the future (See [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F) #616.6.50|EPG 616.6.50]]).

=={{SpanID|903.3.26}}903.3.26 FALLEN ROCKS Signs (W8-14)==
[[File:W8-14.png|thumb|center|100px|alt=|<center>'''W8-14'''</center>]]

'''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.

'''Guidance. '''When used, FALLEN ROCKS signs should be placed in advance of the beginning of the affected section (see [[#tab903.3.4|Table 903.3.4]]), and additional signs should be placed at appropriate intervals along the road where the condition exists.

'''Standard. '''The district shall perform an evaluation of the FALLEN ROCKS site to determine whether existing installations of the FALLEN ROCKS sign is still necessary. If it is determined that the sign is not necessary, the sign will not be replaced at the end of the service life.

=={{SpanID|903.3.27}}903.3.27 Warning Signs and Plaque for Motorcyclists (W8-15, W8-15aP, and W8-16) (MUTCD Section 2C.31) ==

'''Support. '''MoDOT does not install permanent W8-15, W8-15aP, and W8-16 signs and plaques. For temporary applications, see [[616.16 Typical Applications (MUTCD Chapter 6P)|EPG 616.16]].

=={{SpanID|903.3.28}}903.3.28 IMPASSABLE WHEN WATER OVER ROAD Sign (MUTCD Section 2C.34)==

<center>
{|
| [[File:W8-18.jpg|thumb|center|100px|alt=|<center>'''W8-18'''</center>]]
| [[File:W020-3.jpg|thumb|center|100px|alt=|<center>'''WO20-3'''</center>]]
| [[File:W8-34a.png|thumb|center|100px|alt=|<center>'''W8-34a'''</center>]]
| [[File:W08-33.jpg|thumb|center|100px|alt=|<center>'''WO8-33'''</center>]]
| [[File:D2-1 and R11-3a.png|thumb|center|130px|alt=|<center>'''D2-1 and R11-3a'''</center>]]

| [[File:R5-22.png|thumb|center|120px|alt=|<center>'''R5-22'''</center>]]
|}
</center>

'''Support.''' When a road goes underwater, MoDOT requires the road to be closed to traffic regardless of the depth of water over the road. This closure is accomplished by following [[616.16 Typical Applications (MUTCD Chapter 6P) #616.16|TA-8W]]. This TA displays two figures; the first figure applies to locations which do not flood on a frequent basis and uses standard work zone signs to close the road. The second figure applies to roads that frequently go under water and utilize permanently installed signs. These permanent signs provide critical guidance to motorists between the time the road begins to flood to the time maintenance crews can physically close the road.

MoDOT has discontinued the use of the LOW WATER CROSSING (W8-35) sign, low water crossings are designed for water to routinely flow over the roadway while traffic passes through the water. MoDOT no longer maintains low water crossings on State routes, and MoDOT’s direction is to close any road covered in any depth of water.
MoDOT has discontinued the use of the WATER GAUGE (W8-19a). Water gauges are intended to indicate the depth of the water over a road to allow motorists to judge if it is safe to proceed, however, MoDOT no longer supports motorists driving through any depth of water and closes any road which is covered by water.

'''Standard.''' Any roadway location which goes underwater shall be closed to traffic as soon as possible. Any location, regardless of flooding frequency, shall be closed using the signing package in the first figure of [[616.16 Typical Applications (MUTCD Chapter 6P) #616.16|TA-8W]].

'''Guidance.''' Any roadway which historically floods one or more times per year should have the permanent signing package found in the second figure of [[616.16 Typical Applications (MUTCD Chapter 6P) #616.16|TA-8W]] installed. This applies to locations where streams and rivers rise and flood the road surface, but not in urban areas where a road floods due to blocked or overwhelmed storm drains. This signing package, which includes the DO NOT ENTER WHEN WATER OVER ROAD (R5-22) sign, provides motorists with advanced information on how they need to react to the flooded road before maintenance crews can get to the location and physically close the roadway. The flip signs allow for an expedited closure with the work zone signs already in place, only needing to flip them from the warning sign message to the work zone message upon arriving at the location, as well as deploying the barricades and ROAD CLOSED (R11-2) sign.

Existing LOW WATER CROSSING (W8-35) signs should be removed at the earliest convenience; the presence of these signs may encourage motorists to enter a flooded road if they see the depth of water and incorrectly believe it is shallow enough to safely pass.

'''Option.''' The signing package in the second figure of [[616.16 Typical Applications (MUTCD Chapter 6P) #616.16|TA-8W]] may be installed at any location that may flood less than one time per year to facilitate quicker road closures.

=={{SpanID|903.3.29}}903.3.29 Advance Traffic Control Signs (W3-1, W3-2, W3-3, and W3-4) (MUTCD Section 2C.35)==
<center>
{|
| [[File:W3-1.png|thumb|center|100px|alt=|<center>'''W3-1'''</center>]]
| [[File:W3-2.png|thumb|center|100px|alt=|<center>'''W3-2'''</center>]]
| [[File:W3-3.png|thumb|center|100px|alt=|<center>'''W3-3'''</center>]]
| [[File:W3-4.png|thumb|center|100px|alt=|<center>'''W3-4'''</center>]]
|}
</center>

'''Standard. '''The Stop Ahead (W3-1), Yield Ahead (W3-2), and Signal Ahead (W3-3) Advance Traffic Control 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 (see [[#tab903.3.4|Table 903.3.4]]). 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 [[902.4 Design Features of Traffic Control Signals (MUTCD Chapter 4D) #tab902.4.6|Table 902.4.6]].

'''Guidance. '''Where intermittent obstructions occur, engineering judgment should determine the treatment to be implemented.

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 [[#tab903.3.1|Table 903.3.1]]) and the assumed queue length. The assumed queue length should be determined by engineering judgment.

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 agency responsible for the maintenance of the non-MoDOT road should be notified of the condition.

'''Support. '''Permanent obstructions causing the limited visibility might include roadway alignment or structures. Intermittent obstructions might include foliage or parked vehicles.

'''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.

Signal Ahead (W3-3) signs may be posted on the right- and left-hand sides of the road on a high speed divided approach.

'''Support. '''[[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.64|EPG 903.3.64]] contains information about the use of an advance street name plaque to identify an intersecting road.

'''Option. '''A BE PREPARED TO STOP (W3-4) sign may be used to warn of stopped traffic caused by a traffic control signal in advance of a section of roadway that regularly experiences traffic congestion, history of crashes, or based on engineering judgement.

A Warning Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3]]) may be used with an Advance Traffic Control or BE PREPARED TO STOP (W3-4) sign. If a warning beacon is used, the beacon(s) may be activated before the start of the yellow change interval referred to as lead flash, which is the time before the onset of yellow at which the warning beacon(s) begin to flash. Recommended values for lead flash in accordance with the posted speed limit are specified in [[#tab903.3.29|Table 903.3.29]].
<center>
{{SpanID|tab903.3.29}}
{| class="wikitable" style="max-width:600px; text-align: center;"
|+ '''Table 903.3.29''' Design Parameters for Advance Warning System
|-
! Posted Speed (mph)
! Distance Between Warning Sign and Stop Line (ft)
! Lead Flash, Advance Warning Before End of Green (sec)
|-
| 70
| 871 to 975 max**
| 8
|-
| 70
| 730 min* to 870
| 7
|-
| 65
| 811 to 905 max**
| 8
|-
| 65
| 645 min* to 810
| 7
|-
| 60
| 661 to 745 max**
| 7
|-
| 60
| 570 min* to 660
| 6
|-
| 55
| 606 to 685 max**
| 7
|-
| 55
| 495 min* to 605
| 6
|-
| 50
| 476 to 550 max**
| 6
|-
| 50
| 425 min* to 475
| 5
|-
| 45
| 426 to 495 max**
| 6
|-
| 45
| 360 min* to 425
| 5
|-
| style="text-align: left" colspan="3" | *The advance traffic control sign shall not be installed less than this minimum distance. <br> **The sign placement distance can exceed the "max" distance. The lead flash time should be determined by coordinating with the MoDOT Highway Safety and Traffic Division.
|}
</center>

'''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 sign and shall be placed a minimum of 200 feet downstream from the Signal Ahead sign. The BE PREPARED TO STOP (W3-4) sign shall be installed as specified in [[#tab903.3.4|Table 903.3.4]] (See [[#fig903.3.29.1|Figure 903.3.29.1]]).

A BE PREPARED TO STOP (W3-4) sign with a warning beacon shall not be considered for intersection approaches with a posted speed limit of 40 mph or less.

{{SpanID|fig903.3.29.1}}
[[File:Figure 903.3.29.1 Example for Placement of Be Prepared To Stop Sign.png|thumb|center|500px|alt=|'''Figure 903.3.29.1''' Example for Placement of BE PREPARED TO STOP Sign]]

{{SpanID|fig903.3.29.2}}
[[File:Figure 903.3.29.2 Example for Placement Of Signal Ahead Sign-Condition B.png|thumb|center|500px|alt=|'''Figure 903.3.29.2''' Example for Placement of Signal Ahead Sign]]

=={{SpanID|903.3.30}}903.3.30 Advance Ramp Control Signal Signs (W3-7 and W3-8) (MUTCD Section 2C.37)==
<center>
{|
| [[File:W3-7.png|thumb|center|100px|alt=|<center>'''W3-7'''</center>]]
| [[File:W3-8.png|thumb|center|100px|alt=|<center>'''W3-8'''</center>]]
|}
</center>

'''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 (see [[902.16 Traffic Control Signals for Freeway Entrance Ramps (MUTCD Chapter 4P) #902.16|EPG 902.16]]).

'''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.

'''Standard. '''The RAMP METERED WHEN FLASHING sign shall be supplemented with a Warning Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3]]) that flashes when the ramp control signal is in operation.

=={{SpanID|903.3.31}}903.3.31 WATCH FOR STOPPED TRAFFIC Sign (W26-1) (MUTCD Section 2C.39)==

[[File:W26-1.png|thumb|center|100px|alt=|<center>'''W26-1'''</center>]]

'''Option. '''The WATCH FOR STOPPED TRAFFIC (W26-1) sign may be used to warn road users of the possibility of vehicles stopping abruptly in the travel lane due to recurring congested conditions.

=={{SpanID|903.3.32}}903.3.32 Reduced Speed Limit Ahead and Speed Zone Signs (W3-5) (MUTCD Section 2C.40)==
[[File:W3-5.png|thumb|center|100px|alt=|<center>'''W3-5'''</center>]]

'''Standard'''. A Reduced Speed Limit Ahead (W3-5) sign shall be used to inform road users of a reduced speed zone where the speed limit is being reduced by more than 10 mph.

'''Option. '''A Reduced Speed Limit Ahead (W3-5) sign may be used to inform road users of a reduced speed zone where the speed limit is being reduced by 10 mph or less based if engineering judgment indicates the need for advance notice to comply with the posted speed limit ahead.

'''Standard. '''If used, a Reduced Speed Limit Ahead sign shall be followed by a Speed Limit (R2-1) sign (see [[#903.3.20|EPG 903.3.20]]), installed at the beginning of the zone where the speed limit applies.

The speed limit displayed on the W3-5 sign shall be identical to the speed limit displayed on the subsequent Speed Limit sign.

=={{SpanID|903.3.33}}903.3.33 Intersection Warning Signs (W2-1 through W2-8) (MUTCD Section 2C.41)==
<center>
{|
| [[File:W2-1.png|thumb|center|100px|alt=|<center>'''W2-1'''</center>]]
| [[File:W2-2.png|thumb|center|100px|alt=|<center>'''W2-2'''</center>]]
| [[File:W2-3.png|thumb|center|100px|alt=|<center>'''W2-3'''</center>]]
| [[File:W2-3a.png|thumb|center|100px|alt=|<center>'''W2-3a'''</center>]]
|}
{|
| [[File:W2-4.png|thumb|center|100px|alt=|<center>'''W2-4'''</center>]]
| [[File:W2-5.png|thumb|center|100px|alt=|<center>'''W2-5'''</center>]]
| [[File:W2-6.png|thumb|center|100px|alt=|<center>'''W2-6'''</center>]]
|-
| [[File:W2-7L.png|thumb|center|100px|alt=|<center>'''W2-7L'''</center>]]
| [[File:W2-7R.png|thumb|center|100px|alt=|<center>'''W2-7R'''</center>]]
| [[File:W2-8.png|thumb|center|100px|alt=|<center>'''W2-8'''</center>]]
|}
</center>

'''Support. '''Intersection Warning Signs are used when there is limited stopping sight distance, history of crashes, or based on engineering judgment.

'''Option. '''A Cross Road (W2-1), Side Road (W2-2, W2-3, or W2-3a), T-Intersection (W2-4), or Y-Intersection (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.

'''Standard. '''The Circular Intersection (W2-6) sign shall be installed in advance of roundabout intersections. The appropriate Advisory Speed supplemental plaque (W13-1P) shall be installed below the Circular Intersection sign.

'''Option. '''If other circular intersections exist, that would not be classified as roundabouts, the Circular Intersection (W2-6) sign may be used.

'''Support. '''[[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.64|EPG 903.2.64]] contains information about the use of an advance street name plaque to identify an intersecting road.

'''Guidance. '''The Intersection Warning sign should illustrate and depict the general configuration of the intersecting roadway, such as a cross road, side road, T-intersection, or Y-intersection.

Intersection Warning signs, other than the Circular Intersection (W2-6) sign, the T-intersection (W2-4) sign, and the Grade Crossing and Intersection Advance Warning (W10-2, W10-3, and W10-4) signs (see [[913.2 Signs (MUTCD Chapter 8B) #913.2.6|EPG 913.2.6]]) should not be used on approaches controlled by STOP signs, YIELD signs, or signals.

If an Intersection Warning sign is used where the side roads are not opposite of each other, the Offset Side Roads (W2-7) sign should be used instead of the Cross Road sign.

If an Intersection Warning sign is used where two closely-spaced side roads are on the same side of the highway, the Double Side Roads (W2-8) sign should be used instead of the Side Road sign.

No more than two side roads should be depicted on the same side of the highway on a W2-7 or W2-8 sign, and no more than three side roads should be depicted on a W2-7 or W2-8 sign.

=={{SpanID|903.3.34}}903.3.34 Advance Intersection Signs (W2-10a and W2-11a)==
<center>
{|
| [[File:W2-10a.jpg|thumb|center|alt=|100px|<center>'''W2-10a'''</center>]]
| [[File:W2-11a.jpg|thumb|center|alt=|100px|<center>'''W2-11a'''</center>]]
|}
</center>

'''Support.''' Advance Intersection signs are typically associated with restricted sight distance and gap selection at stop controlled intersections.

'''Option.''' The WATCH FOR ENTERING TRAFFIC (W2-10a) sign may be used on the uncontrolled through roadway approach to a side or cross road stop controlled intersection to warn of entering traffic from the side or cross road.

The WATCH FOR APPROACHING TRAFFIC (W2-11a) sign may be used on the side road stop controlled approach to warn of traffic approaching on the uncontrolled through road.

=={{SpanID|903.3.35}}903.3.35 Two-Direction Large Arrow Sign (W1-7) (MUTCD Section 2C.43)==
[[File:W1-7.png|thumb|center|100px|alt=|<center>'''W1-7'''</center>]]

'''Standard. '''The Two-Direction Large Arrow (W1-7) sign shall be a horizontal rectangle.

If used, the Two-Direction Large arrow sign 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.

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.

'''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.

=={{SpanID|903.3.36}}903.3.36 Traffic Signal Oncoming Extended Green Signs (W25-1 and W25-2) (MUTCD Section 2C.44)==
<center>
{|
| [[File:W25-1.png|thumb|center|100px|alt=|<center>'''W25-1'''</center>]]
| [[File:W25-2.png|thumb|center|100px|alt=|<center>'''W25-2'''</center>]]
|}
</center>

'''Standard. '''At locations where either a W25-1 or a W25-2 sign is required based on the provisions in [[902.6 Steady (Stop-and-Go) Operation of Traffic Control Signals (MUTCD Chapter 4F) #902.6.1|EPG 902.6.1]], the W25-1 or W25-2 sign shall be installed near the left-most signal face for the approach.

=={{SpanID|903.3.37}}903.3.37 Merge Signs and Plaque (W4-1 and W4-5) (MUTCD Section 2C.45)==
<center>
{|
| [[File:W4-1.png|thumb|center|100px|alt=|<center>'''W4-1'''</center>]]
| [[File:W4-5.png|thumb|center|100px|alt=|<center>'''W4-5'''</center>]]
|}
</center>

'''Guidance. '''The Merge (W4-1) 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.

When a Merge sign is installed on a major roadway, the symbol should be oriented right or left as appropriate to depict the side from which the merge occurs, with the arrow representing the major roadway and the curved stem representing the entering 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.

Where two roadways of approximately equal importance converge and merging movements are required, a Merge sign should be placed on each roadway.

The Merge sign should not be used where two roadways converge and merging movements are not required.

'''Standard. '''The Merge sign shall not be used in place of a Lane Ends (W4-2) sign (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.39|EPG 903.3.39]]) where lanes of traffic moving on a single roadway must merge because of a reduction in the actual or usable pavement width.

'''Support. '''Examples of the use of Merge (W4-1) signs are shown in Drawing A in [[#fig903.3.37|Figure 903.3.37]].

{{SpanID|fig903.3.37}}
[[File:Figure 903.3.37 Examples of Merge and Added Lane Sign Placement for Entering and Converging Roadways.png|thumb|center|800px|alt="A: A horizontal roadway consisting of three eastbound travel lanes is shown. A converging lane adds a fourth lane to this three-lane horizontal roadway. Two lanes are merging together from the north and south while traveling eastbound to form one converging lane. A W4-1R sign is shown to the right of the right shoulder of the north merge lane and a W4-1L sign is shown to the left of the left shoulder of the south merge lane. The lanes merge together into one converging lane just beyond these signs. Another W4-1R sign is shown on the right shoulder of the right travel lane of the horizontal roadway before the converging lane enters the horizontal roadway.
B: This example only shows the right converging lane of a three-lane horizontal roadway where the converging lane adds a fourth lane. A W4-6R sign is shown on the left of the left shoulder of the converging lane. A W4-3R sign is shown on the right shoulder of the right travel lane of the horizontal roadway before the converging lane enters the horizontal roadway. An additional example shows a W4-6R sign on the left of the left shoulder facing southbound of the converging lane. The converging lane is shown to be entering the right lane of the horizontal roadway at a 90-degree angle with a sharp curve to the right when entering the roadway. A W4-3R sign is shown on the right shoulder of the right travel lane of the horizontal roadway before the converging lane enters the horizontal roadway. This example only shows the right lane of the three-lane horizontal roadway."
|'''Figure 903.3.37''' Examples of Merge and Added Lane Sign Placement for Entering and Converging Roadways]]

=={{SpanID|903.3.38}}903.3.38 Added Lane Signs (W4-3 and W4-6) (MUTCD Section 2C.46)==
<center>
{|
| [[File:W4-3.png|thumb|center|100px|alt=|<center>'''W4-3'''</center>]]
| [[File:W4-6.png|thumb|center|100px|alt=|<center>'''W4-6'''</center>]]
|}
</center>

'''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.

When an Added Lane (W4-3) sign is installed on a major roadway, the symbol should be oriented right or left as appropriate to depict the side from which the entering roadway converges, with the straight arrow representing the major roadway and the curved arrow representing the entering roadway. The sign should be located on the side of the major roadway from which the entering roadway converges.

When an Added Lane sign is to 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.

'''Support. '''Examples of the use of Added Lane (W4-3) and Entering Roadway Added Lane (W4-6) signs are shown in Drawing B in [[#fig903.3.37|Figure 903.3.37]].

=={{SpanID|903.3.39}}903.3.39 Lane Ends Signs (W4-2 and W9-1) (Section 2C.47)==
<center>
{|
| [[File:W4-2.png|thumb|center|106px|alt=|<center>'''W4-2'''</center>]]
| [[File:W9-1.png|thumb|center|100px|alt=|<center>'''W9-1'''</center>]]
|}
</center>

'''Support. '''The Lane Ends (W4-2) and RIGHT (LEFT) LANE ENDS (W9-1) signs are used to warn of the reduction in the number of traffic lanes in the direction of travel.

The sequence of the W4-2 and W9-1 signs is illustrated in [[#fig903.3.39.1|Figures 903.3.39.1]] to [[#fig903.3.39.5|903.3.39.5]]

'''Guidance. '''The Lane Ends (W4-2) sign should be installed at the advance placement distance in accordance with [[#tab903.3.4|Table 903.3.4]].

A RIGHT (LEFT) LANE ENDS (W9-1) sign should be installed in advance of the Lane Ends sign, at the advance placement distance in accordance with [[#tab903.3.4|Table 903.3.4]], to provide additional warning that a lane is ending and that a merging maneuver will be required.

If a W9-1 sign is installed, a Distance (W16-2P series or W16-3P series) plaque (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.59|EPG 903.3.59]]) should be installed below the W9-1 sign.

On one-way streets or on divided highways where the left-hand lane is ending and the width of the median will permit, the W9-1 and W4-2 signs should be placed facing approaching traffic on the left-hand side or median.

'''Option. '''Where a lane ends a distance beyond the intersection that is less than the advance placement distance indicated in [[#tab903.3.4|Table 903.3.4]], the W4-2 sign may be located at the far side of the intersection (see [[#fig903.3.39.4|Figure 903.3.39.4]]).

'''Guidance. '''When the W4-2 sign is located at the far side of the intersection in accordance with the Option paragraph above, the W9-1 sign should be placed upstream of the intersection with the appropriate distance plaque.

'''Support. '''[[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.14|EPG 620.2.14]] contains information regarding the use of pavement markings in conjunction with a lane reduction.

'''Guidance. '''Lane Ends signs should not be installed in advance of the downstream end of an acceleration lane.

'''Standard. '''The W4-2 and W9-1 signs shall not be used in dropped lane situations. In dropped lane situations on conventional roads at intersections, regulatory signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.26|EPG 903.2.26]]) shall be used to inform road users that a through lane becomes a mandatory turn lane.

{{SpanID|fig903.3.39.1}}
[[File:Figure 903.3.39.1 Example Sequences for Lane Ends and Lane Merge Signs (Sheet 1 of 5).png|thumb|center|800px|alt=|'''Figure 903.3.39.1''' Example Sequences for Lane Ends and Lane Merge Signs ''(Sheet 1 of 5)'']]

{{SpanID|fig903.3.39.2}}
[[File:Figure 903.3.39.2 Example Sequences for Lane Ends and Lane Merge Signs (Sheet 2 of 5).png|thumb|center|800px|alt=|'''Figure 903.3.39.2''' Example Sequences for Lane Ends and Lane Merge Signs ''(Sheet 2 of 5)'']]

{{SpanID|fig903.3.39.3}}
[[File:Figure 903.3.39.3 Example Sequences for Lane Ends and Lane Merge Signs (Sheet 3 of 5).jpg|thumb|center|800px|alt=|'''Figure 903.3.39.3''' Example Sequences for Lane Ends and Lane Merge Signs ''(Sheet 3 of 5)'']]

{{SpanID|fig903.3.39.4}}
[[File:Figure 903.3.39.4 Example Sequences for Lane Ends and Lane Merge Sign (Sheet 4 of 5).png|thumb|center|800px|alt=The intersection of a two-lane horizontal roadway with a three-lane vertical roadway is shown.The right and left side of the horizontal roadway is composed of one through travel lane in each direction. The left side also has a third lane which is a right-turn only lane when approaching the intersection traveling eastbound to turn south.The vertical roadway is composed of two northbound lanes and one southbound lane. The south side of this vertical roadway is composed of a combination straight or left-turn lane in the left northbound travel lane and a combination straight or right-turn lane in the right northbound travel lane. Solid white through and turn arrows are shown in these travel lanes.Starting near the bottom of the figure, to the right of the right shoulder of the northbound lanes, a sign assembly composed of a W9-1R sign mounted above a W16-2P plaque is shown.On the north side of this vertical roadway, a W4-2R sign is shown to indicate that the two northbound lanes are transitioning to one lane ahead. Before the right lane taper begins, two solid white arrows are shown in the right northbound travel lane on the pavement pointing diagonally to the left northbound travel lane. An “optional dotted lane line” is shown adjacent to these arrows in the middle of the travel lanes. All pavement markings are denoting a northbound left lane merge ahead. |'''Figure 903.3.39.4''' Example Sequences for Lane Ends and Lane Merge Sign ''(Sheet 4 of 5)'']]

{{SpanID|fig903.3.39.5}}
[[File:Figure 903.3.39.5 Example Sequences for Lane Ends and Lane Merge Signs (Sheet 5 of 5).png|thumb|center|800px|alt=|'''Figure 903.3.39.5''' Example Sequences for Lane Ends and Lane Merge Signs ''(Sheet 5 of 5)'']]

=={{SpanID|903.3.40}}903.3.40 Lanes Merge Signs (W9-4 and W4-8) (MUTCD Section 2C.48)==
<center>
{|
| [[File:W4-8.png|thumb|center|100px|alt=|<center>'''W4-8'''</center>]]
| [[File:W9-4.png|thumb|center|100px|alt=|<center>'''W9-4'''</center>]]
|}
</center>

'''Support. '''The LANES MERGE (W9-4) and Single-Lane Transition (W4-8) signs are used to warn of a merge of two lanes to one in the same direction of travel with a merging maneuver required for each lane (see [[#fig903.3.39.5|Figure 903.3.39.5]]). This type of merge is for a geometric condition where both approach lanes merge into a single lane, not where one lane merges into the other. [[616.8 TTC Zone Warning Signs (MUTCD Chapter 6H) #616.8.8|EPG 618.8.8]] contains information about the use of the late merge sign.

'''Guidance. '''The Single-Lane Transition (W4-8) sign should be located at the advance placement distance in accordance with [[#tab903.3.4|Table 903.3.4]].

The Lanes Merge (W9-4) sign should be used in advance of the W4-8 sign to provide additional warning that both lanes form a single lane and that a merging maneuver is needed for the traffic in each lane.

=={{SpanID|903.3.41}}903.3.41 RIGHT (LEFT) LANE EXIT ONLY Sign (W9-7) (MUTCD Section 2C.50)==

[[File:W9-7.png|thumb|center|160px|alt=|<center>'''W9-7'''</center>]]

'''Option. '''The RIGHT (LEFT) LANE EXIT ONLY (W9-7) sign may be used to provide advance warning to road users that traffic in the right-hand (left-hand) lane of a roadway will be required to depart the roadway at the next exit.

'''Guidance. '''If used, the W9-7 sign should be installed upstream from the first overhead guide sign that contains an EXIT ONLY sign panel or upstream from the first RIGHT (LEFT) LANE MUST EXIT (R3-33) regulatory sign, if used, whichever is farther upstream from the exit.

=={{SpanID|903.3.42}}903.3.42 Two-Way Traffic Sign (W6-3) (MUTCD Section 2C.51)==
[[File:W6-3.png|thumb|center|100px|alt=|<center>'''W6-3'''</center>]]

'''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.

A Two-Way Traffic (W6-3) sign with an AHEAD (W16-9P) plaque (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.57|EPG 903.3.57]]) should be used to warn road users of a transition from a one-way street to a two-lane, two-way section of roadway.

'''Option. '''The Two-Way Traffic sign may be used to supplement the Divided Highway (Road) Ends (W6-2) sign discussed in [[#903.3.19|EPG 903.3.19]].

=={{SpanID|903.3.43}}903.3.43 NO PASSING ZONE Sign (W14-3) (MUTCD Section 2C.53)==

'''Support. '''The NO PASSING ZONE (W14-3) sign is not to be used on a system-wide basis. It is intended for special use as a measure to reduce crashes at locations where there is a history of crashes related to passing maneuvers.

'''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-hand side of the roadway at the beginning of no-passing zones identified by pavement markings or DO NOT PASS signs or both (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.31|EPG 903.2.31]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.3|620.2.3]]).

The use of the NO PASSING ZONE sign shall be approved by the State Highway Safety and Traffic Engineer.

=={{SpanID|903.3.44}}903.3.44 Vehicular Traffic Warning Signs (MUTCD Section 2C.54)==
'''Option. '''Vehicular Traffic Warning signs may be used to alert road users to locations where unexpected entries into the roadway by trucks, bicycles, farm vehicles, emergency vehicles, golf carts, horse-drawn vehicles, or other vehicles might occur.

'''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.

Before advanced warning signs are installed, all efforts to correct the sight distance issues should be made as this will be far more effective to improve safety compared to installing a sign. Roadway alignments cannot be corrected easily, but removal of vegetation on and off the state right of way that blocks sight distance can address sight distance issues.

'''Option. '''Supplemental plaques (see [[#903.3.57|EPG 903.3.57]]) with legends such as AHEAD, XX FEET, NEXT XX MILES, IN STREET, or IN ROAD may be mounted below Vehicular Traffic Warning signs to provide advance notice to road users of unexpected entries.

'''Standard. '''A Vehicular Traffic Warning sign assembly shall not be installed on an approach controlled by a STOP or a YIELD sign, except as provided in the following two Option paragraphs.

'''Option. '''The Vehicular Traffic Warning sign 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 the circulatory roadway.

At a signalized or stop-controlled intersection the Vehicular Traffic Warning sign 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.

A Warning Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3]]) may be used with any Vehicular Traffic Warning sign to indicate specific periods when the condition or activity is present or is likely to be present, or to provide enhanced sign conspicuity.

=={{SpanID|903.3.45}}903.3.45 Bicycle Warning (W11-1) Sign ==
[[File:W11-1.png|thumb|center|100px|alt=|<center>'''W11-1'''</center>]]

'''Guidance. '''Bicycle Warning (W11-1) signs should be used only at locations where the road user’s sight distance is restricted, and the condition, activity, or entering traffic would be unexpected.

'''Option. '''Bicycle Warning (W11-1) signs may be used to alert road users to locations where unexpected entries into the roadway by cyclists might occur.

'''Support. '''Bicycle warning (W11-1) signs with a diagonal downward-pointing arrow (W16-7P) plaques are used to alert road users of locations where bicyclists routinely cross state highways.

'''Standard. '''If a post-mounted W11-1 sign is placed at the location of a bicycle crossing, a diagonal downward pointing arrow (W16-7P) plaque shall be mounted below the sign. The bicycle crossing warning sign with diagonal arrow supplemental plaque should be placed immediately in advance of, as near as possible, the crossing in both directions of travel. If the W11-1 sign is mounted overhead, the W16-7P supplemental plaque shall not be used.

'''Guidance. '''Bicycle crossing warning signs should be installed at locations where an established independent bicycle path crosses a state route. Bicycle crossing warning signs should not be installed where an established “US Bike Route” crosses a state route or where cyclists riding on the public roadways cross a state route.

'''Option. '''A Bicycle Warning (W11-1) sign with an AHEAD (W16-9P) supplemental plaque may be added in advance of the bicycle crossing if engineering judgement determines a need based on limited sight distance of the crossing.

Bicycle Warning (W11-1) signs with an In Road (W16-1P) plaque may be used to alert road users to locations where cyclists riding on the roadway might occur.

'''Standard. '''When bicycle warnings signs are installed to warn motorists of bicycle activity along a state highway, the IN ROAD (W16-1P) plaque shall be installed below the Bicycle Warning (W11-1) sign and shall match the color of the warning sign.

'''Support. '''Bicycle warning signs with the IN ROAD supplemental plaques (IN ROAD plaque replaces the SHARE THE ROAD plaque) are used to alert road users where bicyclists routinely ride along specific sections of state highways, in the travel lane or on the shoulder of the roadway.

'''Guidance. '''The use of Bicycle warning signs to warn road users of cyclist activity along specific sections of roadway should be based on identifiable, routine and/or frequent cyclist activity. Indications bicycle warnings signs should be installed should be based on conditions, such as, but not limited to:
:A. Requests received by bicycle groups, or clubs, who indicate the state highways which are part of their group’s frequent cycling routes.
:B. Requests from Amish, Mennonite or other communities who utilize bicycles as one of their primary modes of routine transportation, indicating the state highways which service their community’s cycling needs.
:C. Sections of a state route where an established bicycle trail overlaps the state route for some length, using the roadway and not a dedicated bike lane, before returning to the independent trail again.
:D. Cycling activity occurs a minimum of 3 days per week, 6 months per year.

Bicycle warning signs should not be installed along routes for the following conditions:
:A. For the purpose of promoting cycling or conveying a bicycle friendly organization when there is no routine cycling activity on that route,
:B. When cyclists have access to a dedicated bicycle lane along the route,
:C. Where cyclists have access to a parallel bike facility, or multi-use path, or
:D. In response to a request from an individual without verifying the need as described in this article.

Bicycle warning signs used to notify drivers of bicycle traffic on the state route should only be ground-mounted installations. Signs should be installed at the point on the route the activity begins and downstream of major public road entry points onto the state route.

'''Option. '''Additional bicycle warning signs may be installed based on engineering judgement if the distance between major road intersections is excessive or if there are areas with limited sight distance which may obscure bicycle traffic.

A NEXT XX MILES (W7-3aP) plaque (See [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.60|EPG 903.3.60]]) may be installed below the IN ROAD plaque if engineering judgement determines the need to notify road users of the length of roadway over which unexpected cyclists riding along the road may occur.

=={{SpanID|903.3.46}}903.3.46 Combined Bicycle/Pedestrian Crossing (W11-15) Sign ==
[[File:W11-15.png|thumb|center|100px|alt=|<center>'''W11-15'''</center>]]

'''Option. '''Combined Bicycle/Pedestrian Crossing (W11-15) signs may be used to alert road users to locations where unexpected entries into the roadway by cyclists and pedestrians might occur.

'''Guidance. '''Combined Bicycle/Pedestrian warning signs should be installed at locations where an established shared use path crosses a state route.

'''Support. '''The combined Bicycle/Pedestrian (W11-15) sign is used where both bicyclists and pedestrians might be crossing the roadway at intersections with a shared-use path and state routes. A shared-use path is defined as a paved or gravel path, 8-10 foot wide, dedicated to bike and pedestrian traffic which is an independent facility from the roadway.

'''Standard. '''If a post-mounted W11-15 sign is placed at the location of the combined Bicycle/Pedestrian crossing, a diagonal downward pointing arrow (W16-7P) plaque shall be mounted below the sign. The Bicycle/Pedestrian warning sign with diagonal downward pointing arrow plaque shall be placed immediately in advance of, as near as possible, the crossing in both directions of travel. If the W11-15 sign is mounted overhead, the W16-7P supplemental plaque shall not be used.

'''Option. '''An advanced Bicycle/Pedestrian warning sign with an AHEAD (W16-9P) supplemental plaque may be added in advance of the Bicycle/Pedestrian crossing if engineering judgement determines a need based on limited sight distance of the crossing.

=={{SpanID|903.3.47}}903.3.47 Trail Crossing (W11-15a) Sign ==
[[File:W11-15a.png|thumb|center|100px|alt=|<center>'''W11-15a'''</center>]]

'''Option. '''TRAIL CROSSING (W11-15a) signs may be used to alert road users to locations where unexpected entries into the roadway by cyclists, pedestrians or equestrian activity might occur.

'''Support. '''The TRAIL CROSSING sign is used to warn of a rustic trail where pedestrian, bicyclist, or equestrian activities, might be crossing the state highway. A rustic trail would typically be an unpaved trail of an undefined width, but one that is visible and identifiable by a motorist as it crosses the right of way.

'''Guidance. '''TRAIL CROSSING signs should be installed at locations where an established rustic trail used by pedestrians, bicyclists, and equestrian activities crosses a state route.

'''Standard. '''If a post-mounted W11-15a sign is placed at the location of the rustic trail crossing, a diagonal downward pointing arrow (W16-7P) plaque shall be mounted below the sign. The W11-15a sign with diagonal downward pointing arrow plaque shall be placed immediately in advance of, as near as possible, the crossing in both directions of travel. If the W11-15a sign is mounted overhead, the W16-7P supplemental plaque shall not be used.

'''Option. '''A TRAIL CROSSING warning sign with an AHEAD (W16-9P) supplemental plaque may be added in advance of the trail crossing if engineering judgement determines a need based on limited sight distance of the crossing.

=={{SpanID|903.3.48}}903.3.48 Horse-Drawn Vehicle (W11-14) Sign==
[[File:W11-14.png|thumb|center|100px|alt=|<center>'''W11-14'''</center>]]

'''Option.''' Horse-Drawn Vehicle (W11-14) signs may be used to alert road users to locations where unexpected horse-drawn vehicles are traveling along the roadway might occur.

'''Guidance.''' W11-14 signs should be used only at locations where the road user’s sight distance is restricted, and the condition, activity, or entering traffic would be unexpected.

'''Support. '''Horse-Drawn Vehicle warning signs with the IN ROAD (W16-1P) supplemental plaque (IN ROAD plaque replaces the SHARE THE ROAD plaque) are used to alert road users where horse-drawn vehicle traffic is routinely traveling along specific sections of state highways, in the travel lane or on the shoulder of the roadway.

'''Standard. '''When Horse-drawn vehicle warnings signs are installed to warn motorists of Horse-drawn vehicle activity along a state highway, the IN ROAD (W16-1P) plaque shall be installed below the Horse-drawn vehicle warning sign and shall match the color of the warning sign.

'''Guidance. '''The use of Horse-Drawn Vehicle signs to warn road users of horse-drawn vehicle activity along specific section of roadway should be based on identifiable, routine and/or frequent horse-drawn vehicle activity. The application of horse-drawn vehicle warning signs is limited to the Amish, Mennonite or other communities who utilize horse-drawn vehicles as one of their primary modes of routine transportation. The district should work with community leadership to determine the state routes their communities utilize on a routine basis to determine the most appropriate sign installation locations.

Horse-Drawn Vehicle signs used to notify drivers of horse-drawn vehicle traffic on the state route should only be ground-mounted installations. Signs should be installed at the point on the route the activity begins and downstream of each major public road entry points onto the state route.

'''Option. '''Additional Horse-Drawn Vehicle signs with IN ROAD plaques may be installed based on engineering judgement if the distance between major road intersections is excessive or if there are areas with limited sight distance which may obscure horse-drawn vehicle traffic.

A NEXT XX MILES (W7-3aP) plaque may be added below the IN ROAD plaque if engineering judgement determines the need to notify drivers of the length of roadway affected by the warning sign.

=={{SpanID|903.3.49}}903.3.49 TRUCK CROSSING (W8-6) Sign ==
[[File:W8-6.png|thumb|center|100px|alt=|<center>'''W8-6'''</center>]]

'''Option. '''Truck Crossing (W8-6) signs may be used to alert road users to locations where unexpected entries into the roadway by trucks crossing the road might occur.

'''Guidance. '''W8-6 signs should be used only at locations where the road user’s sight distance is restricted, and the condition, activity, or entering traffic would be unexpected.

'''Support. '''The W8-6 sign is used to alert road users to locations where trucks are routinely crossing a state highway at a commercial entrance intersection. A typical example would be a company with facilities on either side of a highway where raw materials, finished goods, etc. are routinely moved sites. In these cases, warning signs with fluorescent yellow backgrounds are installed in a permanent installation.

'''Option. '''For cases involving temporary truck crossings, such as haul roads moving earth or quarry materials, a TR12 Truck crossing agreement (see [[153.21 Traffic #153.21|EPG 153.21]]) may be used to install a temporary traffic control sign with a fluorescent orange background.

'''Guidance. '''W8-6 signs should be installed at locations where there is consistent and routine truck traffic crossing a state route where the road user’s sight distance is restricted, and the crossing would be unexpected based on engineering judgement.

The truck crossing for which the warning sign is being installed should be recognizable by the presence of a on premise business marquee sign, business name on structures or other indicators to allow drivers to associate the warning sign to the entrance/site where tucks could be crossing the state highway.

'''Standard. '''If used, the TRUCK CROSSING sign shall be placed in accordance with [[#tab903.3.4|Table 903.3.4]].

The TRUCK CROSSING sign shall only be installed for the direction of travel where the road user’s sight distance is restricted.

The TRUCK CROSSING sign shall not be used on state highways at intersections with city streets or county roads, to address issues at these types of intersections other warning signs, such as Intersection Warning signs are more appropriate.

=={{SpanID|903.3.50}}903.3.50 Truck Entrance (W11-10) Sign==
[[File:W11-10.png|thumb|center|100px|alt=|<center>'''W11-10'''</center>]]

'''Option. '''Truck Entrance (W11-10) signs may be used to alert road users to locations where unexpected entries into the roadway by trucks might occur.

'''Guidance. '''Truck Entrance signs should be used only at locations where the road user’s sight distance is restricted, and the condition, activity, or entering traffic would be unexpected.

'''Support. '''The W11-10 sign is used to alert road users to locations where trucks are routinely entering and leaving a state highway at a non-public roadway intersection, commercial entrance. A typical example would be trucks entering and exiting a quarry entrance which has direct access to the state route. In these cases, warning signs with fluorescent yellow backgrounds are installed in a permanent installation.

'''Option. '''For cases involving a temporary truck entrance, such as logging trucks entering and leaving a timber harvest location, a TR12 Truck crossing agreement (see [[153.21 Traffic #153.21|EPG 153.21]]) may be used to install a temporary traffic control sign with a fluorescent orange background.

'''Guidance. '''Truck Entrance signs should be installed at locations where there is consistent and routine truck traffic entering and leaving a state route where the road user’s sight distance is restricted, and the crossing would be unexpected based on engineering judgement.

The truck entrance for which the sign is being installed should be recognizable by the presence of a on premise business marquee sign, building with the business name or some other form of marking to allow drivers associate the warning sign to the site where trucks could be entering or leaving the highway.

'''Standard. '''If used, the Truck Entrance sign shall be placed in accordance with [[#tab903.3.4|Table 903.3.4]].

The Truck Entrance sign shall only be installed for the direction of travel where the road user’s sight distance is restricted.

The truck entrance warning sign shall not be used on state highways at intersections with city streets or county roads, to address issues at these types of intersections other warning signs, such as Intersection Warning signs are more appropriate.

=={{SpanID|903.3.51}}903.3.51 Farm Equipment (W11-5) Warning Sign ==
[[File:W11-5.png|thumb|center|100px|alt=|<center>'''W11-5'''</center>]]

'''Option. '''Farm Equipment Warning (W11-5) signs may be used to alert road users to locations where unexpected entries into the roadway by farm equipment crossing the road might occur.

'''Guidance. '''W11-5 signs should be used only at locations where the road user’s sight distance is restricted, and the condition, activity, or entering traffic would be unexpected.

'''Support. '''The Farm Equipment (W11-5) sign is used to alert road users to locations where slow-moving farm vehicles are routinely entering or crossing the state highway (immediately across or a short transition down the road to a different entrance) if the highway splits the farm. A typical example would be a dairy farm where these crossings take place daily. In these cases, fluorescent yellow warning signs are installed in a permanent installation.

Farm Equipment signs are not installed to warn of farm equipment traveling along a state highway. This warning is the responsibility of the farmer and can be addressed by displaying the appropriate warning lights and signs on the equipment as well as having the appropriate lead and/or trailing vehicles escorting the equipment.

'''Option. '''For cases involving a temporary farm equipment access entrance, such as during planting or harvest season, a TR12 Truck Crossing agreement (see [[153.21 Traffic #153.21|EPG 153.21]]) may be used to install a temporary traffic control sign with a fluorescent orange background.

'''Guidance. '''Farm Equipment signs should be installed at locations where there is consistent and routine farm equipment entering and leaving a state route where the road user’s sight distance is restricted, and the crossing would be unexpected based on engineering judgement.

The farm vehicle entrance for which the warning sign is being installed should be recognizable by the presence of a on-premise business marquee sign, presence of farm equipment, farm structures or other indicators to allow drivers to associate the warning sign to the site where farm vehicles could be crossing/entering the highway.

'''Standard. '''If used, the Farm Equipment warning sign shall be placed in accordance with [[#tab903.3.4|Table 903.3.4]].

The Farm Equipment warning sign shall only be installed for the direction of travel where the road user’s sight distance is restricted.

=={{SpanID|903.3.52}}903.3.52 Emergency Vehicle (W11-8) Sign==
<center>
{|
| [[File:W11-8.png|thumb|center|100px|alt=|<center>'''W11-8'''</center>]]
| [[File:W11-12P.jpg|thumb|center|100px|alt=|<center>'''W11-12P'''</center>]]
|}
</center>

'''Option. '''Emergency Vehicle (W11-8) signs may be used to alert road users to locations where unexpected entries into the roadway by emergency vehicles might occur.

'''Guidance.''' Emergency Vehicle signs should be used only at locations where the road user’s sight distance is restricted, and the condition, activity, or entering traffic would be unexpected.

'''Support.''' The Emergency Vehicle sign is used to alert road users to locations where emergency vehicles are routinely entering and leaving a state highway at dedicated emergency vehicle facility entrances.

'''Guidance. '''Emergency Vehicle signs should be installed at a state route where the road user’s sight distance is restricted, and the crossing would be unexpected based on engineering judgement.

The emergency vehicle entrance for which the warning sign is being installed should be recognizable by the presence of a on premise marquee sign, building with the emergency agency name displayed or some other form of marking to allow drivers to associate the warning sign to the site/entrance where emergency vehicles could be entering or leaving the state highway.

'''Standard. '''If used, the Emergency Vehicle warning sign shall be placed in accordance with [[#tab903.3.4|Table 903.3.4]].

The Emergency Vehicle warning sign shall only be installed for the direction of travel where the road user’s sight distance is restricted.

When measuring sight distance for emergency vehicle entrances, the sight distance shall be determined using a 3.5 ft. eye height and an 8 ft. object height in the same method use to evaluate school bus stop sight distances (see [[908.2 Signs (MUTCD Chapter 7B) #908.2.4|EPG 908.2.4]]).

The Emergency Vehicle sign with the EMERGENCY SIGNAL AHEAD (W11-12P) supplemental plaque shall be placed in advance of all emergency-vehicle traffic control signals (see [[902.13 Traffic Control Signals for Emergency-Vehicle Access (MUTCD Chapter 4M)|EPG 902.13]]).

=={{SpanID|903.3.53}}903.3.53 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, and W11-7) (MUTCD Section 2C.55)==
<center>
{|
| [[File:W11-2.png|thumb|center|100px|alt=|<center>'''W11-2'''</center>]]
| [[File:W11-4.png|thumb|center|100px|alt=|<center>'''W11-4''' (Cattle)</center>]]
| [[File:W11-7.png|thumb|center|100px|alt=|<center>'''W11-7'''</center>]]
|}
</center>

'''Option. '''Non-Vehicular Warning (W11-2, W11-4, and W11-7) signs may be used to alert road users in advance of locations where unexpected entries into the roadway might occur.

'''Support. '''These conflicts might be relatively confined or might occur randomly over a segment of roadway.

'''Guidance. '''If used in advance of a pedestrian or equestrian crossing, the W11-2 and W11-7, signs should be supplemented with plaques (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.59|EPG 903.3.59]]) with the legend AHEAD or XX FEET to inform road users that they are approaching a point where crossing activity might occur.

'''Standard. '''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 (see [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.62|EPG 903.3.62]]) 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.

A Non-Vehicular Warning sign 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.

Equestrian (W11-7) warning signs shall 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.

The use of the Deer (W11-3) warning signs has been discontinued by MoDOT due to studies proving these signs provide little or no safety benefit. Existing W11-3 signs shall be removed at the end of their service life.

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. See [[153.21 Traffic #153.21|EPG 153.21]] for the TR09 Agreement.

'''Option. '''The Non-Vehicular Warning sign 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.

At a signalized or stop-controlled intersection the Non-Vehicular Warning sign 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.

A Pedestrian Crossing (W11-2) 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 (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.18|EPG 903.2.18]]) have been installed in advance of the crosswalk.

'''Standard. '''If a W11-2 sign has been 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.

'''Option. '''An advance Pedestrian Crossing (W11-2) 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.

The crossing location identified by a W11-2 or W11-7 sign may be defined with crosswalk markings (see [[620.3 Crosswalk Markings (MUTCD Chapter 3C) #620.3|EPG 620.3]]).

'''Standard. '''The W11-2 sign and related supplemental plaques shall only have a fluorescent yellow-green background with a black legend and border if the signs are installed within a school area as described in the fifth Support paragraph of [[#903.3.2|EPG 903.3.2]].

'''Guidance. '''When a fluorescent yellow-green background is used, a systematic approach featuring one background color within a zone or area should be used. The mixing of standard yellow and fluorescent yellow-green backgrounds within a selected site area should be avoided.

'''Option. '''A Warning Beacon (see [[902.18 Flashing Beacons (MUTCD Chapter 4S) #902.18.3|EPG 902.18.3]]) may be used with any Non-Vehicular Warning sign to indicate specific periods when the condition or activity is present or is likely to be present, or to provide enhanced sign conspicuity.

=={{SpanID|903.3.54}}903.3.54 FERRY CROSSING AHEAD Sign (W3-18)==
[[image:W3-10.gif|center|thumb|<center>'''W3-18'''</center>|100px]]

'''Option. '''The FERRY CROSSING AHEAD (W3-18) sign may be installed for a ferry crossing. A STOP (R1-1) sign at the ferry crossing may be used as a supplement.

=={{SpanID|903.3.55}}903.3.55 Passing Lane Warning Signs (W6-5, W6-5a, W6-6aP, W6-16, and W6-17)==
<center>
{|
|-
|[[image:W4-12a.gif|left|100px|thumb|<center>'''W6-6aP'''</center>]]||[[image:W4-10.gif|left|thumb|<center>'''W6-16'''</center>|100px]]||[[image:W4-11.gif|left|100px|thumb|<center>'''W6-17'''</center>]]
|}
</center>

'''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.

'''Standard. '''The PASSING LANE ENDS (W6-16), WATCH FOR LEFT-TURNING TRAFFIC IN PASSING LANE (W6-17), 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.

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 [[#tab903.3.4|Table 903.3.4]].

'''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.

The Two-Way Traffic on a Three-Lane Roadway (W6-5 and W6-5a) signs may be installed along three-lane roadways with two lanes in one direction and one in the opposing direction.

=={{SpanID|903.3.56}}903.3.56 TRAVEL SAFE ZONE – FINES DOUBLED Sign (W27-1)==
[[File:W27-1.jpg|center|130px|thumb|<center>'''W27-1'''</center>]]

'''Support. '''The TRAVEL SAFE ZONE - FINES DOUBLED (W27-1) 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 #907.3 | EPG 907.3]]).

'''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 FINES DOUBLED ENDS (R2-20) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.70|EPG 903.2.70]]).

=={{SpanID|903.3.57}}903.3.57 Use of Supplemental Warning Plaques (MUTCD Section 2C.57)==

'''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.

'''Standard. '''Supplemental warning plaques shall be used only in combination with and installed on the same post(s) as warning or regulatory signs. They shall not be mounted alone or displayed alone.

Unless otherwise provided in the EPG for a particular plaque, supplemental warning plaques shall be mounted below the sign they supplement.

=={{SpanID|903.3.58}}903.3.58 Design of Supplemental Warning Plaques (MUTCD Section 2C.58)==

'''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.

=={{SpanID|903.3.59}}903.3.59 Advisory Speed Plaque (W13-1P) and Confirmation Advisory Speed Plaque (W13-1aP) (MUTCD Section 2C.59)==
<center>
{|
| [[File:W13-1P.png|thumb|center|84px|alt=|<center>'''W13-1P'''</center>]]
| [[File:W13-1aP.png|thumb|center|220px|alt=|<center>'''W13-1aP'''</center>]]
|}
</center>

'''Option. '''The Advisory Speed (W13-1P) plaque may be used to supplement an advance warning sign to indicate the advisory speed for a condition.

The Confirmation Advisory Speed (W13-1aP) plaque may be used to supplement a One-Direction Large Arrow (W1-6) sign on the outside of a turn or curve in line with and at approximately a right angle to approaching traffic.

'''Standard. '''The use of the Advisory Speed and Confirmation Advisory Speed plaques for horizontal curves shall be in accordance with [[#903.3.6|EPG 903.3.6]]. The Advisory Speed plaque shall also be used where an engineering study indicates a need to advise road users of the advisory speed for other roadway conditions.

The speed displayed on the Advisory Speed and Confirmation Advisory Speed plaques shall be a multiple of 5 mph. The maximum advisory speed posted shall never be more than the posted speed limit.

Except in emergencies or when the condition is temporary, an Advisory Speed or Confirmation Advisory Speed plaque shall not be installed until the advisory speed has been determined by an engineering study.

The Advisory Speed plaque shall only be used to supplement an advance warning sign. The Advisory Speed plaque or the Confirmation Advisory Speed plaque shall not be installed as a separate sign installation.

'''Guidance. '''The Advisory Speed plaque, if used with a sign that is also supplemented with another plaque, such as an Advance Street Name plaque (see [[#903.3.64|EPG 903.3.64]]), should be mounted immediately below the primary warning sign with any other plaque mounted below the Advisory Speed plaque.

'''Standard. '''The Confirmation Advisory Speed plaque shall only be used to supplement a One-Direction Large Arrow (W1-6) sign (see [[#903.3.10|EPG 903.3.10]]) or an Exit Gore (E5-1 series) sign (see [[ 903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E) #903.5.26| EPG 903.5.26]]) 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.

'''Guidance. '''The advisory speed should be determined based on free-flowing traffic conditions.

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.

'''Support. '''Among the established engineering practices that are appropriate for the determination of the recommended advisory speed for a horizontal curve are the following:
:A. Accelerometer method
:B. 10 degrees of ball bank for all speeds

<center>
{| class="wikitable" style="padding: 1em;"
|-
| '''Engineering Study for Ball-Banking'''

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 "0" 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.

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, consistent 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.
|-
|}
</center>

=={{SpanID|903.3.60}}903.3.60 Distance Plaques (W16-2P, W16-3P, W16-4P, and W7-3aP) (MUTCD Section 2C.61)==
<center>
{|
| [[File:W16-2P.png|thumb|center|130px|alt=|<center>'''W16-2P'''</center>]]
| [[File:W16-3P.png|thumb|center|130px|alt=|<center>'''W16-3P'''</center>]]
| [[File:W16-4P.png|thumb|center|130px|alt=|<center>'''W16-4P'''</center>]]
| [[File:W7-3aP.png|thumb|center|130px|alt=|<center>'''W7-3aP'''</center>]]
|}
</center>

'''Option. '''The Distance Ahead (W16-2P and W16-3P) plaques may be used to inform the road user of the distance to the condition indicated by the warning sign.

The Next Distance (W7-3aP and W16-4P) plaques may be used to inform road users of the length of roadway over which the condition indicated by the warning sign exists.

'''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.

=={{SpanID|903.3.61}}903.3.61 Supplemental Arrow Plaques (W16-5P and W16-6P) (MUTCD Section 2C.62)==
<center>
{|
| [[File:W16-5P.png|thumb|center|100px|alt=|<center>'''W16-5P'''</center>]]
| [[File:W16-6P.png|thumb|center|100px|alt=|<center>'''W16-6P'''</center>]]
|}
</center>

'''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 or W16-6P) plaque should be used below the warning sign.

'''Standard. '''Supplemental Arrow plaques shall have the same legend design as the Advance Turn Arrow and Directional Arrow auxiliary signs (see [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.22|EPG 903.4.22]] and [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D) #903.4.24|903.4.24]]) except that they shall have a black legend and border on a fluorescent yellow or fluorescent yellow-green background, as appropriate.

=={{SpanID|903.3.62}}903.3.62 Diagonal Downward-Pointing Arrow Plaques (W16-7P and W16-7aP) (MUTCD Section 2C.63)==
<center>
{|
| [[File:W16-7P.png|thumb|center|100px|alt=|<center>'''W16-7P'''</center>]]
| [[File:W16-7aP.png|thumb|center|100px|alt=|<center>'''W16a-7P'''</center>]]
|}
</center>

'''Support. '''Diagonal downward-pointing arrow (W16-7P and W16-7aP) plaques are used with certain Vehicular Traffic Warning signs and certain Non-Vehicular Warning signs (see [[#903.3.53|EPG 903.3.53]]), and School Crossing signs (see [[908.2 Signs (MUTCD Chapter 7B) #908.2.3|EPG 908.2.3]]) to indicate the specific location of a crossing point.

The W16-7P plaque contains a single arrow pointing diagonally down to the right or left, toward the roadway, depending on which side of the roadway it is located.

'''Option. '''A W16-7aP plaque may be used with a single crossing sign located on a narrow median separating two roadways with traffic in the same direction where the crossing traverses both roadways.

=={{SpanID|903.3.63}}903.3.63 Hill-Related Plaques (W7-3 Series) (MUTCD Section 2C.64)==
<center>
{|
| [[File:W7-3P.png|thumb|center|90px|alt=|<center>'''W7-3P'''</center>]]
| [[File:W7-3aP.png|thumb|center|90px|alt=|<center>'''W7-3aP'''</center>]]
|}
</center>

'''Guidance. '''Hill-Related (W7-3 series) plaques (see [[#903.3.14|EPG 903.3.14]]) or other appropriate legends and larger signs should be used for emphasis or where special hill characteristics exist.

On longer grades, the use of a distance (W7-3aP) plaque (see [[#903.3.14|EPG 903.3.14]]) at periodic intervals of approximately 1-mile spacing should be considered.

=={{SpanID|903.3.64}}903.3.64 Advance Street Name Plaques (W16-8P and W16-8aP) (MUTCD Section 2C.65)==
<center>
{|
| [[File:W16-8P.png|thumb|center|150px|alt=|<center>'''W16-8P'''</center>]]
| [[File:W16-8aP.png|thumb|center|260px|alt=|<center>'''W16-8aP'''</center>]]
|}
</center>

'''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.

'''Option. '''An Advance Street Name (W16-8P or W16-8aP) plaque may be used with any Intersection (W1-10 series, W2 series, W10-2, W10-3, or W10-4) or Advance Traffic Control (W3 series) sign to identify the name of the intersecting street.

If the side road being signed is maintained by a public agency, the addition of the street name sign may be considered on request.

'''Standard. '''The lettering on Advance Street Name plaques shall be composed of a combination of lower-case letters with initial upper-case letters.

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.

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.

When used, the Advance Street Name supplemental plaque shall only be mounted below the W2 or W3 series warning sign or the Advisory Speed 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.

'''Guidance. '''If two street names are used on the Advance Street Name plaque, the street names and associated arrows should be displayed in the following order:
:A. For a single intersection, the name of the street to the left should be displayed above the name of the street to the right; or
:B. For two sequential intersections, such as where the plaque is used with an Offset Side Roads (W2-7) or a Double Side Road (W2-8) sign, the name of the first street encountered should be displayed above the name of the second street encountered, and the arrow associated with the second street encountered should be an advance arrow, such as the arrow shown on the W16-6P arrow plaque (see [[#903.3.61|EPG 903.3.61]]).

=={{SpanID|903.3.65}}903.3.65 Traffic Does Not Stop Plaques (W4-4P Series) (MUTCD Section 2C.66)==
<center>
{|
| [[File:W4-4P.png|thumb|center|100px|alt=|<center>'''W4-4P'''</center>]]
| [[File:W4-4aP.png|thumb|center|100px|alt=|<center>'''W4-4aP'''</center>]]
| [[File:W4-4bP.png|thumb|center|100px|alt=|<center>'''W4-4bP'''</center>]]
|}
</center>

'''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 road users to misinterpret the intersection as an all-way stop.

The TRAFFIC FROM LEFT (RIGHT) DOES NOT STOP (W4-4aP) or ONCOMING TRAFFIC DOES NOT STOP (W4-4bP) plaque may be used when such messages more accurately describe the traffic controls established at the intersection.

'''Guidance. '''The W4-4aP and W4-4bP plaques 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.

'''Standard. '''If a W4-4P series plaque is used, it shall be mounted below the STOP sign.

=={{SpanID|903.3.66}}903.3.66 IN ROAD and IN STREET Plaques (W16-1P) (MUTCD Section 2C.67)==
[[File:W16-1P.png|thumb|center|100px|alt=|<center>'''W16-1P'''</center>]]

'''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, an IN ROAD (W16-1P) plaque may be used.

'''Standard. '''The background color of the W16-1P plaque shall match the background color of the warning sign with which it is displayed. If a W16-1P plaque is used, it shall be mounted below a Bicycle (W11-1) or Horse-Drawn Vehicle (W11-14) warning signs and shall not be mounted alone.

'''Support. '''[[914.2 Regulatory Signs (MUTCD Chapter 9B) #914.2.6 | EPG 914.2.6]] contains information about the use of a Bicycles Allowed Use of Full Lane (R9-20) sign to inform drivers of the presence of bicycles in the roadway or where bicyclists are expected or preferred to use the full lane.

=={{SpanID|903.3.67}}903.3.67 NOTICE Plaque (W16-18p)==
[[File:W16-18P.jpg|center|120px|thumb|<center>'''W16-18P'''</center>]]

'''Support. '''It is sometimes necessary to enhance 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 [[903.1 General (MUTCD Chapter 2A) #903.1.11| EPG 903.1.11]]).

'''Standard. '''The NOTICE (W16-18P) plaque shall not be used alone.

When used, the NOTICE plaque shall be installed directly above the regulatory sign it is enhancing.

'''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.

=={{SpanID|903.3.68}}903.3.68 Exception Plaques (W16-23P and W16-24P)==
<center>
{|
| [[File:W16-23P.png|thumb|center|100px|alt=|<center>'''W16-23P'''</center>]]
| [[File:W16-24P.png|thumb|center|100px|alt=|<center>'''W16-24P'''</center>]]
|}
</center>

'''Support.''' The EXCEPT TO TURN (W16-23P) supplemental warning plaque is used with the NO TRUCKS LEFT LANE (R5-32) regulatory sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.36|EPG 903.2.36]]) in locations where trucks are not allowed to drive in the left lane, but are allowed to enter the left lane in order to make a turn. The EXCEPT TO EXIT (W16-24P) supplemental warning plaque is used with the NO TRUCKS LEFT LANE (R5-32) regulatory sign in locations where trucks are not allowed to drive in the left lane, but trucks are allowed to enter the left lane in order to exit the highway.

'''Standard.''' When used, the EXCEPT TO TURN (W16-23P) and EXCEPT TO EXIT (W16-24P) supplemental warning plaques shall only be installed in conjunction with the FINES DOUBLED ENDS (R2-20) sign (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.70|EPG 903.2.70]]).

=={{SpanID|903.3.69}}903.3.69 Warning Signs Provided for Other Agencies==

'''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.

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.

'''Standard. '''The placement of all traffic control devices on the state highway system shall be governed by the Engineering Policy Guide. MoDOT is responsible for the placement and maintenance of all signs on state-maintained right-of-way.

=={{SpanID|903.3.70}}903.3.70 Object Marker Design and Placement Height (MUTCD Section 2C.70)==

'''Support. '''Types 1, 2, and 3 object markers are used to mark obstructions within or adjacent to the roadway. Type 4 object markers are used to mark the end of a roadway.

'''Standard. '''When used, object markers (see [[#fig903.3.70|Figure 903.3.70]]) shall not have a border and shall consist of an arrangement of one or more of the following types:

Type 1—a diamond-shaped sign, at least 18 inches on a side, consisting of an all-yellow retroreflective sign (OM1-3).

Type 2—an all-yellow horizontal or vertical retroreflective sign (OM2-2V or OM2-2H), measuring 6 x 12 inches.

Type 3—a striped marker, 12 x 36 inches, consisting of a vertical rectangle with alternating black and retroreflective yellow stripes sloping downward at an angle of 45 degrees toward the side of the obstruction on which traffic is to pass. The minimum width of the yellow and black stripes shall be 3 inches.

Type 4—a diamond-shaped sign, at least 18 inches on a side, consisting of an all-red retroreflective sign (OM4-3).

'''Support. '''Type 3 object markers with stripes that begin at the upper right side and slope downward to the lower left side are designated as right object markers (OM3-R). Object markers with stripes that begin at the upper left side and slope downward to the lower right side are designated as left object markers (OM3-L). Object markers with chevron stripes that slope downward to both the lower left and lower right sides are designated as center object markers (OM3-C).

'''Guidance. '''When used for marking obstructions within the roadway or obstructions that are 8 feet or less from the shoulder or curb, the minimum mounting height, measured from the bottom of the object marker to the elevation of the near edge of the traveled way, should be 4 feet.

When used to mark obstructions more than 8 feet from the shoulder or curb, the clearance from the ground to the bottom of the object marker should be at least 4 feet.

Object markers should not present a vertical or horizontal clearance obstacle for pedestrians.

'''Option. '''When object markers or markings are applied to an obstruction that by its nature requires a lower or higher mounting, the vertical mounting height may vary according to need.

{{SpanID|fig903.3.70}}
[[File:Figure 903.3.70 Object Markers.png|thumb|center|400px|alt=|'''Figure 903.3.70''' Object Markers]]

=={{SpanID|903.3.71}}903.3.71 Object Markers for Obstructions Within the Roadway (MUTCD Section 2C.71)==

'''Standard. '''Obstructions within the roadway shall be marked with a Type 1 or Type 3 object marker. In addition to markers on the face of the obstruction, warning of approach to the obstruction shall be given by appropriate pavement markings (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B) #620.2.15|EPG 620.2.15]]).

'''Option. '''To provide additional emphasis, a Type 1 or Type 3 object marker may be installed at or near the approach end of a median island.

To provide additional emphasis, large surfaces such as bridge piers may be painted with diagonal stripes, 12 inches or greater in width, similar in design to the Type 3 object marker.

'''Standard. '''The alternating black and retroreflective yellow stripes (OM3-L, OM3-R) shall be sloped down at an angle of 45 degrees toward the side on which traffic is to pass the obstruction. If traffic can pass to either side of the obstruction, the alternating black and retroreflective yellow stripes (OM3-C) shall form chevrons that point upwards.

'''Option. '''Appropriate signs (see [[903.2 Regulatory Signs and Barricades (MUTCD Chapter 2B) #903.2.34|EPG 903.2.34]] and [[#903.3.20|903.3.20]]) directing traffic to one or both sides of the obstruction may be used instead of the object marker.

=={{SpanID|903.3.72}}903.3.72 Object Markers for Obstructions Adjacent to the Roadway (MUTCD Section 2C.72)==

'''Support. '''Obstructions not actually within the roadway are sometimes so close to the edge of the road that they need a marker. These include underpass piers, bridge abutments, handrails, ends of traffic barriers, utility poles, and culvert headwalls. In other cases there might not be a physical object involved, but other roadside conditions exist, such as narrow shoulders, drop-offs, gores, small islands, and abrupt changes in the roadway alignment, that might make it undesirable for a road user to leave the roadway, and therefore would create a need for a marker.

'''Standard. '''Type 3 object markers shall be used to mark all obstructions within 3 feet of the edge of the travel lane or edge of the shoulder when shoulders are present (paved or aggregate). Type 3 object markers shall not be used to mark obstructions located beyond 8 feet of the edge of the travel lane or edge of the shoulder. See [[#fig903.3.72.1|Figures 903.3.72.1]] and [[#fig903.3.72.2|903.3.72.2]] for standard applications of Type 3 object markers.

'''Option. '''Type 3 object markers may be used to mark obstructions located 3 feet to 8 feet from the edge of the travel lane or edge of the shoulder based on engineering judgment. See [[#fig903.3.72.1|Figures 903.3.72.1]] and [[#fig903.3.72.2|903.3.72.2]] for standard applications of Type 3 object markers.

'''Guidance. '''If a Type 2 or Type 3 object marker is used to mark an obstruction adjacent to the roadway, the edge of the object marker that is closest to the road user should be installed in line with the closest edge of the obstruction.

When a marker is applied to the approach ends of guardrail or crash cushion terminals it should have the appearance of a Type 3 object marker and should be directly affixed, without a substrate, to the approach end of the guardrail or crash cushion and generally conform to the size and shape of the approach end of the guardrail or crash cushion.

'''Standard. '''Type 1 and Type 4 object markers shall not be used to mark obstructions adjacent to the roadway.

'''Guidance. '''Standard warning signs in this Chapter should also be used where applicable.

{{SpanID|fig903.3.72.1}}
[[File:Figure 903.3.72.1 Standard Application of Type 3 Object Markers Objects 2' or Less From Edge of Travel Lane_Shoulder.png|thumb|center|800px|alt=|'''Figure 903.3.72.1''' Standard Application of Type 3 Object Markers Objects 2' or Less From Edge of Travel Lane/Shoulder]]

{{SpanID|fig903.3.72.2}}
[[File:Figure 903.3.72.2 Standard Application of Type 3 Object Markers Objects Greater Than 2' From Edge of Travel Lane_Shoulder.png|thumb|center|800px|alt=|'''Figure 903.3.72.2''' Standard Application of Type 3 Object Markers Objects Greater Than 2' From Edge of Travel Lane/Shoulder]]

=={{SpanID|903.3.73}}903.3.73 Object Markers for Ends of Roadways (MUTCD Section 2C.73)==

'''Support. '''The Type 4 object marker is used to warn and alert road users of the end of a roadway in other than construction or maintenance areas.

'''Standard. '''If an object marker is used to mark the end of a roadway, a Type 4 object marker shall be used. See ([https://www.modot.org/media/51221 Section 903 of the Missouri Standard Plans for Highway Construction]) for installation details.

'''Option. '''The Type 4 object marker may be used in instances where there are no alternate vehicular paths.

'''Standard. '''The minimum mounting height, measured vertically from the bottom of a Type 4 object marker to the elevation of the near edge of the traveled way, shall be 4 feet.

'''Guidance. '''Appropriate advance warning signs in EPG 903.3 should be used.

=={{SpanID|903.3.74}}903.3.74 Shoulder Barricade Assembly==

[[image:GB-1.gif|thumb|center|125px|<center>'''GB-1'''</center>]]

'''Option.''' Shoulder barricades may be used for added emphasis of standard warning sign installations at the direction of the engineer.

'''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 [[#fig903.3.74|Figure 903.3.74]] for typical construction.

GB-1R shoulder barricades shall be installed on the right side of the roadway and have diagonal stripes sloping downward from the right to the left.

GB-1L shoulder barricades shall be installed on the left side of the roadway and have diagonal stripes sloping downward from the left to the right.

'''Option.''' Supplemental signs may be installed on the shoulder barricade at the direction of the engineer.

'''Guidance.''' Shoulder Barricades should be installed on the appropriate size on wide flanged structural steel posts.

{{SpanID|fig903.3.74}}
[[File:Figure 903.3.74 Shoulder Barricade Assembly.png|thumb|center|alt=|650px|<center>'''Figure 903.3.74''' Shoulder Barricade Assembly</center>]]