Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads

Fourth Edition, 2017

Kansas County Highway Association Kansas Association of Counties Kansas LTAP meets the needs of road and bridge departments Kansas Local Technical Assistance Program in local governments for information, training and technical assistance.

1536 West 15th Street Room G520 Lawrence, Kansas 66045 phone: (785) 864-5658 fax: (785) 864-3199 www.ksltap.org Printing, design and technical assistance for this handbook was provided by the Kansas Local Technical Assistance Program at the Kansas University Transportation Center.

The Kansas University Transportation Center makes no claims, promises or guarantees about the accuracy, completeness, or adequacy of the contents of this handbook and expressly disclaims liability for errors and omissions in its contents. Any engineering practices and procedures set forth in this handbook shall be implemented by or under the supervision of a licensed professional engineer in accordance with Kansas state statutes dealing with the technical professions.

The University of Kansas is an equal opportunity/affirmative action institution.

Cover photo: Gerald J. Wiens, Fur & Feathers Photography, Marion KS. wiensphoto.com KANSAS HANDBOOK OF TRAFFIC CONTROL GUIDANCE FOR LOW-VOLUME RURAL ROADS

FORWARD The purpose of the Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads (a.k.a. Kansas LVR Handbook) is to provide guidance to counties and townships for complying with the Manual on Uniform Traffic Control Devices (MUTCD), 2009 Edition with Revisions 1 and 2 on their low-volume rural roads. The standards in the MUTCD apply to all public roads, but the application of the standards and guidance is based on engineering judgment. Engineering judgment takes into account site-specific conditions including the type of road and characteristics of drivers and vehicles using the road. This Handbook provides help for interpreting the guidance statements in the MUTCD. The statewide use of this Handbook should result in more consistent signing of local roads for more consistent driver expectations.

The MUTCD details the standards, recommendations and options for traffic control devices on public roads in Kansas and most of the United States. This Handbook is relatively brief because it was developed to just include typical situations that might be encountered in a rural area on low-volume roads. Refer to the MUTCD for situations not included in this Handbook. Use the guidance in this Handbook only on low-volume rural roads.

Counties and townships in Kansas maintain about 109,000 miles of road. At the time of publication only 19 of 105 counties and no townships have professional engineers on staff. Therefore, Kansas has a vast majority of counties and townships with limited technical training on the application of the MUTCD to the roads for which they are responsible. Each agency is expected to abide by the requirements in the MUTCD and to exercise engineering judgment on the proper application of those requirements and recommendations. The Kansas LVR Handbook is intended for county engineers, county road supervisors, township boards, and other local officials with rural road responsibilities. DISCLAIMER This LVR Handbook is meant to provide completely compatible, supplementary material as an aid to understanding and complying with the Manual on Uniform Traffic Control Devices, 2009 Edition (MUTCD). In the case of any actual or implied difference between this Handbook and the MUTCD, the MUTCD would govern. The Kansas LVR Handbook provides guidance on complying with the MUTCD and is not a standard. ACKNOWLEDGEMENT AND HISTORY This document is the fourth edition of what was previously titled Handbook of Traffic Control Practices for Low- Volume Rural Roads. The previous editions were dated 1981, 1991 and 2005, and are superseded by this Hand- book. Much of the content of this Handbook is based on the previous editions and the work of the previous project directors: Dr. Bob L. Smith, P.E. and Dr. Eugene R. Russell, P.E. of the Civil Engineering Department at Kansas State University. KANSAS HANDBOOK OF TRAFFIC CONTROL GUIDANCE FOR LOW-VOLUME RURAL ROADS

Principal Author Advisory Committee: Norman L. Bowers, P.E. & P.S. Design and Maintenance Standards Committee of Kansas Local Road Engineer County Highway Association: Kansas Association of Counties Keith Browning, P.E., Douglas County Topeka, Kansas Penny L. Evans, P.E., Sedgwick County Leon Hobson, P.E., Riley County Technical Advisor Darryl Lutz, P.E., Butler County Mehrdad Givechi, P.E., PTOE Glen Tyson, Osage County Traffic/Safety Engineer Tod Salfrank, Kansas Department of Transportation, Kansas LTAP, University of Kansas Transportation Center Bureau of Local Projects Lawrence Kansas

TABLE OF CONTENTS

CHAPTER 1 - INTRODUCTION �� 1 CHAPTER 3 - GENERAL PRINCIPLES OF SIGN LOCATION �� 10 1.0 The MUTCD ��1 3.0 Requirements of Traffic Control Devices ��10 1.1 Traffic Control Devices Definition ��1 3.1 General Visibility Considerations ��10 1.2 Low-Volume Road Definition ��1 3.2 Side of Road ��10 1.3 Engineering Judgment ��1 3.3 Separate Posts ��10 1.4 Engineering Study ��1 3.4 Orientation ��10 1.5 Standards, Guidance, Option and Support Headings ��2 3.5 Vertical Placement (Mounting Height) ��10 1.6 Basis for Installing Traffic Control Devices ��2 3.6 Lateral Placement ��11 1.7 Interpreting Guidance on Low-Volume Road ��2 3.7 Longitudinal Placement of Regulatory Signs ��11 1.8 Implementing MUTCD Revisions ��3 3.8 Longitudinal Placement of Advance Warning Signs ��12 1.9 Maintenance ��3 3.9 Size of Signs ��13 1.10 Retroreflectivity of Signs ��4 3.10 Sign Support Systems (Posts) ��14 1.11 Sign Classifications ��4 1.12 Pavement Markings ��5

CHAPTER 4 - HORIZONTAL ALIGNMENT AND INTERSECTION WARNING SIGNS �� 15 CHAPTER 2 - DRIVER BEHAVIOR PRINCIPLES �� 6 4.0 General ��15 2.0 Driver Expectancy ��6 4.1 Intersection Warning Signs ��15 2.1 Consistency ��6 4.2 Horizontal Alignment Warning Signs ��16 2.2 Road Classification ��7 4.3 Chevron Alignment Sign (W1-8) ��17 4.4 Delineators ��18 CHAPTER 5 - COMMON WARNING SIGNS �� 19 CHAPTER 8 - NARROW BRIDGES, CULVERTS AND ROADSIDE OBSTACLES �� 27 5.0 STOP AHEAD and YIELD AHEAD Signs (W3-1 and W3-2) ��19 8.0 General ��27 5.1 REDUCED SPEED LIMIT AHEAD Signs 8.1 Positive Guidance ��27 (W3-5 and W3-5a) ��19 8.2 Tapering Technique ��27 5.2 DEAD END or NO OUTLET Sign 8.3 NARROW BRIDGE Sign (W5-2) ��28 (W14-1, W14-1a, W14-2, W14-2a) ��19 8.4 ONE LANE BRIDGE Sign (W5-3) ��28 5.3 NO TRAFFIC SIGNS Sign (W18-1) ��19 8.5 Object Markers ��28 5.4 ROAD MAY FLOOD Sign (W8-18) ��20 8.6 Markings for Objects Within the Roadway ��29 5.5 SCHOOL BUS STOP AHEAD Sign (S3-1) ��20 8.7 Markings for Objects Adjacent to the Roadway ��29 5.6 Vehicular Traffic Warning Sign (W11 Series and W8-6) ��20 8.8 Object Markers and Farm Equipment ��30 5.7 Non-Vehicular Warning Signs (W11 Series) ��20 5.8 Supplemental Plaques ��20

5.9 End of Road Markers (OM-4) ��21 CHAPTER 9 – LOW-WATER STREAM 5.10 NO PASSING ZONE Sign (W14-3) ��21 CROSSINGS �� 31 5.11 PAVEMENT ENDS Sign (W8-3) ��21 9.0 General ��31 9.1 ROAD MAY FLOOD Sign (W8-18) ��31 9.2 IMPASSABLE DURING HIGH WATER Sign ��31 CHAPTER 6 - REGULATORY SIGNS �� 22 9.3 DO NOT ENTER WHEN FLOODED ��31 6.0 Introduction ��22 9.4 Advisory Speed Plaque (W13-1P) and Supplemental 6.1 STOP and YIELD Signs (R1-1 and R1-2) ��22 Distance Plaque (W16-2P) ��31 6.2 MULTI-WAY STOP ��23 9.5 Guidance on Signing ��31 6.3 SPEED LIMIT Sign (R2 Series) ��23 9.6 Longitudinal Placement of Signs ��31 6.4 WEIGHT LIMIT Signs (R12-1 to R12-5) ��23

CHAPTER 10 - TEMPORARY TRAFFIC CONTROL �� 32 CHAPTER 7 - RAILROAD GRADE CROSSINGS �� 24 10.0 General Guidance ��32 7.0 Description and Use of Key Traffic Control Devices ��24 10.1 Detours ��32 7.1 Crossbuck Assembly ��24 10.2 Flagger Qualifications ��32 7.2 STOP and YIELD Signs on Crossbuck ��24 10.3 High-visibility Safety Apparel ��32 7.3 STOP AHEAD and YIELD AHEAD Signs ��24 10.4 Channelization Devices ��32 7.4 Pavement Markings ��25 10.5 Type 3 Barricade ��33 7.5 Advance Warning Signs (W10 Series) ��25 10.6 Temporary Traffic Control Signs for 7.6 Low-Ground Clearance Highway-Rail Grade Low-Volume Roads ��33 Crossing Sign (W10-5) ��26 10.7 Workers Signs (W21-1 and W21-1a) ��33 7.7 Rough Crossing Sign (W10-15P) ��26 10.8 Detour Signs (M4-9 and M4-10) ��33 10.9 Road Closed Sign (R11-2) ��33 10.10 Local Traffic Only Signs (R11-3a and R11-4) ��33 10.11 Mounting of Temporary Traffic Control Signs ��34 10.12 Typical Applications (TA) General Items ��34 10.13 Position of Advance Warning Signs in Work Zones ��34 10.14 Typical Application - Gravel Road Maintenance (Dragging) ��34 10.15 Typical Application - Mobile Operations on Road Type B, C, and D ��34 10.16 Typical Application – Mobile Operations (Patching-Striping) on Paved Road Type A�� 34 10.17 Typical Application - Lane Closure on Minor Road Types B and and C ��35 10.18 Typical Application - Lane Closure Using Flagger ��36 10.19 Typical Application: Self-Regulating Work Zone ��37 10.20 Typical Application - Road Closure ��38

BIBLIOGRAPHY AND REFERENCES �� 39 KANSAS HANDBOOK OF TRAFFIC CONTROL GUIDANCE FOR LOW-VOLUME RURAL ROADS

“A low-volume road shall be a facility lying outside of built-up areas of cities, towns, and communities, and it shall have a traffic CHAPTER 1 - INTRODUCTION volume of less than 400 Annual Average Daily Traffic (AADT).”

A residential street in a neighborhood is not a low-volume road. This Handbook uses the same definition of a low-vol- 1.0 The MUTCD ume road as the MUTCD. The Federal Highway Administration (FHWA) develops a national traffic control devices manual through the federal 1.3 Engineering Judgment rule making process. This federal manual is currently the Section 1A-13 of the MUTCD defines engineering Manual on Uniform Traffic Control Devices, 2009 Edition judgment as: with Revisions 1 and 2 (MUTCD). The MUTCD is recognized as the national standard for traffic control devices on “Engineering Judgment - the evaluation of available pertinent public streets, roads, and highways, as well as private roads information, and the application of appropriate principles, open to public travel. Kansas law (K.S.A.8-2003) directs the provisions, and practices as contained in this Manual and other Secretary of Transportation to adopt a manual and specifica- sources, for the purpose of deciding upon the applicability, design, tions for a uniform system of traffic control devices for use operation, or installation of a traffic control device. Engineering upon highways within Kansas. K.S.A. 8-126 (s) defines a judgment shall be exercised by an engineer, or by an individual highway as “every way or place of whatever nature open to working under the supervision of an engineer, through the ap- the use of the public as a matter of right for the purpose of plication of procedures and criteria established by the engineer. vehicular travel. The term “highway” shall not be deemed to Documentation of engineering judgment is not required.” include a roadway or driveway upon grounds owned by private owners, colleges, universities or other institutions.” On In Sec. 1A.09, the MUTCD recognizes there are agencies December 16, 2011, the Secretary of Transportation adopted without engineers on staff, and provides support for techni- the 2009 Edition of the MUTCD for use on highways within cal training and guidance. Agencies without engineers need Kansas. The MUTCD can be downloaded at no charge from to exercise common sense and engineering judgment to the FHWA website. carry out the intent of the MUTCD. Some engineering judgment is included in the guidance provided in this Handbook. In this Handbook, where written material has been copied If unsure of a situation, agencies that do not have trained verbatim from the MUTCD, it is italicized and shown in quo- engineers on their staffs should seek training or engineering tation marks. Important changes from previous versions of assistance from others. Kansas has a Local Technical Assis- the MUTCD are underlined for emphasis. tance Program (LTAP) that provides training and technical assistance to local highway agencies. Assistance may also be 1.1 Traffic Control Devices Definition obtained from a neighboring agency, Kansas Association of Section 1A.13 of the MUTCD defines a traffic control device: Counties, Kansas Department of Transportation, or a con- sulting engineer. “Traffic Control Device - a sign, signal, marking, or other device used to regulate, warn, or guide traffic, placed on, over, or 1.4 Engineering Study adjacent to a street, highway, private road open to public travel, Section 1A-13 of the MUTCD defines an engineering study as: pedestrian facility, or shared-use path by authority of a public agency or official having jurisdiction, or, in the case of a private “Engineering Study - the comprehensive analysis and evaluation of road open to public travel, by authority of the private owner or available pertinent information, and the application of appro- private official having jurisdiction.” priate principles, provisions, and practices as contained in this Manual and other sources, for the purpose of deciding upon the On low-volume rural roads there are seldom signals or pave- applicability, design, operation, or installation of a traffic control ment markings and the predominant traffic control devices device. An engineering study shall be performed by an engineer, are signs and object markers. or by an individual working under the supervision of an engineer, through the application of procedures and criteria established by 1.2 Low-Volume Road Definition the engineer. An engineering study shall be documented.” Part 5 of the MUTCD applies to low-volume roads. Section 5A.01 of the MUTCD defines a low-volume road:

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 1 The MUTCD requires an engineering study for the following: To emphasize and differentiate standards from guidance, options and support, standards are printed in bold print in • 2B.04 - STOP or YIELD sign placement at intersection on both the MUTCD and this Handbook. higher volume roadway. • Sec 2B.07 - All way stop control at intersection 1.6 Basis for Installing Traffic Control Devices Section 1A.09 of the MUTCD states that the MUTCD de- • Sec 2B.13 and 5B.03 - Speed Zones* scribes the application of traffic control devices, but shall not • Sec 2C.08 - Advisory speed plaque on curve sign be a legal requirement for their installation. The MUTCD provides Standards, Guidance, and Options for design and • Sec 3B.02 - Location of No Passing Zones applications of traffic control devices, but should not be • Sec 8B.04 - STOP sign at passive railroad crossings considered a substitute for engineering judgment. For low- *Note: See K.S.A. 8-1560 for Kansas specific speed limit re- volume roads, the Standards, Guidance, Option and Support quirements. of the MUTCD’s Section 5 apply. If the situation cannot be found in Section 5, then other sections of the MUTCD may 1.5 Standards, Guidance, Option and Support Headings be applicable. The MUTCD has four categories of text: Standard, Guidance, Option, and Support. These four categories define the level The decision to use a particular device at a particular location of compliance required or nature of the text that follows. The should be made on the basis of either an engineering study general format of each section of the MUTCD will contain or the application of engineering judgment. Engineering Standards, Guidance, Options, and Support. study or judgment is not an arbitrary decision but is based on the totality of the circumstances. Signs should be used Section 1A.13 contains the definitions: only where warranted by facts and field conditions. Signs are essential where special regulations apply at specific places or “Standard: at specific times, or where hazards are not self-evident. For 01 When used in this Manual, the text headings of Standard, both an engineering study or judgment, factors to be consid- Guidance, Option, and Support shall be defined as follows: ered include type of area, type of road, use of the road, types of vehicles traveling the road, traffic volume, speed, consis- A. Standard - a statement of required, mandatory, or tency, sight distance, and perhaps more. specifically prohibitive practice regarding a traffic control device. All Standard statements are labeled, and the text 1.7 Interpreting Guidance on Low-Volume Road appears in bold type. The verb “shall” is typically used. In the MUTCD, guidance is a statement of recommended, The verbs “should” and “may” are not used in Standard but not mandatory, practice in a typical situation, with statements. Standard statements are sometimes modified deviations allowed if engineering judgment or an engineer- by Options. ing study indicates the deviations to be appropriate. Major factors in interpreting applicability of a guidance statement B. Guidance - a statement of recommended, but not mandatory, are the road type and site-specific conditions. Drivers expect practice in typical situations, with deviations allowed if engineer- and need less traffic control on low-volume roads. The guid- ing judgment or engineering study indicates the deviation to be ance statements (recommendations) in the MUTCD are less appropriate. All Guidance statements are labeled, and the text applicable for roads that are less traveled and less improved. appears in unbold type. The verb “should” is typically used. This Handbook provides help in interpreting MUTCD guid- The verbs “shall” and “may” are not used in Guidance statements. ance statements for use on low-volume roads. Guidance statements are sometimes modified by Options. Interpretation of guidance statements in this LVR Handbook C. Option - a statement of practice that is a permissive condition are the opinions of the author based on research, studies, and carries no requirement or recommendation. Option state- typical practice and experience on low-volume roads. These ments sometime contain allowable modifications to a Standard or interpretations have been reviewed for reasonableness and Guidance statement. All Option statements are labeled, and the current practice by the advisory committee. Advisory com- text appears in unbold type. The verb “may” is typically used. The mittee members are engineers and supervisors at the county verbs “shall” and “should” are not used in Option statements. level who have decades of experience in practical application and engineering judgment related to low-volume roads. D. Support - an informational statement that does not convey The daily exposure at the county level to issues involving any degree of mandate, recommendation, authorization, prohibi- low-volume roads, such as traffic control, crashes, citizen ex- tion, or enforceable condition. Support statements are labeled, pectations, budget limitations and maintenance issues makes and the text appears in unbold type. The verbs “shall,” “should,” county engineers uniquely qualified to make engineering and “may” are not used in Support statements.” judgments on traffic control devices. The official using this LVR Handbook needs to consider the recommendations of

2 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 the Handbook along with the specific site conditions and appear in this revised table have been eliminated.) A brief local knowledge to provide consistent traffic control prac- listing of compliance dates for typical signs and requirements tices. The objective is to provide a roadway system in which that apply to low-volume roads is shown below. a prudent driver, even a stranger to the area, will be able to safely travel the roads. 1.9 Maintenance The MUTCD addresses sign maintenance in two sections 1.8 Implementing MUTCD Revisions listed below. While maintenance is not categorized as a stan- When a new MUTCD is adopted, complying with the revi- dard in the MUTCD, inadequate maintenance of signs is a sions in the new version is accomplished in two ways: 1) All common claim in lawsuits seeking damages from road agen- new installations and existing signs that are no longer ser- cies. Maintenance is not considered a discretionary decision viceable when replaced due to damage, age, etc. shall comply in the Kansas Tort Claims Act. with the new MUTCD; or 2) some revisions are published with compliance dates. These dates are listed in Table I-2 “Section 1A.05 Maintenance of Traffic Control Devices in the introduction section of the MUTCD. See Table I-2 of Revision 2 of the 2009 MUTCD for a full list of compliance Guidance: dates. (All compliance dates that were previously published 01 Functional maintenance of traffic control devices should be in Table I-2 of the original 2009 MUTCD and that do not used to determine if certain devices need to be changed to meet current traffic conditions.

Table 1-2 Target Compliance Dates

2009 MUTCD Compliance Section Number(s) Specific Provision Date and Title

Implementation and continued use of an assessment or management method that is 2 years from the 2A.08 Maintaining designed to maintain regulatory and warning effective date of this Minimum Retroreflectivity sign retroreflectivity at or above the established revision of the 2009 minimum levels (see Paragraph 2) MUTCD*

Crashworthiness of sign supports on roads with January 17, 2013 2A.19 Lateral offset posted speed limit of 50 mph or higher (see (date established in Paragraph 2) the 2000 MUTCD)

New requirement in the 2009 MUTCD that all 6D.03** Worker Safety workers within the right-of-way shall wear high- December 31, 2011 Considerations visibility apparel (see Paragraphs 4, 6, and 7)

New requirement in the 2009 MUTCD that all 6E.02** High-Visibility flaggers within the right-of-way shall wear high- December 31, 2011 Safety Apparel visibility apparel

8B.03, 8B.04 Grade Crossing Retroreflective strip on Crossbuck sign and (Crossbuck) Signs and support (see Paragraph 7 in Section 8B.03 and December 31, 2019 Supports Paragraphs 15 and 18 in Section 8B.04)

8B.04 Crossbuck Assemblies New requirement in the 2009 MUTCD for the use with YIELD or STOP Signs of STOP or YIELD signs with Crossbuck signs at December 31, 2019 at Passive Grade Crossings passive grade crossings

* Types of signs other than regulatory or warning are to be added to an agency’s management or assessment method as resources allow. ** MUTCD requirement is a result of a legislative mandate.

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 3 02 Physical maintenance of traffic control devices should be per- 3. Blanket replacement of all signs in an area based on esti- formed to retain the legibility and visibility of the device, and mated sign life. to retain the proper functioning of the device. A sign inventory is not a requirement, but will allow for Support: better management and may reduce long- term costs. Many 03 Clean, legible, properly mounted devices in good working tools are available to meet the new requirements. FHWA has condition command the respect of road users. a booklet on conducting a night time inspection. A sample sign assessment system and forms are available on the Kan- “Section 2A.22 Maintenance sas County Highway Association (KCHA) website.

Guidance: 1.11 Sign Classifications 01 Maintenance activities should consider proper position, clean- Functionally, signs are classified as Regulatory, Warning liness, legibility, and daytime and nighttime visibility (see Sec- and Guide. tion 2A.09). Damaged or deteriorated signs, gates, or object markers should be replaced. Regulatory signs give notice of traffic laws or regulations, 02 To assure adequate maintenance, a schedule for inspecting and normally require a resolution to be legally enforceable. (both day and night), cleaning, and replacing signs, gates, and Regulatory signs are colored white, red, or black. 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, gates, or object markers at the first opportunity. 03 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. R5-1 R10-11c R1-1 R2-1 04 A regular schedule of replacement of lighting elements for il- luminated signs should be maintained.” Warning signs give notice of unexpected conditions on or 1.10 Retroreflectivity of Signs adjacent to the roadway, and to situations that might not be Sec 2A.07 of the MUTCD states that regulatory, warning, and readily apparent to road users. Warning signs alert road users guide signs shall be retroreflective and shall have the same to conditions that could require a reduction of speed or an shape and similar color day and night. Sec 2A.08 relates action in the interest of safety and efficient traffic operations. to retroreflectivity of signs and requires the implementa- Traffic citations cannot be issued because of non-compliance tion and continued use of an assessment or management with a warning sign. Warning signs are yellow, except work method that is designed to maintain regulatory and warning zone warning signs are orange. sign retroreflectivity at or above the established minimum levels. The sign assessment or management method includes the agency’s procedures for sign inspection, the inspection schedule, the responsibility of various sign-related positions, documentation of sign data, and record retention. The sign assessment system needs to be written, and an agency also needs to document that the system is being maintained. These documents need to be preserved for a number of years. W5-1 W13-3 W3-1a W9-2

There are a number of methods to check the retroreflectivity of signs, or an agency can choose to replace the signs for Guide signs show route designations, destinations, direc- which retroreflectivity is expected to fall below minimum tions, distances, services, points of interest, and other geo- levels. The methods most likely to be feasible for smaller graphical, recreational, or cultural information. Guide signs agencies are: are not usually placed on low-volume roads and are not 1. Annual night time inspection by a trained observer. included in this Handbook. 2. Replacement of individual signs based on estimated sign life or retroreflectivity measurements.

4 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 1.12 Pavement Markings Pavement Markings are commonly referred to as center line and edge line striping and also include crosswalks and stop bars. There are few paved low-volume roads in Kansas with pavement markings, so pavement marking will only be mentioned briefly in this section. Pavement marking for low- volume roads is discussed in Section 5E of the MUTCD and more details are included in Part 3 of the MUTCD.

The purpose of markings on highways is to provide guidance and information for road users about roadway conditions and restrictions. Edge line markings may be placed on highways with or without center line markings. Center line markings may be placed on highways with or without edge line markings. Where center line markings are installed, no- passing zones must also be marked. Edge lines and center lines can be placed just at features such as horizontal curves, narrow bridges, pavement width transitions, and curves.

Section 5E.02 of the MUTCD gives the following guidance on center line markings:

“Guidance: 02 Center line markings should be used on paved low-volume roads consistent with the principles of this Manual and with the policies and practices of the road agency and on the basis of either an engineering study or the application of engineering judgment.”

Section 5E.03 of the MUTCD gives the following guidance on edge line markings:

“Guidance: 02 Edge line markings should be considered for use on paved low- volume roads based on engineering judgment or an engineering study.”

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 5 2.1 Consistency Consistency relates to the “sameness” of the nature of the CHAPTER 2 - DRIVER BEHAVIOR PRINCIPLES road from one section to another. Inconsistencies are sudden changes in the nature of the road. Inconsistencies violate a driver’s expectancy. Either the road should be made consistent, which can be impractical, or something should be The MUTCD provides standards and guidance on appropri- done to correct the driver’s expectancy (i.e. give the driver ate traffic control devices in described situations. Sometimes information specific to the situation). In the case of a hidden engineering studies, but usually engineering judgment, are curve in a nearly straight roadway, the use of a curve warn- used to determine if the traffic control device will be appro- ing sign with, perhaps, an advisory speed plaque should priate, effective and warranted at a particular location. More correctly restructure the driver’s expectancy. After seeing the effective use of the LVR Handbook and the MUTCD is pos- curve sign, with advisory speed plaque, the driver expects sible when the user has an understanding of some principles the curve, knows whether the road curves left or right, and relating to driver behavior, including expectancy, positive knows the speed at which the curve can be comfortably and guidance, and consistency. safely driven. Other examples of inconsistencies are:

2.0 Driver Expectancy • A 2-lane road suddenly narrowing to a 1-lane road. People, in general, expect things to operate in certain ways. When entering a dark room, a person will expect to find • A blacktop road changing to a gravel road. an on-off toggle switch for the lights. One also expects • A bridge narrower than the approaching roadway. the switch will operate up for on and down for off. When • A blind intersection in an area where most intersections it works the other way around, or when there is a rheo- have clear sight distances. stat knob, it takes a bit longer to respond to what is actually there. The same situation occurs with drivers. When a driver’s expectancy does not match conditions, either it Whether or not a situation is an inconsistency may depend takes longer to respond properly or, even worse, the driver on the direction in which the driver is traveling, and what may respond poorly or incorrectly (Alexander, G.J. and H. he/she has experienced in the last half to mile or so. Lunenfeld, 1973). If, for example, a curve sign indicates a curve to the right but the road actually curves to the left, one can imagine the difficulty a driver would have in properly Figure 2-1 Plan View of a Road negotiating the curve at night.

What a driver expects on a road is greatly influenced by what was experienced on the previous section of that road. Studies have shown what a driver has seen - presence or absence of traffic control devices, road surface type, condition and width, narrow bridges or culverts, etc. (this might be called the “roadway environment”) - is what the driver expects for the next half to 1 mile. A driver, traveling from location 1 to 4 in Figure 2-1, finds the first part of the road (between 1 and 2) very consistent. Driver expectancy is affected not only by very recent experi- There is hardly time to pick up speed before seeing or being ences but also by the things drivers have learned through on another curve. After passing 2, the road is straight for past experiences (e.g. stop signs are red, curve warning approximately a mile, and the driver now expects the road to signs are yellow and diamond shaped, construction signs are continue straight. If the first curve (at 3) cannot be seen well orange, etc.) Consistent use and placement of traffic control in advance, it would be a surprise to have to drive around devices can do a great deal toward ensuring the driver’s ex- three sharp curves (between 3 and 4). Obviously, some expectancy is appropriate to the conditions. This is particularly pectancy restructuring should improve safety, and signing is true for drivers not familiar with the roadway. The unfamiliar likely the best way to do it. For the driver traveling from 1 to driver should be considered when signing a roadway. 4, signs should not be needed at 1 or between 1 and 2 since the alignment is consistent. A winding road sign prior to 3 Driver expectancy is also affected by the type of road, such (perhaps with an advisory speed plaque) should be sufficient as an interstate highway, state highway, county or township to give the driver enough information to handle the situa- road. The driver expects to drive each of these with different tion. Now, consider the driver traveling from 4 to 1. Likely, levels of caution. the driver will need a winding road sign (perhaps with speed plaque) placed prior to 4. From 3 to 2, the driver’s expec-

6 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 tancy builds and more of the same straight road is expected. dominant traffic is farm related and occurs during the grow- Prior to 2, an advance winding road sign is likely needed for ing season. Type C roads are muddy and difficult to travel the unfamiliar driver to know what to expect. in wet weather. In dry weather, some traffic will shortcut on Type C roads. Traffic counts are low and oncoming traffic is 2.2 Road Classification rarely encountered. As noted earlier, a driver’s expectancy is influenced by the type of road being traveled and how the driver perceives the Type D: Type D roads are one lane dirt roads that provides road. A driver observes the physical roadway characteristics only seasonal access to fields or pastures. Usually there is that influence his/her perception of a reasonable or comfort- grass between the wheel tracks. Traffic is only a few vehicles able operating speed and the degree of vigilance required to per week except perhaps during planting time or harvest. drive the road safely. The observed characteristics include Opposing traffic is rarely encountered and it is necessary to roadway width, type of surface, hills, curves, type of area, pull over and almost stop for an oncoming vehicle. A “mini- amount of traffic, riding quality, road surface drainage, and mum maintenance road” is a Type D road. the presence or absence of traffic control devices. The roadway characteristic a driver readily perceives creates It is important to understand that signing needs are based the driver’s expectancies. Upon entering a road, the physical on how a driver perceives the road, which in turn influ- characteristics are almost immediately seen by the driver. Af- ences how a driver drives the road. For example, a prudent ter driving a short distance, characteristics such as the width driver would drive a lightly traveled dirt road slowly and of road, type of surface, and riding quality will suggest an carefully. Very few signs are expected or needed, positive appropriate safe speed to a reasonably prudent driver. Once guidance may be adequate(see Chapter 8, Paragraph 8.1 for the driver has decided what kind of road it is, the driver will description of positive guidance), and signing needed only at choose how to drive the road. By knowing what a driver unusual situations. On roads that appear to have more traffic expects, inconsistencies can be identified and appropriate ac- and are wider, straighter and smoother, drivers tend to drive tions can be taken to lessen or remedy any problems. faster and expect more warning of inconsistencies. When exercising engineering judgment for considering installing a Table 2-1 shows guidance for selected inconsistencies for the traffic control device at a particular location, the type of road four Road Types. Note: Just as driver expectancies are differ- is an important consideration. ent for each Road Type (e.g. drivers expect a lower level of signing and maintenance on a Type C than on a Type B road), To aid in determining appropriate traffic control devices and inconsistencies are also different. For example, what may be to provide consistency in signing, roads can be classified into an inconsistent situation on a Type A road often is a consis- types that are readily perceived by a driver. Road classifica- tent situation on a Type C road, and on the Type C road may tions used in this Handbook include four types: require only positive guidance and little or no signing.

Type A: Type A roads are major roads that carry traffic long In summary, classifying the roads as Type A, B, C or D pro- distances. These include all the major and minor collectors vides guidance for agencies to treat all roads in a consistent designated on the county’s functional classification map. fashion relative to meeting the driver’s expectancy. Surfaced roads wide enough and with sufficient traffic to develop three wheel tracks are also included in this category. Type A roads usually have right-of-way and STOP or YIELD Figure 2-2 Type A Road with rock surface signs at side roads. Oncoming traffic is expected. Any paved or chip sealed road with continuous pavement markings outside a subdivision is Type A.

Type B: Type B roads are all weather (chip sealed, gravel, sand or rock surfaced) feeder roads to Type A roads. Type B roads predominantly provide access to farmsteads and homes. Type B roads may be mail and school bus routes. On- coming traffic is expected but infrequent, and it is generally necessary to drive to the right and slow down when meeting an oncoming vehicle. In the County Township Road System, a typical surfaced township road is a Type B unless the road has continuous pavement markings.

Type C: Type C roads are dirt roads (native soil surface) that provide dry weather access to fields and pastures. Pre-

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 7 Figure 2-3 Type A Road with sand surface Figure 2-6 Type C Road

Figure 2-4 Type B Road with chip seal surface Figure 2-7 Type C Road

Figure 2-5 Type B Road with rock surface Figure 2-8 Type D Road

8 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 Figure 2-9 Type D Road

Table 2-1 Guidance for Selected Situations and Signs by Road Type

Road Type

Signing Situation Type B Type D Type A Type C or Sign All Weather One Lane Dirt and Collectors Dirt Local Local Min. Maintenance

Should be signed Intersection sign: T, Y, Should be signed Should be signed if stopping sight or double arrow if no STOP sign if no STOP sign distance is inad- Not used equate

Flood Areas: Road May Flood sign May be used May be used Not used Not used

Should be signed Curve: Advance Warn- Should be signed if unusual for Not usually Not signed ing Signs area signed

Should be signed Turn: Advance Warn- Should be signed Should be signed if unusual for Not signed ing Signs area.

See section 4.2 Turn or Curve Advi- for recommenda- May be used Not usually used Not used sory Speed Plaque tions

Consider if curve Only if visibility Curve or Turn: Chev- or turn is un- of edge of road is Only in unusual Not used rons usual for area. obstructed. situations

Dead End Sign Not Applicable Should be used Not usually used Not used

Should use OM-4s Should use Should use if end is hazardous End of Road Not applicable OM-4s OM-4s if end is and not apparent in hazardous daylight

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 9 • Beyond the crest of a hill. • Where there are dips in the roadway. CHAPTER 3 - GENERAL PRINCIPLES OF SIGN LOCATION • Where a sign is too close to trees or other foliage that could grow and cover the sign face. • Where a sign would interfere with the driver’s visibility at intersections. Where the sign would obstruct the visibility 3.0 Requirements of Traffic Control Devices of another sign. The MUTCD and this Handbook provide basic principles and guidelines that govern the design and usage of traffic • Where a sign could be obscured by parked cars or farm control devices. It is important that these principles and machinery. guidelines be given consideration in the exercise of engineer- • Where a sign would create an obstruction for pedestrians, ing judgment for the selection and use of each device. To joggers, or bicyclists. be effective, a traffic control device should meet five basic requirements. They are: 3.2 Side of Road Signs should be located on the right side of the roadway 1. Fulfill a need; where they are easily recognized and understood by road 2. Command attention of drivers; users. Normally, signs on the left side of the road should be 3. Convey a clear, simple meaning to drivers; considered only as supplementary to signs on the right side of the road. 4. Command respect of drivers; and 5. Give adequate time for proper response by drivers. 3.3 Separate Posts Signs should be individually installed on separate posts or mountings except where: These requirements are met through properly designing, placing, and maintaining traffic control devices. Design refers • Plaques supplement the warning sign to size, color, shape, and message. The design is important in drawing attention to the device, conveying a clear meaning, • One sign supplements another and when combined with proper placement, can provide • Route or directional signs are grouped to clarify informa- adequate time for response by the driver. Generally, standard tion to motorists, signs shown in the MUTCD are adequate for low-volume roads. Some modification of a standard warning sign is ac- • Regulatory signs that do not conflict with each other are ceptable to more clearly represent a specific situation. grouped, such as street name signs posted with a stop or yield sign, or a parking regulation sign posted with a speed Sign placement of a traffic control device should assure that: limit sign.

• It can be easily seen by a driver, so it will command at- 3.4 Orientation tention and will also provide an adequate time for driver Signs should be vertically mounted at right angles to the response both day and night. direction of, and facing, the traffic that they are intended to • It is properly positioned with respect to the location, object serve. Signs with high intensity sheeting set close to the road or situation to which it applies to aid in conveying the may result in glare or mirror reflection. Glare can be reduced proper meaning. by rotating the sign slightly away from the road. On curved alignments, the angle of placement should be determined by • It is placed in a uniform and consistent manner. the direction of approaching traffic rather than by the road- • It is needed; unnecessary devices should be removed. way edge at the point where the sign is located.

3.5 Vertical Placement (Mounting Height) 3.1 General Visibility Considerations Section 2A.18 of the MUTCD establishes a standard that Due to the variability of field conditions on low-volume signs installed at the side of the road in rural districts shall roads, sign location cannot be standardized and judgment be at least 5 feet high, measured vertically from the bottom is usually required. A potential location for a sign should be of the sign to the near edge of the pavement (edge of traveled carefully checked before installing the sign to assure there is way on unpaved roads). Where parking or pedestrian move- no sight obstruction between the sign’s location and the mo- ments should occur, the clearance to the bottom of the sign torist’s point of observation. Some of the common locations shall be at least 7 feet. The height to the bottom of a second- to be avoided are: ary sign or plaque mounted below another sign may be 1 foot less than the height specified

10 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 3.6 Lateral Placement Enter When Flooded sign should be placed about 200 feet Section 2A.19 of the MUTCD contains guidance for post from a low-water crossing. mounted signs and states that the minimum lateral offset should be 12 feet from the edge of the traveled way. If a Section 2B.10 of the MUTCD states shoulder wider than 6 feet exists, the minimum lateral offset should be 6 feet from the edge of the shoulder. To minimize “02 The STOP or YIELD signs shall be located as close the possibility of drivers colliding with signs, traffic signs as practical to the intersection it regulates, while should be located as far as practical from the edge of the optimizing its visibility to the road user it is intended roadway. On many roads, placing signs 12 feet from the to regulate.” edge of road will put the sign in a ditch or visibility will be blocked by brush or trees. In these cases, use engineering Figure 2A-3 in the MUTCD shows a 6 feet to 12 feet mini- judgment to establish appropriate offset for visibility and mum distance from the edge of the road to the STOP or maintenance. Section 5A.04 of the MUTCD allows placement YIELD sign. Typically, this would be a minimum of 6 feet of signs closer than 12 feet from the edge of the roadway in measured from the edge of the shoulder, or 12 feet mea- certain circumstances: sured from the edge of the traveled way. Section 2B.10 of the MUTCD has an option for wide throat intersections to set the “03 A lateral offset of not less than 2 feet from the roadway sign up to 50 feet from the edge of the intersecting road. edge to the roadside edge of a sign may be used where roadside features such as terrain, shrubbery, and/or trees “Guidance: prevent lateral placement in accordance with Section 07 STOP or YIELD signs should not be placed farther than 50 2A.19.” feet from the edge of the pavement of the intersected roadway (see Drawing F in Figure 2A-3).”

Figure 3-1 Example of Height and Lateral Location of Signs (Part of Figure 2A-2 of the MUTCD) Figure 3-2 Example Locations of STOP and YIELD signs (Part of Figure 2A-3 of the MUTCD)

Note: Lateral offset is a minimum of 6 feet measured from the edge of the shoulder, or 12 feet measured from the edge of Note: Recommended lateral placement of signs is 12 ft. or the traveled way. See text in paragraph 3.6 above for lower greater from the traveled way; if clearance is not available minimums that may be used where lateral offset space is limited. the minimum is 2 ft.

3.7 Longitudinal Placement of Regulatory Signs Regulatory signs are placed at the point of regulation. Speed limit signs are placed at the point where the speed limit changes. Weight limit signs are traditionally placed at or near a bridge, but when a weight limit sign is replaced, consider placing the new sign in advance of the bridge to allow trucks additional distance to stop before the bridge. The Do Not

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 11 3.8 Longitudinal Placement of Advance Warning Signs ing judgment. They are normally considered minimum but The purpose of a warning sign is to provide advance warn- can be adjusted for roadway features, other signing and to ing to the road user of unexpected conditions on or adjacent improve visibility. Miscellaneous warning signs that advise to the roadway that might not be readily apparent. Warning drivers of potential hazards not related to a specific location signs should provide adequate time for the driver to per- may be installed in the most appropriate locations. These ceive, identify, decide, and perform any necessary maneuver. include DEER CROSSING and SOFT SHOULDER signs. The advance placement distances shown in Table 3-1 are for guidance purposes and should be applied with engineer-

Table 3-1 Guidelines for Advance Placement of Warning Signs (Part of Table 2C-4 of the MUTCD)

Advance Placement Distance1

Deceleration to the listed advisory speed (mph) Posted or for the condition3 85th Percentile Speed 02 10 20 30 40 (Stop)

30 mph 100 ft. N/A4 N/A4 ------

35 mph 100 ft. N/A4 N/A4 N/A4 ---

40 mph 125 ft. 100 ft. 100 ft. N/A4 ---

45 mph 175 ft. 125 ft. 100 ft. 100 ft. N/A4

50 mph 250 ft. 200 ft. 175 ft. 125 ft. 100 ft.

55 mph 325 ft. 275 ft. 225 ft. 200 ft. 100 ft.

Notes for Table 3-1: 1. The distances have been adjusted for a sign legibility distance of 250 feet, which is appropriate for an alignment warning symbol sign and signs with 6 inch letters. 2. A typical condition is the warning of a potential stop situation. Typical signs are RR Grade Crossing (W10- 1), STOP AHEAD (W3-1), YIELD AHEAD (W3-2), and Intersection Warning signs. The minimum advance placement distance is listed as 100 feet to provide adequate spacing between signs. 3. Typical conditions are locations where the road user must decrease speed to maneuver through the warned condition. Typical signs are TURN, CURVE, REVERSE TURN, or REVERSE CURVE. 4. No suggested distances are provided for these speeds, as the placement location is dependent on site conditions and other signing to provide an adequate advance warning, advance warning signs on low- volume roads are rarely needed in these situations.

12 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 3.9 Size of Signs The typical sizes for signs on low-volume roads are shown in Table 5A-1 of the MUTCD. Commonly used signs are shown in the following table, for signs not listed in the table refer to Table 5A-1 of the MUTCD.

Table 3-2 Typical Sign Size (Compiled from Table 5A-1 and other sections of the MUTCD)

Sign MUTCD Typical Sign Size Sign or Plaque Designation Section (W x L in inches) Regulatory STOP R1-1 5B.02 30 x 30 YIELD R1-2 5B.02 30 x 30 x 30 All Way Plaque R1-3P 2B.05 18 x 6 Speed Limit R2-1 5B.03 24 x 30 Weight Limit R12-1 5B.04 24 x 30 Road Closed R11-2 5B.04 48 x 30 Road Closed local traffic R11-3a 5B.04 60 x 30

Warning Horizontal Alignment W1-1,2,3,4,5 5C.02 30 x 30 Advisory Speed (plaque) W13-1P 5C.10 18 x18 Supplemental Distance (plaque) W16-2P 5C.09 24 x 18 Large Arrow W1-6,7 5C.02 36 x 18 Chevron Alignment W1-8 5C.02 12 x 18 Intersection Warning W2-1,2,3,4,5,6 5C.03 30 x 30 Stop & Yield Ahead W3-1,2 5C.04 30 x 30 Narrow Bridge W5-2 5C.05 30 x 30 One Lane Bridge W5-3 5C.06 30 x 30 Pavement Ends W8-3 5C.08 30 x 30 Road May Flood W8-18 5G.05 30 x 30 RR Grade Crossing W10-1 5F.03 30 Dia. RR Grade Crossing W10-2,3,4,8,11,12 5F.03 30 x30 Dead End/No Outlet W14-1,2 5C.11 30 x 30 School Bus Stop Ahead S3-1 7B.13 36 x 36 Object Marker Type 2 OM-2 5C.14 6 x 12 Object Marker Type 3 OM-3 5C.14 12 x 36 Object Marker Type 4 OM-4 5C.14 18 x 18

Construction/Temporary Road Work (with distance) W20-1 5G.05 36 x 36 Road Closed (with distance) W20-3 5G.05 36 x 36 One Lane Road (with distance) W20-4 5G.05 36 x 36 Flagger W20-7 5G.05 36 x 36 Workers W21-1 5G.05 36 x 36 Fresh Oil W21-2 5G.05 30 x 30 Road Machinery Ahead W21-3 5G.05 30 x 30

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 13 3.10 Sign Support Systems (Posts) Section 5A.04 of the MUTCD states the following requirement on sign posts:

“Standard: 04 If located within a clear zone, post-mounted sign supports shall be yielding, breakaway, or shielded with a longitudinal barrier or crash cushion as required in Section 2A.19.”

Most agencies do not calculate the clear zone limits but simply use a crashworthy sign post. In open range, cattle may damage crashworthy sign posts, and if rigid sign posts are used in these locations the sign should be set near the right- of-way line to ensure that the post is out of the clear zone. Yielding and breakaway sign posts are the most common on low-volume roads. There are 4 types of posts currently in use:

a. “U” channel: 3 lb. max, direct bury or spliced b. Round pipe: 2” inside diameter max c. Square perforated steel: 2.25” max d. Wood: 4”x4” max undrilled

Do not splice sign posts except near the ground line. The top of a splice or anchor section should be 4” or less above the ground line to prevent snagging if hit. Square perforated steel posts should have the top of the anchor section a maximum of 1.5 inches above ground line. Consult the post manufac- turer’s splice and connection details that have been crash tested and approved by the FHWA.

14 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 4.1 Intersection Warning Signs Section 5C.03 of the MUTCD states: CHAPTER 4 - HORIZONTAL ALIGNMENT AND INTERSECTION WARNING SIGNS “Option: 02 Intersection signs may be used where engineering judgment indicates a need to inform the road user in advance of an intersection.” 4.0 General The purpose of a warning sign is to provide advance warning Intersection signs should show the general configuration to the road user of unexpected conditions on or adjacent to of the intersecting roadway, such as cross road, side road, the roadway that might not be readily apparent. Warning signs t-intersection, y- intersection, or curvilinear alignment. should provide adequate time for the driver to perceive, iden- Where side roads are not opposite each other, the symbol for tify, decide, and perform any necessary maneuver. This section the intersection should indicate a slight offset. The relative covers horizontal alignment and intersection warning signs. importance of the intersecting roadways may be shown by different widths of lines on the symbol. Intersection signs other than the TWO DIRECTIONAL LARGE ARROW (W1- 7) and the T-intersection (W2-4) signs should not be used on Figure 4-1 Horizontal Alignment and Intersection approaches controlled by STOP signs or YIELD signs. Warning Signs (Part of Figure 5C-1 of the MUTCD) A CROSS ROAD sign (W2-1) is intended for use on a through road to indicate the presence of an obscured crossroad intersection. If the crossroad occurs in the vicinity of a curve, additional or skewed W2-1 legs may be indicated on the diagram, the W1-1 W1-2 W1-3 symbol may be modified appropriately.

A SIDE ROAD sign (W2-2, W2-3), showing a side-road symbol, either left or right, and at an angle of either 90 or 45 W2-2 degrees, is intended for use on a through road to indicate the presence of an ob- W1-4 W1-5 W2-3 scured side road intersection. If the side road occurs in the vicinity of a curve, the symbol may be modified appropriately.

A T-SYMBOL sign (W2-4) is intended W1-6 W1-7 for use to warn traffic approaching a T-intersection on the road where traffic must make a turn either to the left or the right. Table 2-1 provides guidance if W2-4 signing of a T-intersection is appropriate based on the Type of road. A large arrow W1-8 sign (W1-7) may be used in lieu of the T-symbol sign if the W2-1 W2-2 large arrow can be seen far enough in advance to stop at the intersection. (See Table 5-1, 495 feet for 55 mph)

W2-3 W2-4 W2-5

W13-1P

W2-6

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 15 A Two-Directional Large Arrow sign (W1-7) purposes, turns are just tighter curves that typically should if used shall be installed on the far side of a be driven at 30 mph or less. Installation of horizontal align- T-intersection in line with, and at approxi- ment signs on low-volume roads is not a requirement of the mately a right angle to, approaching traffic. MUTCD, but an option based on site specific conditions. W1-7 The large arrow may be used in lieu of a Table 2-1 provides guidance on use of horizontal alignment T-Symbol sign if the large arrow can be seen signs based on the Road Type. far enough in advance to stop at the intersection. TURN sign (W1-1): Section 2C.07 of the MUTCD states the following standard: Figure 4-2 Example Location of Signs at “02 A Turn (W1-1) sign shall be used T Intersections instead of a Curve sign in advance of W1-1 curves that have advisory speeds of ** 30 mph or less (see Figure 2C-2).”

A CURVE sign (W1-2) may be used in advance of curves. If an advisory speed plaque is mounted below the sign, the advisory speed will be greater than 30 mph.

W1-2 *** A REVERSE TURN sign (W1-3) is intended * for use to mark two turns or a curve and a turn in opposite directions that are separated by a tangent of 600 feet or less. If the first turn is to the right, a RIGHT-REVERSE turn W1-3 sign shall be used; and if the first turn is to the left, a left-reverse turn sign shall be used.

* See Table 2-1 for guidance on the need for a T-SYMBOL sign A REVERSE CURVE sign (W1-4) is intended based on the Road Type. for use to mark two curves in opposite direc-

** Large Arrow sign may be used in lieu of the T-SYMBOL sign if tions that are separated by a tangent of 600 the LARGE ARROW sign can be seen far enough in advance to feet or less. If the first curve is to the right, allow a stop at the intersection. (See Table 5-1 for guidance.) a right reverse curve sign shall be used; and W1-4 if the first curve is to the left, a left reverse ***Distance in advance from Table 3-1 based on stop condition. curve sign shall be used. Engineering judg- (325 feet for 55 mph) ment may be used to decide between RE- VERSE CURVE and REVERSE TURN signs.

A WINDING ROAD sign (W1-5) is intended 4.2 Horizontal Alignment Warning Signs for use where there are three or more turns Section 5C.02 of the MUTCD states: or curves each separated by tangent distances of 600 feet or less. If the first turn or curve is “Option: to the right, a right winding road sign shall 02 Horizontal Alignment signs may be used where engineering- W1-5 be used; and if the first curve or turn is to the judgment indicates a need to inform the road user of a change left, a left winding road sign shall be used. in the horizontal alignment of the roadway”. A NEXT XX MILES (W7-3aP) supplemental distance plaque may be installed below the Horizontal Alignment Turn (W1-1), Curve (W1-2), Reverse WINDING ROAD sign where continuous Turn (W1- 3), Reverse Curve (W1-4), or Winding Road roadway curves exist for a specific distance. (W1-5) signs may be used in advance of situations where the horizontal roadway alignment changes. For signing

16 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 Combination Horizontal Alignment/Intersec- For low-volume roads, there is little application for the Com- tion sign (W1-10): The Turn (W1-1) sign bination Horizontal Alignment/Advisory Speed Signs. or the Curve (W1-2) sign may be combined with the cross road sign (W2-1) or the side A One-Directional Large Arrow sign (W1- road sign (W2-2 or W2-3) sign to create 6) may be used either as a supplement or a combined sign (W1-10) that depicts the alternative to Chevron Alignment signs in condition where an intersection or side road order to delineate a change in horizontal W1-6 occurs on a curve or a turn. alignment. It may be used to supplement a Turn or Reverse Turn sign to emphasize Advisory Speed Plaque (W13-1P): Section the abrupt curvature. If used, the One-Direction Large Arrow 5C.10 of the MUTCD states as an option that sign shall be installed on the outside of a turn or curve in an Advisory Speed plaque may be mounted line with and at approximately a right angle to approaching below a warning sign when the condition traffic. It is not normally used on curves as there is no abrupt requires a reduced speed. It may be used to turn to emphasize. supplement warning signs. It may be used in conjunction with any standard yellow warn- 4.3 Chevron Alignment Sign (W1-8) ing sign to indicate the maximum recom- Chevron Alignment sign is intended to pro- mended speed around a curve or through vide additional emphasis and guidance for a a location where a lower speed would be change in horizontal alignment. It may be appropriate. On Road Type A, the Advisory used as an alternate or supplement to stan- Speed Plaque should be considered for use dard delineators. Chevron Alignment signs when the difference between the speed limit W1-8 shall be installed on the outside of a turn or and the advisory speed is 10 mph or greater. curve in line with and at approximately a right It shall not be used alone. angle to approaching traffic. They shall be installed at a minimum height of 4 feet, measured vertically Section 2C.08 of the MUTCD requires an engineering study from the bottom of the sign to the elevation of the near edge to determine the advisory speed. The engineering study of the traveled way. The approximate spacing of Chevron requirement was first established in the 2009 MUTCD. Many Alignment signs on the turn or curve should be as shown in advisory speed plaques were installed prior to the engineer- Table 4-1. ing study requirement. If an agency has reason to believe the existing advisory speed is inappropriate, an engineering study should be performed. Table 4-1 Typical Chevron Spacing A Combination Horizontal Alignment/Ad- (Table 2C-6 of the MUTCD) visory Speed sign (W1-1a, W1-2a) may be used to supplement other horizontal align- Sign Advisory Speed Curve Radius ment signs. When used, it shall be place at Spacing the beginning of the turn or curve. W1-1a 15 mph or less Less than 200 feet 40 feet “Standard: 20 to 30 mph 200 to 400 feet 80 feet 03 If used, the combination Horizontal 35 to 45 mph 401 to 700 feet 120 feet Alignment/Advisory Speed sign shall 50 to 60 mph 701 to 1,250 feet 160 feet not be used alone and shall not be used W1-2a as a substitute for a Horizontal Align- More than 60 mph More than 1,250 feet 200 feet ment warning sign and Advisory Speed plaque at the advance warning location. Note: The relationship between the curve radius and the advisory The combination Horizontal Alignment/ speed shown in this table should not be used to determine the advisory speed. Advisory Speed sign shall only be used as a supplement to the advance Hori- zontal Alignment warning sign. If used, the combination Horizontal Alignment/ Advisory Speed sign shall be installed at the beginning of the turn or curve.”

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 17 Figure 4-3 Chevron Location and Height Figure 4-5 Example of Turn Signing including Optional Signs and Markers

Note: Chevrons should be installed on crashworthy posts

4.4 Delineators Section 5E.04 of the MUTCD states:

“02 Delineators may be used on low-volume roads based on engineering judgment, such as for curves, T-intersections, and abrupt changes in the roadway width. In addition, they may be used to mark the location of driveways or other minor roads entering the low-volume road.”

Delineators are considered guidance devices, not warning devices. There is no requirement or recommendation to use delineators on low-volume roads. The use of post-mounted delineators on curves is acceptable, but they need to be spaced closer than chevrons. Due to visibility and spacing, Notes: many agencies prefer to use chevrons rather than delineators 1. See Table 3-1 for advance placement of if curve delineation is thought appropriate. Delineators are horizontal alignment signs. sometimes installed on bridge-approach guardrail to provide 2. Chevrons are optional; see Table 4-1 for delineation. See Chapter 3F of the MUTCD if more informa- spacing of chevrons. tion is needed on delineators. 3. See Table 2-1 for guidance on signing at turns and curves based on Road Type.

Figure 4-4 Delineators and Delineator Placement

18 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 5.1 REDUCED SPEED LIMIT AHEAD Signs (W3-5 and W3-5a) CHAPTER 5 - COMMON WARNING SIGNS Section 2C.38 of the MUTCD states that a Reduced Speed Limit Ahead sign should be used to inform road users of a reduced speed zone where the speed limit is being 5.0 STOP AHEAD and YIELD AHEAD Signs reduced by more than 10 mph, or where (W3-1 and W3-2) engineering judgment indicates the need for Section 5C.04 of the MUTCD states: W3-5 advance notice to comply with the posted speed limit ahead. This sign is not included “Standard: in Chapter 5 of the MUTCD, and may not 01 A Stop Ahead (W3-1) sign (see Figure be intended to be used on low-volume 5C-2) shall be used where a STOP sign roads. The sign still has a useful purpose is not visible for a sufficient distance to on Road Type A where there could be road permit the road user to bring the vehicle W3-5a users unfamiliar with the area. This sign is to a stop at the STOP sign. not normally used on Road Type B, C, or D W3-1 as almost all the traffic is local and should be aware of any 02 A Yield Ahead (W3-2) sign (see Figure speed limit reductions. If used, the Reduced Speed Limit 5C-2) shall be used where a YIELD sign Ahead sign shall be followed by a speed limit sign installed at is not visible for a sufficient distance to the beginning of the zone where the speed limit applies. Use permit the road user to bring the vehicle Table 3-1 to determine the minimum distance between the to a stop, if necessary, at the YIELD sign.” Reduced Speed Limit Ahead sign and the speed limit sign.

W3-2 5.2 DEAD END or NO OUTLET Sign (W14-1, W14-1a, W14-2, W14-2a) The distance a Stop or Yield sign should be visible is mea- Section 5C.11 of the MUTCD states that the Dead End or No sured based on when the sign is fully visible from a driver’s Outlet signs may be used to warn road users of a road that has height of eye of 3.5 feet. The stopping sight distance could no outlet or that terminates in a dead end be used as a guide for determining if a stop AHEAD or yield or cul-de-sac. If used, these signs should ahead is warranted. The table below indicates the stopping be placed at a location that gives drivers of sight distance as a function of speed; additional distance will large commercial or recreational vehicles be needed on downgrades. an opportunity to select a different route or turn around. W14-1 Table 5-1 Stopping Sight Distance Installation of Dead End or No Outlet signs (Table 6C-2 of the MUTCD) on low-volume roads is not a requirement of the MUTCD, but an option based on Speed* Distance site-specific conditions. Table 2-1 provides guidance on use of these signs based on the 20 mph 115 feet Road Type. W14-2 25 mph 155 feet

30 mph 200 feet 5.3 NO TRAFFIC SIGNS Sign (W18-1) 35 mph 250 feet Section 5C.12 includes an option for No Traffic Signs sign: 40 mph 305 feet 45 mph 360 feet “Option: 01 A W18-1 warning sign (see Figure 5C-2) 50 mph 425 feet with the legend NO TRAFFIC SIGNS may 55 mph 495 feet be used only on unpaved, low-volume roads 60 mph 570 feet to advise users that no signs are installed 65 mph 645 feet along the distance of the road. If used, the sign may be installed at the point where 70 mph 730 feet W18-1 road users would enter the low-volume road 75 mph 820 feet or where, based on engineering judgment, the road user might need this information. *Posted speed, off-peak 85th percentile speed prior to work starting, or the anticipated operating speed.

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 19 02 A W7-3aP, W16-2P, or W16-9P supplemental plaque (see 5.6 Vehicular Traffic Warning Sign (W11 Series and W8-6) Figure 5C-2) with the legend NEXT XX MILES, XX FEET, Section 5C.09 of the MUTCD states the following: or AHEAD may be installed below the W18-1 sign when appropriate.” “Guidance: 01 Vehicular Traffic Warning signs (see Figure This sign would need to be placed at the beginning and end 5C-2) should be used to alert road users to of a section of road where there are no signs, and addition- locations where frequent unexpected entries ally each way from all crossroads. This sign may only be into the roadway by trucks, bicyclists, farm practical where there is a long section of low-volume road vehicles, fire trucks, and other vehicles with few crossroad intersections to sign. W8-6 might occur. Such signs should be used only at locations where the road user’s sight dis- 5.4 ROAD MAY FLOOD Sign (W8-18) tance is restricted or the condition, activity, Section 2C.35 of the MUTCD states that or entering traffic would be unexpected.” the Road May Flood sign may be used to warn road users that a section of roadway Trucks and farm equipment, and the entry of these types of is subject to frequent flooding. The old vehicles are expected on low-volume roads. On Road Type A, sign used in Kansas was Flood Area Ahead consider a vehicular traffic warning sign where there is both sign. As the Flood Area Ahead signs heavy vehicular traffic entering and where the sight distance become unserviceable, they should be is poor. In certain areas with buggies, a buggy warning sign W8-18 replaced with the Road May Flood sign. may be appropriate on paved Road Type A. This sign is not included in Chapter 5 of the MUTCD, and may not be intended 5.7 Non-Vehicular Warning Signs (W11 Series) to be used on low-volume roads. This sign still has a useful Section 5C.09 of the MUTCD states the following: purpose on low-volume roads. See Table 2-1 for guidance on use of this sign based on the Road Type. Current practice “Option: is to not install a depth gauge in flood areas as the gauge 02 Non-Vehicular Warning signs (see Figure seems to indicate that it might be permissible to drive into 5C-2) may be used to alert road users in the water. advance of locations where unexpected entries into the roadway or shared use by 5.5 SCHOOL BUS STOP AHEAD Sign (S3-1) pedestrians, large animals, or other crossing Section 7B.13 of the MUCD provides the following guidance W11-4 activities might occur.” on the School Bus Stop Ahead Sign: Non-vehicular warning signs such as Deer Crossing (W11-3) “Guidance: are rarely appropriate on low-volume roads. On open range 01 The School Bus Stop Ahead (S3-1) sign roads, a W11-4(cow) sign may be placed near the entering (see Figure 7B-1) should be installed in gate or cattle guard. advance of locations where a school bus, when stopped to pick up or discharge pas- 5.8 Supplemental Plaques S3-1 sengers, is not visible to road users for an Section 5C.09 of the MUTCD states the following option: adequate distance and where there is no opportunity to relocate the school bus stop “03 A W7-3aP, W16-2P, or W16-9P supplemen- to provide adequate sight distance.” tal plaque (see Figure 5C-2), with the legend NEXT XX MILES, XX FEET, or AHEAD Although this sign is not a required sign, there are significant may be installed below a Vehicular Traffic physical and political consequences of a crash with a bus at a W7-3aP Warning or Non-Vehicular Warning sign (see stop where a sign would have been warranted. Requests for Sections 2C.49 and 2C.50) to inform road this sign should be checked for adequate sight distance from users that they are approaching a portion of each direction. If the stopping sight distance for the posted the roa way or a point where crossing activity speed limit is inadequate (See Table 5-1, 495 feet for 55 might occur.” mph), a S3-1 sign should be installed. Many times, the sight distance is only restricted from one direction. Supplemental plaques are used only in combination with warning or regulatory signs. They are not to be mounted alone or displayed alone. If used, a supplemental plaque is installed on the same post as the warning sign. Supplemental plaques are square or rectangular and have the same color legend, border, and background as the warning sign with which it is displayed.

20 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 5.9 End of Road Markers (OM-4) Section 5C.14 of the MUTCD addresses the use of object markers at the end of a road:

“Guidance: 02 The end of a low-volume road should be marked with a Type 4 object marker in compliance with Section 2C.66.”

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. Instal- lation of End of Road Markers on low-volume roads is not a requirement of the MUTCD, but an option based on site-specific conditions. Table 2-1 provides guidance on use of these markers based on the Road Type. A typical installation consists of two or three OM-4s placed on separate posts approximately 8 feet apart. 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. If the markers are not visible from a sufficient distance to permit the road user to bring the vehicle to a stop, an advance warning sign (Road Closed with distance, W20-3) should be used.

5.10 NO PASSING ZONE Sign (W14-3) NO PASSING ZONE sign and pavement markings are not included in this Hand- book. For information on no passing zone signing refer to Sec. 2B.28, Sec. 2B.29, and Sec. 2C.45 of the MUTCD. Sec. 3B.02 of the W14-3 MUTCD describes pavement markings and warrants for no passing zones. No passing zone related signs may be used on paved two-lane roads to warn of the beginning of no-passing zones identified by con- ventional pavement markings. No passing zone related signs are supplemental to the centerline; no passing zone markings and cannot be used alone.

5.11 PAVEMENT ENDS Sign (W8-3) Section 5C.08 of the MUTCD provides an option stating a Pavement Ends sign may be used to warn road users where a paved surface changes to a gravel or earth road surface.

W8-3

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 21 6.1 STOP and YIELD Signs (R1-1 and R1-2) Section 5B.02 of the MUTCD provides the following statement: CHAPTER 6 - REGULATORY SIGNS “Guidance: 1. STOP (R1-1) and YIELD (R1-2) signs (see Figure 5B-1) should be considered for use on 6.0 Introduction low-volume roads where engineering judg- The purpose of a regulatory sign is to inform highway users ment or study, consistent with the provisions of traffic laws or regulations, and to indicate the applicability of Sections 2B.04 to 2B.10, indicates that of legal requirements that would not otherwise be apparent. either of the following conditions applies This chapter includes regulatory signs that are common on A. An intersection of a less-important road low-volume roads. For unusual situations, refer to Chapter with a main road where application of the 5B or Chapter 2B of the MUTCD. normal right-of-way rule might not be readily apparent. To be enforceable in court, regulatory signs must be autho- B. An intersection that has restricted sight rized by a resolution of the local public authority. On public distance for the prevailing vehicle speeds.” roads in areas outside of incorporated cities, not on state highways, the local public authority is the Board of County 3. Stop or Yield signs assign right-of-way at intersections. Commissioners. In townships located in Douglas, Riley, Most low-volume road intersections function adequately Shawnee and Sedgwick counties, the township board shall without signs establishing the right-of-way. Stop or Yield place and maintain regulatory signs on township roads, but signs should not be used unless engineering judgment in- these signs cannot conflict with resolutions of the Board dicates that one or more of the following conditions exist: of County Commissioners (K.S.A. 8-2005). There are two exceptions to the resolution requirement: 1. Local road entering a Type A road. 2. Restricted sight distance, or crash records indicate a need 1. Signs and markings related to no passing zones. for right-of-way control. 2. State-adopted statutory speed limits, such as 55 mph in rural areas on county and township roads. The MUTCD states Stop or Yield signs should not be used for speed control. Studies have shown speeds actually Regulatory signs are installed at or near where the regula- increase between intersections where Stop signs have been tions apply. The signs shall clearly indicate the requirements installed for speed control. imposed by the regulations and shall be installed to provide adequate visibility and legibility in order to obtain compliance. The Yield sign assigns right-of-way to traffic on certain approaches to an intersection. Vehicles controlled by a Yield sign need to slow down to a speed that is reasonable for the existing conditions Figure 6-1 Common Regulatory Signs on Low-Volume Roads or stop when necessary to avoid interfer- (Figure 5B-1 of the MUTCD) ing with conflicting traffic. YIELD signs may be installed on the approaches to a through street or highway where conditions are such that a full stop is not always required. Yield sign may also be installed at any intersection where a special problem exists and where engineering judgment indicates the problem to be susceptible to correction by use of the YIELD sign.

Stop and Yield signs should be installed in a manner that minimizes the numbers of vehicles required to stop or yield. They shall not be installed on different approaches to the same intersection.

If a Stop or Yield sign is being considered at an intersection, refer to Sections 2B.04 to 2B.10 of the MUTCD for more

22 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 information. A Stop or Yield sign should not be installed than 20 mph and not more than 65 mph. K.S.A. 8-1560 on the major street unless justified by an engineering study also states that: “Local authorities who have jurisdiction over (Section 2B.04 of the MUTCD). An engineering study is not county or township highways may determine, based on an required for the installation of 2-way stops or yields if the engineering and traffic investigation or without an engineer- road restricted is the lesser travelled road, however, it may be ing and traffic investigation, the proper maximum speed prudent to have an engineering study performed. for such county or township highways and shall declare a reasonable and safe maximum limit thereon which may be 6.2 MULTI-WAY STOP greater or less than the maximum speed permitted under Application of multi-way stop, also referred to as all-way this act, except that in no event shall any local authority stop, control is discussed in Section 2B.07 of the MUTCD. establish any such maximum limit in excess of 65 miles per Situations are rare on low-volume roads where an all-way hour.” Although state law does allow modification of a speed stop is appropriate. Multi-way stop control is used where the limit without an engineering study, it is prudent to obtain an volume of traffic on the intersecting roads is approximately engineering study as required by the MUTCD. equal. Safety concerns associated with multi-way stops include pedestrians, bicyclists, and all road users expecting 6.4 WEIGHT LIMIT Signs (R12-1 to R12-5) other road users to stop. An engineering study is required by K.S.A. 8-2002 provides that local authorities can establish the MUTCD for an all-way stop. bridge weight limits and reasonable truck restrictions on roads under their jurisdiction. Typical signs are shown in the Section 2B.05 of the MUTCD states a following figure taken from Figure 2B-29 of the MUTCD. standard that at intersections where all approaches are controlled by STOP Figure 6-2 Weight Limit Sings signs, an ALL WAY supplemental R1-3P (Part of Figure 2B-29 of the MUTCD) plaque (R1-3P) shall be mounted below each STOP sign. Supplemental plaques with legends such as 2-WAY, 3-WAY, 4-WAY, or other numbers of ways shall not be used with STOP signs. Previ- ous editions of the MUTCD allowed 3-WAY and 4-WAY plaques, however, when these plaques are no longer serviceable they should be replaced by the ALL WAY plaque. R12-1 R12-2 R12-3 6.3 SPEED LIMIT Sign (R2 Series) Section 5B.03 of the MUTCD sets the following standard:

“Standard: 01 If used, Speed Limit (R2 series) signs (see Figure 5B-1) shall display the speed limit established by law, ordi- R12-4 nance, regulation, or as adopted by R12-5 the authorized agency following an Federal regulations require bridges to be inspected and load R2-1 engineering study. The displayed speed rated. If the bridge should not carry the legal load, federal limits shall be in multiples of 5 mph. regulations require weight limits be installed. These signs 02 Speed limits shall be established in ac- protect both the bridge and the public. The R12-1 to R12-5 cordance with Section 2B.13.” signs are typically used for bridge weight limit posting.

The basic rule governing speed of vehicles in Kansas is stated Restricting trucks or setting weight limits on specific roads in K.S.A. 8-1557: “No person shall drive a vehicle at a speed may sometimes be appropriate. There are many factors to greater than is reasonable and prudent under the conditions consider so the resolution adopting the restrictions must be and having regard to the actual hazards then existing.” prepared carefully by an experienced attorney. Major items to consider for a road posting are the size and type of ve- Law enforcement is reluctant to cite drivers for violating this hicles being restricted, the penalty clause, enforcement, and provision, because what is reasonable and prudent is some- exemptions. Exemptions might include emergency vehicles, what arbitrary. Except in an urban district, K.S.A. 8-1558 utility company and road maintenance vehicles, deliveries to sets the maximum speed limit on any county or township property along the road, and trips accessing property adja- highway at 55 miles per hour. K.S.A. 8-1560 allows local cent to the road. A WEIGHT LIMIT or truck restriction sign authorities to alter the speed limits on their roads to not less shall be located to allow prohibited vehicles the opportunity to detour or turn around.

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 23 Figure 7-1 Crossbuck Assembly (Figure 8B-2 from the MUTCD) CHAPTER 7 - RAILROAD GRADE CROSSINGS

7.0 Description and Use of Key Traffic Control Devices This chapter covers the basic signing of highway-rail intersections, commonly called railroad grade crossing, railroad crossings, or grade crossings. This Handbook covers the most common crossing situations; for a more detailed dis- cussion refer to Chapter 8 of the MUTCD.

Three types of traffic control devices provide the driver with information about a grade crossing. Those devices are the Crossbuck Assembly, advance warning signs, and pavement markings on paved road. Additionally, on some roads, there are flashing light signals and gates. The Crossbuck Assem- bly, flashing lights and gates are the responsibility of the railroad. Advance warning signs as well as pavement markings on paved roads are the responsibility of the agency that maintains the road. Notes 1. YIELD or STOP signs are used only at passive crossings. A 7.1 Crossbuck Assembly STOP sign is used only if an engineering study determines that it is appropriate for that particular approach. The railroad is responsible for the Crossbuck Assembly, which includes the Crossbuck, Number of Tracks plaque 2. Mounting height shall be at least 4 feet for installations of (R15-2P) (if more than one track), and a 2” white reflective YIELD or STOP signs on existing Crossbuck sign supports. strip on the back of each Crossbuck blade. Additionally, on at passive grade crossings, a STOP or YIELD sign plus a 2” white 3. Mounting height shall be at least 7 feet for new installations reflective strip on each side of the Crossbuck post is required in areas with pedestrian movements or parking. (the strip in front of the post may be red in color). K.S.A. 66- 2,121 requires the railroad to place and maintain a Crossbuck Assembly on the right side of the roadway at each approach 7.2 STOP and YIELD Signs on Crossbuck to a grade crossing. Missing or damaged Crossbucks and The MUTCD has a new requirement for a YIELD or STOP signals should be reported to the railroad. Section 8B.18 of sign on the Crossbuck Assembly at passive grade crossings. the MUTCD states the railroad should (but is not required to) The effective date of the YIELD or STOP sign requirement install emergency notification signs at grade crossings. is December 31, 2019. Section 8B.04 of the MUTCD states a YIELD sign is the default sign and an engineering study is required for a STOP sign:

“Standard 05 A YIELD sign shall be the default traffic control device for Crossbuck Assemblies on all highway approaches to passive grade crossings unless an engineering study performed by the regulatory agency or highway authority having jurisdiction over the roadway approach determines that a STOP sign is appropriate.”

7.3 STOP AHEAD and YIELD AHEAD Signs Section 5F.04 of the MUTCD requires a STOP AHEAD or YIELD AHEAD sign where the Crossbuck Assembly is not visible for a sufficient distance to permit a road user to respond to the device.

24 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 “Standard this Handbook. Refer to Section 8B.27 of the MUTCD for 02 At all highway-rail grade crossings where YIELD or details on pavement markings at grade crossings. STOP signs are installed, Yield Ahead (W3-2) or Stop Ahead (W3-1) signs shall also be installed if 7.5 Advance Warning Signs (W10 Series) the criteria for their installation in Section 2C.36 is met.” Section 5F.03of the MUTCD requires advance warning signs at all grade crossings: To meet this sight distance criteria, use Table 4D-2 of the MUTCD, which is reprinted below. If the sight distance is inad- “Standard: equate, a Stop Ahead or Yield Ahead sign should be installed. 01 Except as provided in Paragraph 2, a Grade Crossing Advance Warning (W10-1) sign (see Figure 5F-1) shall be used on all low-volume roads Table 7-1 Minimum Sight Distance for Signal in advance of every highway-rail grade crossing. Visibility (Table 4D-2 of the MUTCD) Option: 85th-Percentile Minimum Sight 02 The Grade Crossing Advance Warning sign may be omitted Speed Distance for highway-rail grade crossings that are flagged by train 20 mph 175 feet crews. 03 The W10-2, W10-3, and W10-4 signs (see Figure 5F-1) 25 mph 215 feet may be used on low-volume roads that run parallel to rail- 30 mph 270 feet road tracks to warn road users making a turn that they will 35 mph 325 feet encounter a highway-rail grade crossing soon after making 40 mph 390 feet the turn.”

45 mph 460 feet 50 mph 540 feet 55 mph 625 feet Figure 7-2 Highway-Rail Crossing Signs and Plaques (Figure 5F-1 of the MUTCD) 60 mph 715 feet

If a Yield Ahead or Stop Ahead sign is installed on the approach to the crossing, the railroad advance warning (W10- 1) sign shall be installed upstream from the Yield Ahead or Stop Ahead sign. The Yield Ahead or Stop Ahead sign shall be located in accordance with Table 3-1 for a stop condition. The minimum distance between the railroad advance warning (W10-1) sign and the Stop Ahead and Yield Ahead is based on the perception reaction time (PRT) of 2.5 seconds for the speed limit, which is 200 feet for 55 mph.

7.4 Pavement Markings On paved roads, the pavement markings in advance of the grade crossing consist of an X, the letters RR, certain trans- verse lines, and centerline no passing lines if the centerline is marked. Also, Stop bars are required at active signals. Guid- ance on which grade crossings on paved roads should have pavement markings is in Section 5F.05 of the MUTCD:

“Guidance: 01 Pavement markings at highway-rail grade crossings should be used on paved low-volume roads, particularly if they are already deployed at most other highway-rail grade crossings within the immediate vicinity, or when the roadway has center line markings.”

Few low-volume roads in Kansas are paved, so details of pavement markings at grade crossings are not included in

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 25 The round W10-1 railroad advance warning sign is required 7.6 Low-Ground Clearance Highway-Rail Grade on the approach to a grade crossing. The advance placement Crossing Sign (W10-5) of the W10-1 sign shall be located in accordance with Table Section 8B.23 of the MUTCD provides guidance on 3-1 for a stop condition. On a low-volume road parallel with abrupt crossings: the railroad, if the distance between the tracks and the parallel road is less than 100 feet the W10-2, W10-3, or W10-4 “Guidance: signs may be installed on each approach of the parallel road. 01 If the highway profile conditions are When the W10-2, W10-3, or W10-4 is installed on the par- sufficiently abrupt to allel road, the W10-1 sign is not required between the tracks create a hang-up situation for long and the parallel road. wheelbase vehicles or W10-5 for trailers with low ground clearance, the Low Ground W10-5P Clearance Grade Crossing (W10-5) sign (see Figure 8B-4) should be installed in advance of the Figure 7.3 Advance Warning Sign Placement at grade crossing. Grade Crossings. Standard: 02 Because this symbol might not be readily recognizable by the public, the Low Ground Clearance Grade Crossing (W10-5) warning sign shall be accompanied by an educational plaque, LOW GROUND CLEARANCE. The LOW GROUND CLEARANCE educational plaque shall remain in place for at least 3 years after the initial installation of the W10-5 sign (see Section 2A.12).”

Guidance is also provided that if engineering judgment of roadway geometric and operating conditions confirms vehicle speeds across the railroad tracks should be below the posted speed limit, a W13-1 advisory speed plaque should be posted.

7.7 Rough Crossing Sign (W10-15P) Grade crossings are almost always more irregular than the approach roadways. Conditions of the actual crossing or the vertical grades approaching the crossing may make the crossing rough. Drivers expect a railroad crossing to be somewhat rough and there is no requirement in the MUTCD to sign rough crossings. Section 8B.23 of the MUTCD provides an option for rough crossings:

“Option: 05 If the grade crossing is rough, word message signs such as BUMP, DIP, or ROUGH CROSS- ING may be installed. A W13-1P advisory W10-15P speed plaque may be installed below the word message sign in advance of rough crossings.”

The BUMP, DIP, or ROUGH CROSSING sign would be a standard black on yellow 30” x 30” diamond warning sign. The advisory speed plaque would be 18” x 18”. Another option is a ROUGH CROSSING W10-15P plaque (30” x 24”) under the railroad advance warning sign W10-1.

26 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 CHAPTER 8 - NARROW BRIDGES, CULVERTS Figure 8-1 Before Tapering Road AND ROADSIDE OBSTACLES

8.0 General Bridges and culverts that are narrower than the approach roadway, and obstacles at the edge or adjacent to the roadway, may be unexpected conditions not be readily apparent. This chapter provides guidance in providing traffic control for these situations based on the Road Type and site conditions.

The options available to advise the road user of narrow and Notes: Roadway wider than structure (e.g. culvert or bridge) with one-lane structures as well as roadside obstacles include: Edges leading into culvert headwall, bridge railing or ditch.

1. Positive guidance; 2. Advance warning signs; 3. Object markers; and Figure 8-2 After Tapering Road 4. Delineators.

8.1 Positive Guidance Positive guidance is the concept that drivers can be given sufficient information where they need it and in a form they can best use it to safely avoid an obstacle. (Alexander, G.J. and H. Lunenfeld, 1973) Positive guidance can be given to the driver through combinations of signs, object markers, safe advisory speed signs, and probably most important of all, the view of the road ahead. If drivers can see the curves far enough ahead to judge their sharpness and adjust to a safe speed, or if intersections are visible and clear of sight ob- Note: Tapered Section – Roadway width is gradually structions, or if all narrow bridges and culverts are visible to reduced to width of structure with edges leading away from ditch or culvert ends. drivers from both directions, drivers should need few signs. The condition just described might be called “roadway positive guidance.” Studies have shown the edge of the roadway 8.2 Tapering Technique ahead is among the most important guidance information A tapered roadway edge may be used to guide the driver the driver uses. Using the edge of roadway in this manner away from hazardous obstacles such as bridge abutments, provides an easy and effective way of providing positive edge drop-offs, culverts or other objects, which narrow guidance at narrow bridges and culverts or other roadside the roadway. Minimum recommended taper lengths are obstacles. shown in Table 8-1, with a graphic depiction of L and W in Figure 8-3. An Example of Positive Guidance - “Tapering” is a simple technique in which the traveled way (the maintained part of the road) is gradually narrowed (tapered) some distance ahead of say, a narrow culvert. If tapering is not used, drivers may not see the end of the short culvert and if they continue to follow the edge of roadway they may drop a wheel off the end of the culvert. This is illustrated in Figure 8-1. If tapering is used, drivers simply follow, as usual, the edge of roadway and thus are guided away from the roadside obstacle (See Figure 8-2).

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 27 8.4 ONE LANE BRIDGE Sign (W5-3) TABLE 8-1 Minimum Taper Lengths, L (feet) Section 5C.06 of the MUTCD provides guidance on use of the One Lane Bridge Sign: Speed Limit or Prevailing Speed “Guidance: Offset 01 A ONE LANE BRIDGE (W5-3) sign (see W (feet) Less than 30-40 Over 40 Figure 5C-2) should be used on low-volume 30 mph mph mph two-way roadways in advance of any bridge or culvert: 2 30' 50' 100' A. Having a clear roadway width of less W5-3 than 16 feet, or 3 45' 75' 150' B. Having a clear roadway width of less than 18 feet when commercial vehicles 4 60' 100' 200' constitute a high proportion of the traffic, or 5 75' 125' 250' C. Having a clear roadway width of 18 feet or less where the approach sight distance 6 90' 150' 300' is limited on the approach to the structure.

The taper lengths in Table 8-1 are based on formulas for Option: taper in Table 6C-4 of the MUTCD. See Figures 8-2 and 8-3 02 Roadway alignment and additional warning may be provided for illustration of W and L. on the approach to a bridge or culvert by the use of object markers and/or delineators.”

The One Lane Bridge sign should be used on Road Type A. On Figure 8-3 Taper Details Road Type B and C, the One Lane Bridge sign is not typically needed if there is adequate approach sight distance to see the road taper, object marker or delineator at the bridge or culvert. Road Type D is a one-lane road and the One Lane Bridge sign is not used.

8.5 Object Markers Section 5C.14 of the MUTCD addresses the use of object markers to mark obstructions:

“Support: 01 The purpose of object markers is to mark obstructions located 8.3 NARROW BRIDGE Sign (W5-2) within or adjacent to the roadway, such as bridge abutments, Section 5C.05 of the MUTCD provides an option for use of drainage structures, and other physical objects.” the Narrow Bridge Sign: Type 1 Object Markers (OM1) mark obstructions within the “Option: roadway. They are typically used at the approach end of me- 01 The NARROW BRIDGE (W5-2) sign dian islands, and are not normally used on two lane roads. (see Figure 5C-2) may be used on an approach to a bridge or culvert that has a Type 2 Object Markers (OM2) are used to mark obstructions clear width less than that of the approach adjacent to the roadway. The most commonly used option is roadway.” the 6” x 12” yellow sheeting. W5-2 Type 3 Object Markers (OM3) are used to mark obstructions The Narrow Bridge sign is an optional sign that should be in or adjacent to the roadway. The OM3 is a 12” x 36” black considered for use on Road Type A where there is limited ap- and yellow striped panel with the stripes sloping downward proach sight distance or the structure is very narrow. toward the side of the obstruction on which traffic is to pass.

28 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 Figure 8-4 Object Markers (From Figure 5C-1 of the MUTCD)

Type 4 Object Markers (OM4) are used to mark the end of a 8.6 Markings for Objects Within the Roadway roadway. The most commonly used option is the 18” x 18” Section 5C.14 of the MUTCD states the purpose of object red sheeting. markers is to mark obstructions within or adjacent to the roadway, but does not require objects to be marked and does To provide required retroreflectivity, high intensity sheeting not provide guidance on the situations when object markers is required on all object markers. should be used. Without a standard or guidance on the use of object markers, engineering judgment is the basis for marking The edge of the OM2 or OM3 closest to the road user shall objects within or adjacent to the roadway. Tradition and en- be installed in line with the closest edge of the obstruction. gineering judgment agree with driver expectation that objects The typical mounting height to the bottom of the object within the roadway should be marked in some way. When marker should be 4 feet above the near edge of the traveled practical, objects within the roadway, including those on the way. When the marker is placed down the foreslope, the left side of the roadway approaching the object should be mounting height to the bottom of the object marker should marked by OM3s. Modification of the standard object marker be at least 4 feet above the ground. When object markers or may be appropriate where wide farm equipment cannot pass markings are applied to an object that, by its nature, requires without damaging the object marker; see paragraph 8.8 a lower or higher mounting, the vertical mounting height may vary according to need. 8.7 Markings for Objects Adjacent to the Roadway Section 5C.14 of the MUTCD states the purpose of object markers is to mark obstructions located adjacent to the roadway, such as bridge abutments, drainage structures, and other physical objects. There is no requirement in the MUTCD Figure 8-5 Example Mounting of Object Markers to mark obstructions adjacent to the roadway, and there is no guidance on the distance from the road that would be considered “adjacent.” Without a standard or guidance on the use of object markers, engineering judgment is the basis for marking objects adjacent to the roadway. Objects and culvert ends on the right side of the roadway should be marked based on Road Type:

For Road Type A: On Road Type A, all objects and culvert ends within 4 feet of the edge of the road should be marked with an OM2. Consider marking large box culverts and large

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 29 crossroad pipe ends more than 4 feet from the edge of the tor can be omitted on short structures such as crossroad road with an OM2. Small crossroad pipes with ends more pipes and small box culverts. than 4 feet from the edge of the road may be marked with an OM2, delineator, or steel post to warn maintenance equip- Lower Object Markers: If the obstruction is 36” or higher, ment such as mowers. Modification of the standard OM2 the object markers could be lowered so the top of the object may be appropriate where wide farm equipment cannot pass marker and obstruction are at the same level. If the obstruc- without damaging the object marker; see paragraph 8.6. tion is within the roadway and is less than 36” high, a full height OM3 may be set with the base near ground level. Ob- For Road Types B and C: On Road Types B and C, all object markers have not been crash tested at the lower mount- jects and large culvert ends within 4 feet of the edge of the ing height, so if the object marker is set on a separate post, road should be marked with an OM2. Modification of the use a 2 lb. or smaller “U” channel post that fails in bending. standard OM-2 may be appropriate where wide farm equip- Object markers set below the normal height may require ad- ment cannot pass without damaging the object marker (see ditional maintenance to provide good visibility. Paragraph 8.8.) Positive Guidance: On Road Types B, C and D, the road For Road Type D: On Road Type D, objects adjacent to the may be tapered at the approach to a narrow structure so the road are not usually marked. structure is no longer narrower than the roadway. See Para- graphs 8.1 and 8.2 for details on the required taper. On Road Where Type 3 object markers are applied to the approach Types B and C, all objects and large culvert ends within 4 feet ends of guardrail and other roadside objects, sheeting with- of the edge of the road should be marked with an OM2. out a substrate shall be directly affixed to the approach end of the guardrail in a rectangular shape conforming to the size Alternate OM2: A standard OM2 is a 6” x 12” panel with of the approach end of the guardrail with alternating black the bottom of the panel at 4 feet above the roadway. As and retroreflective yellow stripes sloping downward at an discussed above, in certain situations, the OM2 may be angle of 45 degrees toward the side of the obstruction on lowered so the top of the panel is 36” above the roadway. If which traffic is to pass. the lowered OM2 is still being damaged by farm equipment or is difficult to see because of vegetation, it may be more 8.8 Object Markers and Farm Equipment effective to use a marker on a flexible post. The standard In rural areas of Kansas, object marker maintenance at bridg- flexible posts have a 3” wide reflective strip. For the purpose es and culverts is a major concern due to damage caused of replacing an OM2, the flexible post should have a 3” x 24” by wide farm equipment. Wide farm equipment cannot yellow reflective panel with the top set so the reflective sec- pass through narrow structures and many standard width tion is visible to approaching traffic. This alternate OM2 will structures without removing or knocking down standard have the same amount of reflective sheeting as a standard height object markers. Modification of the standard object OM2 and should function as effectively. The alternate OM2 marker may be appropriate where wide farm equipment may be double sided. cannot pass without damaging the object marker. In typical situations where standard height object markers routinely become unserviceable, other options should be considered to effectively warn the driver of a narrow structure. Depend- ing on site conditions, effective options include lowering Figure 8-6 Object markers set low at bridge to pass the object marker, placing double faced object markers at farm equipment opposite corners of the bridge, tapering the road width so the obstruction is no longer in the road, installing a modified OM2, a flexible delineator, or a combination of options. Since driver expectancy changes with the physical characteristics of the roadway, the degree of guidance required varies by Road Type.

Staggered Object Markers: Rather than installing object markers at all four corners of the narrow structure, install double faced object markers at the approach (right) corners of the structure, and a flexible delineator on the departing (left) corner of the structure. To allow more room for the farm equipment to weave through the object markers, the object markers may be set in advance of the structure and in line with the obstruction. The departing side flexible delinea-

30 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 9.5 Guidance on Signing Guidance on signing at low water crossings is based on CHAPTER 9 – LOW-WATER STREAM the Road Type. On Road Type A, all three signs should be CROSSINGS installed: ROAD MAY FLOOD, IMPASSABLE DURING HIGH WATER and DO NOT ENTER WHEN FLOODED (see 9.0 General Figure 9-7). On Road Type B the ROAD MAY FLOOD and Low-water stream crossings may be found on low-volume IMPASSABLE DURING HIGH WATER signs should be used. roads in rural areas. The major issue is to warn drivers about On Road Type C, the ROAD MAY FLOOD sign should be the possibility of flooding. Another item to consider is an ad- used. On Road Type D, no signing is necessary. visory speed to drive over the crossing. Low water crossings are not mentioned in the MUTCD. The signs suggested in this 9.6 Longitudinal Placement of Signs section are similar to previous editions of this Handbook. The longitudinal placement of the sign(s) may vary depend- ing on the usual operating speed, the terrain, and the num- 9.1 ROAD MAY FLOOD Sign (W8-18) ber of signs. If only one sign (ROAD MAY FLOOD) is used, The Road May Flood sign was introduced in it should be placed at a minimum distance in accordance the 2009 MUTCD and replaces the FLOOD with Table 3-1 for a stop condition. The distance should be AREA AHEAD sign that was recommended measured from the near bank of the stream or near edge of in the previous editions of this Handbook. the crossing. If three signs are used, Table 3-1 would not ap- W8-18 When the Flood Area Ahead sign becomes ply as all three signs are warning of the same condition and unserviceable, it should be replaced by the location. Figure 9-7 has suggested distances which may vary Road May Flood sign. based on site conditions.

9.2 IMPASSABLE DURING HIGH Figure 9-7 Example Signing of Low-Water Stream WATER Sign Crossing on Road Type A The Impassable During High Water sign is not an MUTCD standard sign. The sign is a 30”x 30” diamond and will need to be special ordered or fabricated. The legend Note: should conform to the MUTCD standards On Road Type B the ROAD for warning signs. MAY FLOOD and IMPASSABLE DURING HIGH WATER signs 9.3 DO NOT ENTER WHEN FLOODED should be used. On Road Type The Do Not Enter When Flooded sign is not C the ROAD MAY FLOOD sign an MUTCD standard sign. The sign is a 24”x should be used. On Road Type D 30” rectangle and will need to be special no signing is necessary. ordered or fabricated. The legend should *Distances may be increased conform to the MUTCD standards for regu- based on engineering judgment latory signs. and site conditions. 9.4 Advisory Speed Plaque (W13-1P) and Supplemental Distance Plaque (W16-2P) Many crossings have a dip or a sag in the W13-1P vertical alignment that may cause a problem if driven at the operating speed. An advi- Sign should be placed where LWSC sory speed plaque may be needed to warn is visible to driver. the driver of this condition. There are no W16-2P engineering criteria to determine the advisory speed. A practical method is to drive the crossing a number of times with both a pickup and a car to determine the maximum speed that feels comfortable. If the advisory speed is less than the speed limit, consider an Advisory Speed Plaque. The Advisory Speed Plaque is placed below one of the warning signs.

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 31 for Road Type A when there is a preferred route around the closed section of the road. Detour signing is not included in CHAPTER 10 - TEMPORARY this Handbook. Typical applications for detour signing are TRAFFIC CONTROL shown in Typical Applications 8 and 20 in Section 6H of the MUTCD.

10.2 Flagger Qualifications 10.0 General Guidance Section 6E.01 of the MUTCD provides guidance on the The MUTCD provides guidance for the use of traffic control qualifications for flaggers: devices at construction and maintenance zones. The current term for these devices is, “Temporary Traffic Control,” “Guidance: abbreviated in this chapter as “TTC.” Section 5G.01 of the 01 Because flaggers are responsible for public safety and make MUTCD provides the following guidance on traffic control the greatest number of contacts with the public of all highway for low-volume roads. workers, they should be trained in safe traffic control practices and public contact techniques. Flaggers should be able to “Guidance: satisfactorily demonstrate the following abilities: 01 The safety of road users, including pedestrians and bicyclists, A. Ability to receive and communicate specific instructions as well as personnel in work zones, should be an integral clearly, firmly, and courteously; and high priority element of every project in the planning, B. Ability to move and maneuver quickly in order to avoid design, maintenance, and construction phases. Part 6 should danger from errant vehicles; be reviewed for additional criteria, specific details, and more C. Ability to control signaling devices (such as paddles and complex temporary traffic control zone requirements. The flags) in order to provide clear and positive guidance to following principles should be applied to temporary traffic drivers approaching a TTC zone in frequently changing control zones: situations; A. Traffic movement should be disrupted as little as possible. D. Ability to understand and apply safe traffic control B. Road users should be guided in a clear and positive practices, sometimes in stressful or emergency situa- manner while approaching and within construction, tions; and maintenance, and utility work areas. E. Ability to recognize dangerous traffic situations and C. Routine inspection and maintenance of traffic control ele- warn workers in sufficient time to avoid injury.” ments should be performed both day and night. D. Both the contracting agency and the contractor should 10.3 High-visibility Safety Apparel assign at least one person on each project to have day-to Section 6D.03 of the MUTCD requires that all workers day responsibility for assuring that the traffic control within the right-of-way, including emergency responders, elements are operating effectively and any needed must wear high visibility apparel. The apparel requirement operational changes are brought to the attention of their is ANSI/ISEA Class 2 for daytime and Class 3 for nighttime. supervisors. This requirement applies to flaggers (Section 6E.03 of the MUTCD) as well as other workers when outside their equip- 02 Traffic control in temporary traffic control zones should be -de ment or vehicle. signed on the assumption that road users will only reduce their speeds if they clearly perceive a need to do so, and then only 10.4 Channelization Devices in small increments of speed. Temporary traffic control zones Section 5G.03 of the MUTCD concerns channelization de- should not present a surprise to the road user. Frequent and/ vices. Channelization devices for nighttime use shall have the or abrupt changes in geometrics and other features should be same retroreflective requirements specified for higher-volume avoided. Transitions should be well delineated and long enough roadways. To alert, guide, and direct road users through to accommodate driving conditions at the speeds vehicles are temporary traffic control zones on low-volume roads, tapers realistically expected to travel. may be used to move a road user out of the traffic lane and 03 A temporary traffic control plan (see Section 6C.01) should around the work space using the spacing of devices described be used for a temporary traffic control zone on a low-volume in Section 6F.63. Spacing between cones or other channeliza- road to specify particular traffic control devices and features, tion devices shall not be less (in feet) than the speed limit (in or to reference typical drawings such as those contained in mph) when used for taper channelization, and a distance in Part 6.” feet of 2.0 times the speed limit in mph when used for tangent channelization. The most common channelizing device 10.1 Detours on low-volume roads are cones. For daytime, cones should Because most low-volume roads serve local residents who not be less than 18 inches in height, and for nighttime, cones are familiar with the road system, detours are not normally should not be less than 28 inches in height. provided when a road is closed. A detour may be appropriate

32 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 10.5 Type 3 Barricade 10.7 Workers Signs (W21-1 and W21-1a) Type 3 Barricades should be used to close or partially close a A Workers symbol sign may be used to alert road. When used at a road closure, they may be placed com- road users of workers in or near the roadway. pletely across a roadway. Where provision is made for access In the absence of other warning devices, a of authorized equipment and vehicles, the responsibility for Workers symbol sign should be used when Type 3 Barricades should be assigned to a person who will workers are in the roadway. provide proper closure at the end of each work day. When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway; they are staggered. 10.8 Detour Signs (M4-9 and M4-10) The DETOUR ARROW sign (M4-9 and M4- 10) is used at a point where a detour road- Figure 10-1 Type 3 Barricade (Source: MUTCD, way or route has been established due to the Figure 6F-7) closure of a road to through-traffic. Where M4-9 the detour begins it is normally mounted 45º on the Type 3 barricade near the ROAD CLOSED sign or the LOCAL TRAFFIC

M4-10 ONLY sign. The Detour Arrow sign is also placed at each turn of the detour. The END 5 ft 8 to 12 inches DETOUR sign (M4-8a and M4-8b) is an optional sign that may MIN. be used to advise the motorist that the detour has ended.

10.9 Road Closed Sign (R11-2) 4 ft MIN. The ROAD (STREET) CLOSED sign should be used when the roadway is closed to all road users except TYPE 3 BARRICADE contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropri- Where barricades extend entirely across a roadway, the stripes R11-2 ate warning and detour signing. The should slope downward in the direction toward which road words BRIDGE OUT (or BRIDGE users must turn. In situations where barricades may be CLOSED) may be substituted for ROAD (STREET) CLOSED susceptible to overturning due to wind, ballasting should be where applicable. The ROAD (STREET) CLOSED sign used. Sandbags may be placed on the lower parts of the frame should be installed at or near the center of the roadway on or the stays of barricades to provide the required ballast. or above a Type 3 barricade that closes the roadway. The ROAD (STREET) CLOSED sign shall not be used where road 10.6 Temporary Traffic Control Signs for user flow is maintained or where the actual closure is some Low-Volume Roads distance beyond the sign.

10.10 Local Traffic Only Signs (R11-3a and R11-4) Figure 10-2 Temporary Traffic Control Signs The local traffic only signs should and Plaques for Low-Volume Roads be used where traffic flow detours (Source: MUTCD, Figure 5G-1) to avoid a closure some distance beyond the sign, but where the local road users can use the roadway R11-3a to the point of closure. These signs should be accompanied by appropriate warning and detour signs.

R11-4

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 33 10.11 Mounting of Temporary Traffic Control Signs 10.14 Typical Application - Gravel Road Temporary traffic control signs that will be in place for long Maintenance (Dragging) periods of time are usually mounted on crashworthy posts or This application is typical maintenance (dragging of unpaved a barricade. For signs that will be in place for a short period roads). A motor grader shall be equipped with a slow moving of time they may be mounted on a barricade, tripod, sign vehicle emblem, flashing lights, and a beacon. Flags at the stand or on the back of a truck. The bottom of signs on bar- ends of the moldboard are optional. Windrows should begin ricades and stands should be a minimum of 1 foot above the where they can be seen from a distance. Large windrows road surface. should not extend across intersections. Consider optional ROAD WORK AHEAD signs on Road Type A with poor visibility of the grader. Figure 10-3 Method of mounting signs other than 10.15 Typical Application - Mobile Operations on Road on posts (Source: MUTCD, Figure 6F-2) Type B, C, and D Section 5G.02 of the MUTCD provides support on maintenance activities on low-volume roads.

“Support: 02 Maintenance activities might not require extensive temporary traffic control if the traffic volumes and speeds are low.”

This statement usually applies to mobile operations on Road Types B, C, and D where there is good sight distance. Adequate warning of mobile maintenance activities such 10.12 Typical Applications (TA) General Items as spreading gravel, mowing, and spot blading is provided Section 5G.02 of the MUTCD provides information on ap- by flashing lights and a beacon on construction equipment plication of Temporary Traffic Control (TTC). Planned work and trucks. In the event a vehicle approaches the work area, phasing and sequencing should be the basis for the use of equipment should pull over when convenient and allow the traffic control devices for temporary traffic control zones. vehicle to proceed through the work area. Each TTC zone is different. Many variables such as location of work, roadway type and geometry, vertical and horizontal 10.16 Typical Application – Mobile Operations alignment, intersections, interchanges, road user volumes, (Patching-Striping) on Paved Road Type A vehicle mix (buses, trucks, and cars), and road user speeds 1. Vehicle-mounted signs shall be mounted in a manner such affect the needs of each zone. The goal of TTC in work zones that they are not obscured by equipment or supplies. Leg- is safety with minimum disruption to road users. The key ends on vehicle-mounted signs shall be covered or turned factor in promoting TTC zone safety is proper judgment. from view when work is not in progress. Typical applications follow this section. The applications pre- 2. Shadow and work vehicles shall display high-intensity ro- sented here should provide sufficient guidance for the case tating, flashing, oscillating, or strobe lights. Vehicle hazard of maintenance or minor construction on low-volume roads. warning signals shall not be used instead of the vehicle’s These typical applications include the use of various TTC high-intensity rotating, flashing, oscillating, or strobe lights. methods, but do not include a layout for every conceivable work situation. Typical applications should be altered, when 3. If an arrow board is used, it shall be used in the cau- necessary, to fit the conditions of a particular TTC zone. Part tion mode. 6 of the MUTCD has more extensive illustrations of typical 4. Where practical and when needed, the work and shadow applications that should be consulted if the typical applica- vehicles should pull over periodically to allow vehicular tions in this Handbook are not applicable. traffic to pass. 5. Shadow vehicles are used to warn motorists of the opera- 10.13 Position of Advance Warning Signs in Work Zones tion ahead. Whenever adequate stopping sight distance Table 6H-3 of the MUTCD provides distances for the ad- exists to the rear, the shadow vehicle should maintain the vance placement of the traffic control devices shown in the minimum distance from the work vehicle and proceed at typical applications. For rural roads the advance placement the same speed. The shadow vehicle should slow down in distance and the distance between advance warning signs is advance of vertical or horizontal curves that restrict sight 500 ft. Section 5G.02 of the MUTCD allows 100 feet advance distance. The shadow vehicles should also be equipped placement distance and the distance between signs on low- volume roadways with speeds of 30 miles per hour or less.

34 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 with two high-intensity flashing lights mounted on the 10.17 Typical Application - Lane Closure on Minor Road rear, adjacent to the sign. Types B and and C 6. The distance between the work and shadow vehicles 1. Use this application only for low-speed, low-volume facili- may vary according to terrain, paint drying time, and ties that are typical of Road Types B and C. other factors. 2. Use this application where the work space is short and 7. If the work and shadow vehicles cannot pull over to allow where road users can see the roadway beyond. vehicular traffic to pass frequently, a DO NOT PASS sign 3. Vehicles and major equipment shall operate flashers and may be placed on the rear of the vehicle blocking the lane. beacons.

Figure 10-5 Lane Closure on Road Type B and C Figure 10-4 Mobile Operations (Adapted from TA 18 of the MUTCD) (Source: MUTCD, Typical Application 17)

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 35 10.18 Typical Application - Lane Closure Using Flagger 2. The ROAD WORK AHEAD and the END ROAD WORK 1. Two flaggers are typically required for this application. A signs may be omitted for short-duration operations. single flagger may be used for low-volume situations with 3. Where there are hills or curves, the buffer space should be short work zones on straight roadways where the flagger is extended so that the two-way traffic taper is placed before visible to road users approaching from both directions. The a horizontal or vertical curve to provide adequate sight single flagger should be positioned to be visible to road distance for the flagger and a queue of stopped vehicles. users approaching from both directions.

Figure 10-6 Lane Closure Using Flaggers (Source: MUTCD, Typical Application 10)

Figure 10-7 Lane Closure Using Flaggers (Source: Work Zone Safety Consortium adapted from MUTCD TA-10)

36 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 10.19 Typical Application: Self-Regulating Work Zone Figure 10-8 Self-regulating work zone This TTC zone application may be used as an alternate to (Source: Work Zone Safety Consortium) the TTC application shown above (using flaggers) when the following conditions exist: a. Vehicular traffic volume is such that sufficient gaps exist for vehicular traffic that must yield. b. Road users from both directions are able to see approaching vehicular traffic through and beyond the worksite and have sufficient visibility of approaching vehicles.

Figure 10-9 Self-Regulating TTC Zone (Source: Work Zone Safety Consortium adapted from MUTCD, TA-11)

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 37 10.20 Typical Application - Road Closure 1. This application is a typical road closure of a mile of road. Wing barricades with ROAD CLOSED TO THRU TRAF- FIC are set near the intersection on the mile that is closed.

2. For Road Type A install a ROAD CLOSED AHEAD (or 500 FT) in advance of the wing barricade at the intersections. 3. If roadway is closed for the day or for a short term project the signs may be placed on temporary mountings.

Figure 10-10 Road Closure

38 Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 BIBLIOGRAPHY AND REFERENCES

The following documents are the general basis for the con- American Road and Transportation Builders Association - tent of this document: Work Zone Safety Consortium. Guidance Temporary Traffic Control for Work Zones on Unpaved Roads. Washington, DC: U.S. Department of Transportation, Federal Highway Admin- American Road and Transportation Builders Association, 2015. istration. The Manual on Uniform Traffic Control Devices for Streets and Highways. Washington, DC: U.S. Department of Carstens, R. L. and R. Yun-Hao Woo. Liability and Traffic Transportation Federal Highway Administration, 2009. Control Considerations for Low Water Stream Crossings. Ames, Iowa: Engineering Research Institute, Iowa State University, Smith, Bob L., and Susan Gerth, Handbook of Traffic Control April 1981. Practices for Low-volume Rural Roads. Manhattan: Department of Civil Engineering, Kansas State University, 1981. Institute of Transportation Engineers. Traffic Engineering Handbook. 6th ed. Washington, DC: Institute of Transporta- Russell, Eugene. Handbook of Traffic Control Practices for Low- tion Engineers, 2010. volume Rural Roads. 2nd ed. Manhattan: Department of Civil Engineering, Kansas State University, 1991. Seyfried, Robert. Traffic Control Devices Handbook. 2nd ed. Washington, DC: Institute of Transportation Engineers, 2012. Russell, Eugene. Handbook of Traffic Control Practices for Low- volume Rural Roads. 3rd ed. Manhattan: Department of Civil Transportation Research Board. Safety at Narrow Bridge Sites. Engineering, Kansas State University, 2005. NCHRP Report 203.Washington, DC: Transportation Re- search Board, 1979. The following documents are the reference material that was consulted in preparation of this document: U.S. Department of Transportation Federal Highway Ad- ministration. Standard Highway Signs, Washington DC: U.S. Alexander, G. J. and H. Lunenfeld. Positive Guidance in Department of Transportation Federal Highway Administra- Traffic Control. Washington, DC: U.S. Department of Trans- tion, 2012. portation Federal Highway Administration, 1975. U.S. Department of Transportation Federal Highway Admin- Alexander, G. J. and H. Lunenfeld, “Some Factors Affecting istration. Maintenance of Signs and Sign Supports. Washington, Reception and Use of Information by Drivers,” Public Roads. DC: U.S. Department of Transportation Federal Highway Washington, DC: U.S. Department of Transportation Federal Administration, 2010. Highway Administration, June 1973. U.S. Department of Transportation Federal Highway Admin- American Association of State Highway and Transportation istration and the South Dakota Local Technical Assistance Officials.A Policy on Geometric Design of Highways and Streets. Program, Gravel Roads Construction and Maintenance Guide. 8th ed. Washington, DC: American Association of State Washington DC: U.S. Department of Transportation Federal Highway and Transportation Officials, 2011. Highway Administration, 2015.

American Association of State Highway and Transportation Officials.Guidelines for Geometric Design of Very Low-Volume Roads. Washington, DC: American Association of State High- way and Transportation Officials, 2001.

American Association of State Highway and Transportation Officials.A Guide to Small Sign Support Hardware. Washing- ton, DC: American Association of State Highway and Trans- portation Officials, 1998.

Kansas Handbook of Traffic Control Guidance for Low-Volume Rural Roads, 2017 39

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