Railroad Systems Suppliers, Inc. (RSSI) Seminar on Part 8 of the 2009 Manual on Uniform Traffic Control Devices (MUTCD)
June 28, 2016 in Grapevine, Texas
Seminar presented by:
Bruce Friedman, Transportation Specialist with the Federal Highway Administration’s MUTCD Team ([email protected])
The following documents are included in this package:
• Excerpts from the 2009 MUTCD including Part 8* • Official Interpretations for Part 8* • Frequently Asked Questions (FAQs) regarding Part 8* • NCUTCD Recommendations to the FHWA for Changes and Additions to Part 8
* These items are available on the MUTCD website. This compendium is for informational purposes only and does not, in itself, constitute a complete assembly of all applicable criteria or supersede the provisions of the MUTCD.
The MUTCD website address is http://mutcd.fhwa.dot.gov/
Excerpts from the Current Edition (2009 with Revisions 1 and 2 included) of the MUTCD:
• Cover • Introduction • Part 1 – General (regarding the MUTCD) • Chapter 2A – General (regarding signs) • Section 3B.17 – Do Not Block Intersection Markings • Section 3B.24 – Chevron and Diagonal Crosshatch Markings • Chapter 3D – Markings for Preferential Lanes • Section 4C.10 – Warrant 9, Intersection near a Grade Crossing • Section 4D.27 – Preemption and Priority Control of Traffic Control Signals • Chapter 5F – Traffic Control for Highway-Rail Grade Crossings (on low-volume roads) • Figure 6H-46 – Work in the Vicinity of a Grade Crossing (TA-46) • Part 8 – Traffic Control for Railroad and Light Rail Transit Grade Crossings
Including Revision 1 dated May 2012 and Revision 2 dated May 2012 2009 Edition Page TC-17
PART 7 TRAFFIC CONTROL FOR SCHOOL AREAS CHAPTER 7A GENERAL Section 7A.01 Need for Standards...... 731 Section 7A.02 School Routes and Established School Crossings...... 731 Section 7A.03 School Crossing Control Criteria...... 731 Section 7A.04 Scope...... 732 CHAPTER 7B SIGNS Section 7B.01 Size of School Signs...... 733 Section 7B.02 Illumination and Reflectorization...... 734 Section 7B.03 Position of Signs...... 734 Section 7B.04 Height of Signs...... 734 Section 7B.05 Installation of Signs...... 734 Section 7B.06 Lettering...... 734 Section 7B.07 Sign Color for School Warning Signs...... 734 Section 7B.08 School Sign (S1-1) and Plaques...... 734 Section 7B.09 School Zone Sign (S1-1) and Plaques (S4-3P, S4-7P) and END SCHOOL ZONE Sign (S5-2)...... 736 Section 7B.10 Higher Fines Zone Signs (R2-10, R2-11) and Plaques...... 736 Section 7B.11 School Advance Crossing Assembly...... 736 Section 7B.12 School Crossing Assembly...... 741 Section 7B.13 School Bus Stop Ahead Sign (S3-1)...... 742 Section 7B.14 SCHOOL BUS TURN AHEAD Sign (S3-2)...... 742 Section 7B.15 School Speed Limit Assembly (S4-1P, S4-2P, S4-3P, S4-4P, S4-6P, S5-1) and END SCHOOL SPEED LIMIT Sign (S5-3)...... 742 Section 7B.16 Reduced School Speed Limit Ahead Sign (S4-5, S4-5a)...... 743 Section 7B.17 Parking and Stopping Signs (R7 and R8 Series)...... 743 CHAPTER 7C MARKINGS Section 7C.01 Functions and Limitations...... 744 Section 7C.02 Crosswalk Markings...... 744 Section 7C.03 Pavement Word, Symbol, and Arrow Markings...... 744 CHAPTER 7D CROSSING SUPERVISION Section 7D.01 Types of Crossing Supervision...... 745 Section 7D.02 Adult Crossing Guards...... 745 Section 7D.03 Qualifications of Adult Crossing Guards...... 745 Section 7D.04 Uniform of Adult Crossing Guards...... 745 Section 7D.05 Operating Procedures for Adult Crossing Guards...... 745
PART 8 TRAFFIC CONTROL FOR RAILROAD AND LIGHT RAIL TRANSIT GRADE CROSSINGS CHAPTER 8A GENERAL Section 8A.01 Introduction...... 747 Section 8A.02 Use of Standard Devices, Systems, and Practices at Highway-Rail Grade Crossings...... 747 Section 8A.03 Use of Standard Devices, Systems, and Practices at Highway-LRT Grade Crossings...... 748 Section 8A.04 Uniform Provisions...... 749 Section 8A.05 Grade Crossing Elimination...... 749 Section 8A.06 Illumination at Grade Crossings...... 750 Section 8A.07 Quiet Zone Treatments at Highway-Rail Grade Crossings...... 750 Section 8A.08 Temporary Traffic Control Zones...... 750
December 2009 Page TC-18 2009 Edition
CHAPTER 8B SIGNS AND MARKINGS Section 8B.01 Purpose...... 751 Section 8B.02 Sizes of Grade Crossing Signs...... 751 Section 8B.03 Grade Crossing (Crossbuck) Sign (R15-1) and Number of Tracks Plaque (R15-2P) at Active and Passive Grade Crossings...... 751 Section 8B.04 Crossbuck Assemblies with YIELD or STOP Signs at Passive Grade Crossings...... 754 Section 8B.05 Use of STOP (R1-1) or YIELD (R1-2) Signs without Crossbuck Signs at Highway-LRT Grade Crossings...... 758 Section 8B.06 Grade Crossing Advance Warning Signs (W10 Series)...... 758 Section 8B.07 EXEMPT Grade Crossing Plaques (R15-3P, W10-1aP)...... 759 Section 8B.08 Turn Restrictions During Preemption...... 760 Section 8B.09 DO NOT STOP ON TRACKS Sign (R8-8)...... 760 Section 8B.10 TRACKS OUT OF SERVICE Sign (R8-9)...... 760 Section 8B.11 STOP HERE WHEN FLASHING Signs (R8-10, R8-10a)...... 761 Section 8B.12 STOP HERE ON RED Signs (R10-6, R10-6a)...... 761 Section 8B.13 Light Rail Transit Only Lane Signs (R15-4 Series)...... 761 Section 8B.14 Do Not Pass Light Rail Transit Signs (R15-5, R15-5a)...... 761 Section 8B.15 No Motor Vehicles On Tracks Signs (R15-6, R15-6a)...... 762 Section 8B.16 Divided Highway with Light Rail Transit Crossing Signs (R15-7 Series)...... 762 Section 8B.17 LOOK Sign (R15-8)...... 762 Section 8B.18 Emergency Notification Sign (I-13)...... 762 Section 8B.19 Light Rail Transit Approaching-Activated Blank-Out Warning Sign (W10-7)...... 763 Section 8B.20 TRAINS MAY EXCEED 80 MPH Sign (W10-8) ...... 763 Section 8B.21 NO TRAIN HORN Sign or Plaque (W10-9, W10-9P) ...... 763 Section 8B.22 NO GATES OR LIGHTS Plaque (W10-13P) ...... 763 Section 8B.23 Low Ground Clearance Grade Crossing Sign (W10-5) ...... 763 Section 8B.24 Storage Space Signs (W10-11, W10-11a, W10-11b)...... 764 Section 8B.25 Skewed Crossing Sign (W10-12)...... 764 Section 8B.26 Light Rail Transit Station Sign (I-12)...... 764 Section 8B.27 Pavement Markings...... 764 Section 8B.28 Stop and Yield Lines...... 766 Section 8B.29 Dynamic Envelope Markings...... 767 CHAPTER 8C FLASHING-LIGHT SIGNALS, GATES, AND TRAFFIC CONTROL SIGNALS Section 8C.01 Introduction...... 769 Section 8C.02 Flashing-Light Signals...... 769 Section 8C.03 Flashing-Light Signals at Highway-LRT Grade Crossings...... 772 Section 8C.04 Automatic Gates...... 772 Section 8C.05 Use of Automatic Gates at LRT Grade Crossings...... 773 Section 8C.06 Four-Quadrant Gate Systems...... 773 Section 8C.07 Wayside Horn Systems...... 775 Section 8C.08 Rail Traffic Detection...... 775 Section 8C.09 Traffic Control Signals at or Near Highway-Rail Grade Crossings...... 776 Section 8C.10 Traffic Control Signals at or Near Highway-LRT Grade Crossings...... 777 Section 8C.11 Use of Traffic Control Signals for Control of LRT Vehicles at Grade Crossings...... 778 Section 8C.12 Grade Crossings Within or In Close Proximity to Circular Intersections...... 780 Section 8C.13 Pedestrian and Bicycle Signals and Crossings at LRT Grade Crossings...... 780 CHAPTER 8D PATHWAY GRADE CROSSINGS Section 8D.01 Purpose...... 786 Section 8D.02 Use of Standard Devices, Systems, and Practices...... 786 Section 8D.03 Pathway Grade Crossing Signs and Markings...... 786 Section 8D.04 Stop Lines, Edge Lines, and Detectable Warnings...... 786 Section 8D.05 Passive Devices for Pathway Grade Crossings...... 787 Section 8D.06 Active Traffic Control Systems for Pathway Grade Crossings...... 788 December 2009 2009 Edition Page I-1
MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES INTRODUCTION Standard: 01 Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide traffic, placed on, over, or adjacent to a street, highway, pedestrian facility, bikeway, or private road open to public travel (see definition in Section 1A.13) by authority of a public agency or official having jurisdiction, or, in the case of a private road, by authority of the private owner or private official having jurisdiction. 02 The Manual on Uniform Traffic Control Devices (MUTCD) is incorporated by reference in 23 Code of Federal Regulations (CFR), Part 655, Subpart F and shall be recognized as the national standard for all traffic control devices installed on any street, highway, bikeway, or private road open to public travel (see definition in Section 1A.13) in accordance with 23 U.S.C. 109(d) and 402(a). The policies and procedures of the Federal Highway Administration (FHWA) to obtain basic uniformity of traffic control devices shall be as described in 23 CFR 655, Subpart F. 03 In accordance with 23 CFR 655.603(a), for the purposes of applicability of the MUTCD: A. Toll roads under the jurisdiction of public agencies or authorities or public‑private partnerships shall be considered to be public highways; B. Private roads open to public travel shall be as defined in Section 1A.13; and C. Parking areas, including the driving aisles within those parking areas, that are either publicly or privately owned shall not be considered to be “open to public travel” for purposes of MUTCD applicability. 04 Any traffic control device design or application provision contained in this Manual shall be considered to be in the public domain. Traffic control devices contained in this Manual shall not be protected by a patent, trademark, or copyright, except for the Interstate Shield and any items owned by FHWA. Support: 05 Pictographs, as defined in Section 1A.13, are embedded in traffic control devices but the pictographs themselves are not considered traffic control devices for the purposes of Paragraph 4. 06 The need for uniform standards was recognized long ago. The American Association of State Highway Officials (AASHO), now known as the American Association of State Highway and Transportation Officials (AASHTO), published a manual for rural highways in 1927, and the National Conference on Street and Highway Safety (NCSHS) published a manual for urban streets in 1930. In the early years, the necessity for unification of the standards applicable to the different classes of road and street systems was obvious. To meet this need, a joint committee of AASHO and NCSHS developed and published the original edition of this Manual on Uniform Traffic Control Devices (MUTCD) in 1935. That committee, now called the National Committee on Uniform Traffic Control Devices (NCUTCD), though changed from time to time in name, organization, and personnel, has been in continuous existence and has contributed to periodic revisions of this Manual. The FHWA has administered the MUTCD since the 1971 edition. The FHWA and its predecessor organizations have participated in the development and publishing of the previous editions. There were nine previous editions of the MUTCD, and several of those editions were revised one or more times. Table I‑1 traces the evolution of the MUTCD, including the two manuals developed by AASHO and NCSHS. Standard: 07 The U.S. Secretary of Transportation, under authority granted by the Highway Safety Act of 1966, decreed that traffic control devices on all streets and highways open to public travel in accordance with 23 U.S.C. 109(d) and 402(a) in each State shall be in substantial conformance with the Standards issued or endorsed by the FHWA. Support: 08 The “Uniform Vehicle Code (UVC)” is one of the publications referenced in the MUTCD. The UVC contains a model set of motor vehicle codes and traffic laws for use throughout the United States. Guidance: 09 The States should adopt Section 15‑116 of the UVC, which states that, “No person shall install or maintain in any area of private property used by the public any sign, signal, marking, or other device intended to regulate, warn, or guide traffic unless it conforms with the State manual and specifications adopted under Section 15‑104.”
December 2009 Page I-2 2009 Edition Table I-1. Evolution of the MUTCD
Year Name Month / Year Revised Manual and Specifications for the Manufacture, Display, and Erection of U.S. Standard 1927 Road Markers and Signs (for rural roads) 4/29, 12/31 1930 Manual on Street Traffic Signs, Signals, and Markings (for urban streets) No revisions 1935 Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD) 2/39 Manual on Uniform Traffic Control Devices for Streets and Highways — War Emergency 1942 Edition No revisions 1948 Manual on Uniform Traffic Control Devices for Streets and Highways 9/54 1961 Manual on Uniform Traffic Control Devices for Streets and Highways No revisions 11/71, 4/72, 3/73, 10/73, 6/74, 6/75, 1971 Manual on Uniform Traffic Control Devices for Streets and Highways 9/76, 12/77 1978 Manual on Uniform Traffic Control Devices for Streets and Highways 12/79, 12/83, 9/84, 3/86 1988 Manual on Uniform Traffic Control Devices for Streets and Highways 1/90, 3/92, 9/93, 11/94, 12/96, 6/98, 1/00 2000 Manual on Uniform Traffic Control Devices for Streets and Highways — Millennium Edition 7/02 2003 Manual on Uniform Traffic Control Devices for Streets and Highways 11/04, 12/07 2009 Manual on Uniform Traffic Control Devices for Streets and Highways
Support: 10 The Standard, Guidance, Option, and Support material described in this edition of the MUTCD provide the transportation professional with the information needed to make appropriate decisions regarding the use of traffic control devices on streets, highways, bikeways, and private roads open to public travel (see definition in Section 1A.13). 11 Throughout this Manual the headings Standard, Guidance, Option, and Support are used to classify the nature of the text that follows. Figures and tables, including the notes contained therein, supplement the text and might constitute a Standard, Guidance, Option, or Support. The user needs to refer to the appropriate text to classify the nature of the figure, table, or note contained therein. Standard: 12 When used in this Manual, the text headings of Standard, Guidance, Option, and Support shall be as defined in Paragraph 1 of Section 1A.13. Support: 13 Throughout this Manual all dimensions and distances are provided in English units. Appendix A2 contains tables for converting each of the English unit numerical values that are used in this Manual to the equivalent Metric (International System of Units) values. Guidance: 14 If Metric units are to be used in laying out distances or determining sizes of devices, such units should be specified on plan drawings and made known to those responsible for designing, installing, or maintaining traffic control devices. 15 Except when a specific numeral is required or recommended by the text of a Section of this Manual, numerals displayed on the images of devices in the figures that specify quantities such as times, distances, speed limits, and weights should be regarded as examples only. When installing any of these devices, the numerals should be appropriately altered to fit the specific situation. Support: 16 The following information will be useful when reference is being made to a specific portion of text in this Manual. 17 There are nine Parts in this Manual and each Part is comprised of one or more Chapters. Each Chapter is comprised of one or more Sections. Parts are given a numerical identification, such as Part 2 – Signs. Chapters are identified by the Part number and a letter, such as Chapter 2B – Regulatory Signs, Barricades, and Gates. Sections are identified by the Chapter number and letter followed by a decimal point and a number, such as Section 2B.03 – Size of Regulatory Signs.
December 2009 2009 Edition Page I-3
18 Each Section is comprised of one or more paragraphs. The paragraphs are indented and are identified by a number. Paragraphs are counted from the beginning of each Section without regard to the intervening text headings (Standard, Guidance, Option, or Support). Some paragraphs have lettered or numbered items. As an example of how to cite this Manual, the phrase “Not less than 40 feet beyond the stop line” that appears in Section 4D.14 of this Manual would be referenced in writing as “Section 4D.14, P1, A.1,” and would be verbally referenced as “Item A.1 of Paragraph 1 of Section 4D.14.” Standard: 19 In accordance with 23 CFR 655.603(b)(3), States or other Federal agencies that have their own MUTCDs or Supplements shall revise these MUTCDs or Supplements to be in substantial conformance with changes to the National MUTCD within 2 years of the effective date of the Final Rule for the changes. Substantial conformance of such State or other Federal agency MUTCDs or Supplements shall be as defined in 23 CFR 655.603(b)(1). 20 After the effective date of a new edition of the MUTCD or a revision thereto, or after the adoption thereof by the State, whichever occurs later, new or reconstructed devices installed shall be in compliance with the new edition or revision. 21 In cases involving Federal‑aid projects for new highway or bikeway construction or reconstruction, the traffic control devices installed (temporary or permanent) shall be in conformance with the most recent edition of the National MUTCD before that highway is opened or re‑opened to the public for unrestricted travel [23 CFR 655.603(d)(2) and (d)(3)]. 22 Unless a particular device is no longer serviceable, non‑compliant devices on existing highways and bikeways shall be brought into compliance with the current edition of the National MUTCD as part of the systematic upgrading of substandard traffic control devices (and installation of new required traffic control devices) required pursuant to the Highway Safety Program, 23 U.S.C. §402(a). The FHWA has the authority to establish other target compliance dates for implementation of particular changes to the MUTCD [23 CFR 655.603(d)(1)]. These target compliance dates established by the FHWA shall be as shown in Table I‑2. 23 Except as provided in Paragraph 24, when a non‑compliant traffic control device is being replaced or refurbished because it is damaged, missing, or no longer serviceable for any reason, it shall be replaced with a compliant device. Option: 24 A damaged, missing, or otherwise non‑serviceable device that is non‑compliant may be replaced in kind if engineering judgment indicates that: A. One compliant device in the midst of a series of adjacent non‑compliant devices would be confusing to road users; and/or B. The schedule for replacement of the whole series of non‑compliant devices will result in achieving timely compliance with the MUTCD.
December 2009 Page I-4 2009 Edition - Revision 2
Table I-2. Target Compliance Dates Established by the FHWA
2009 MUTCD Section 2009 MUTCD Specific Provision Compliance Date Number(s) Section Title Implementation and continued use of an assessment or management Maintaining Minimum method that is designed to maintain regulatory and warning sign 2 years from the effective 2A.08 Retroreflectivity retroreflectivity at or above the established minimum levels (see date of this revision of Paragraph 2) the 2009 MUTCD* January 17, 2013 2A.19 Lateral Offset Crashworthiness of sign supports on roads with posted speed limit of (date established in 50 mph or higher (see Paragraph 2) the 2000 MUTCD) ONE WAY Signs New requirements in the 2009 MUTCD for the number and locations of 2B.40 (R6-1, R6-2) ONE WAY signs (see Paragraphs 4, 9, and 10) December 31, 2019 2C.06 through Horizontal Alignment Revised requirements in the 2009 MUTCD regarding the use of various 2C.14 Warning Signs horizontal alignment signs (see Table 2C-5) December 31, 2019 2E.31, 2E.33, Plaques for New requirement in the 2009 MUTCD to use E1-5aP and E1-5bP plaques and 2E.36 Left-Hand Exits for left-hand exits December 31, 2014 5 years from the effective date of this revision of the 2009 MUTCD, or Yellow Change and New requirement in the 2009 MUTCD that durations of yellow change when timing adjustments 4D.26 Red Clearance and red clearance intervals shall be determined using engineering are made to the Intervals practices (see Paragraphs 3 and 6) individual intersection and/or corridor, whichever occurs first Rev. 2 5 years from the effective date of this revision of the 2009 MUTCD, or Pedestrian Intervals New requirement in the 2009 MUTCD that the pedestrian change interval when timing adjustments 4E.06 and Signal Phases shall not extend into the red clearance interval and shall be followed by a are made to the buffer interval of at least 3 seconds (see Paragraph 4) individual intersection and/or corridor, whichever occurs first Worker Safety New requirement in the 2009 MUTCD that all workers within the 6D.03** Considerations right-of-way shall wear high-visibility apparel (see Paragraphs 4, 6, and 7) December 31, 2011 High-Visibility New requirement in the 2009 MUTCD that all flaggers within the 6E.02** Safety Apparel right-of-way shall wear high-visibility apparel December 31, 2011 Uniform of Adult New requirement in the 2009 MUTCD for high-visibility apparel for adult 7D.04** Crossing Guards crossing guards December 31, 2011 Grade Crossing 8B.03, 8B.04 (Crossbuck) Signs Retroreflective strip on Crossbuck sign and support (see Paragraph 7 in December 31, 2019 and Supports Section 8B.03 and Paragraphs 15 and 18 in Section 8B.04) Crossbuck Assemblies with 8B.04 YIELD or STOP New requirement in the 2009 MUTCD for the use of STOP or YIELD December 31, 2019 Signs at Passive signs with Crossbuck signs at passive grade crossings 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. Note: All compliance dates that were previously published in Table I-2 of the 2009 MUTCD and that do not appear in this revised table have been eliminated.
May 2012 2009 Edition Page 1 PART 1 GENERAL
CHAPTER 1A. GENERAL Section 1A.01 Purpose of Traffic Control Devices Support: 01 The purpose of traffic control devices, as well as the principles for their use, is to promote highway safety and efficiency by providing for the orderly movement of all road users on streets, highways, bikeways, and private roads open to public travel throughout the Nation. 02 Traffic control devices notify road users of regulations and provide warning and guidance needed for the uniform and efficient operation of all elements of the traffic stream in a manner intended to minimize the occurrences of crashes. Standard: 03 Traffic control devices or their supports shall not bear any advertising message or any other message that is not related to traffic control. Support: 04 Tourist-oriented directional signs and Specific Service signs are not considered advertising; rather, they are classified as motorist service signs. Section 1A.02 Principles of Traffic Control Devices Support: 01 This Manual contains the basic principles that govern the design and use of traffic control devices for all streets, highways, bikeways, and private roads open to public travel (see definition in Section 1A.13) regardless of type or class or the public agency, official, or owner having jurisdiction. This Manual’s text specifies the restriction on the use of a device if it is intended for limited application or for a specific system. It is important that these principles be given primary consideration in the selection and application of each device. Guidance: 02 To be effective, a traffic control device should meet five basic requirements: A. Fulfill a need; B. Command attention; C. Convey a clear, simple meaning; D. Command respect from road users; and E. Give adequate time for proper response. 03 Design, placement, operation, maintenance, and uniformity are aspects that should be carefully considered in order to maximize the ability of a traffic control device to meet the five requirements listed in the previous paragraph. Vehicle speed should be carefully considered as an element that governs the design, operation, placement, and location of various traffic control devices. Support: 04 The definition of the word “speed” varies depending on its use. The definitions of specific speed terms are contained in Section 1A.13. Guidance: 05 The actions required of road users to obey regulatory devices should be specified by State statute, or in cases not covered by State statute, by local ordinance or resolution. Such statutes, ordinances, and resolutions should be consistent with the “Uniform Vehicle Code” (see Section 1A.11). 06 The proper use of traffic control devices should provide the reasonable and prudent road user with the information necessary to efficiently and lawfully use the streets, highways, pedestrian facilities, and bikeways. Support: 07 Uniformity of the meaning of traffic control devices is vital to their effectiveness. The meanings ascribed to devices in this Manual are in general accord with the publications mentioned in Section 1A.11. Section 1A.03 Design of Traffic Control Devices Guidance: 01 Devices should be designed so that features such as size, shape, color, composition, lighting or retroreflection, and contrast are combined to draw attention to the devices; that size, shape, color, and simplicity of message combine to produce a clear meaning; that legibility and size combine with placement to permit adequate time for response; and that uniformity, size, legibility, and reasonableness of the message combine to command respect. 02 Aspects of a device’s standard design should be modified only if there is a demonstrated need.
December 2009 Sect. 1A.01 to 1A.03 Page 2 2009 Edition
Support: 03 An example of modifying a device’s design would be to modify the Combination Horizontal Alignment/Intersection (W1-10) sign to show intersecting side roads on both sides rather than on just one side of the major road within the curve. Option: 04 With the exception of symbols and colors, minor modifications in the specific design elements of a device may be made provided the essential appearance characteristics are preserved. Section 1A.04 Placement and Operation of Traffic Control Devices Guidance: 01 Placement of a traffic control device should be within the road user’s view so that adequate visibility is provided. To aid in conveying the proper meaning, the traffic control device should be appropriately positioned with respect to the location, object, or situation to which it applies. The location and legibility of the traffic control device should be such that a road user has adequate time to make the proper response in both day and night conditions. 02 Traffic control devices should be placed and operated in a uniform and consistent manner. 03 Unnecessary traffic control devices should be removed. The fact that a device is in good physical condition should not be a basis for deferring needed removal or change. Section 1A.05 Maintenance of Traffic Control Devices Guidance: 01 Functional maintenance of traffic control devices should be used to determine if certain devices need to be changed to meet current traffic conditions. 02 Physical maintenance of traffic control devices should be performed to retain the legibility and visibility of the device, and to retain the proper functioning of the device. Support: 03 Clean, legible, properly mounted devices in good working condition command the respect of road users. Section 1A.06 Uniformity of Traffic Control Devices Support: 01 Uniformity of devices simplifies the task of the road user because it aids in recognition and understanding, thereby reducing perception/reaction time. Uniformity assists road users, law enforcement officers, and traffic courts by giving everyone the same interpretation. Uniformity assists public highway officials through efficiency in manufacture, installation, maintenance, and administration. Uniformity means treating similar situations in a similar way. The use of uniform traffic control devices does not, in itself, constitute uniformity. A standard device used where it is not appropriate is as objectionable as a non-standard device; in fact, this might be worse, because such misuse might result in disrespect at those locations where the device is needed and appropriate. Section 1A.07 Responsibility for Traffic Control Devices Standard: 01 The responsibility for the design, placement, operation, maintenance, and uniformity of traffic control devices shall rest with the public agency or the official having jurisdiction, or, in the case of private roads open to public travel, with the private owner or private official having jurisdiction. 23 CFR 655.603 adopts the MUTCD as the national standard for all traffic control devices installed on any street, highway, bikeway, or private road open to public travel (see definition in Section 1A.13). When a State or other Federal agency manual or supplement is required, that manual or supplement shall be in substantial conformance with the National MUTCD. 02 23 CFR 655.603 also states that traffic control devices on all streets, highways, bikeways, and private roads open to public travel in each State shall be in substantial conformance with standards issued or endorsed by the Federal Highway Administrator. Support: 03 The Introduction of this Manual contains information regarding the meaning of substantial conformance and the applicability of the MUTCD to private roads open to public travel. 04 The “Uniform Vehicle Code” (see Section 1A.11) has the following provision in Section 15-104 for the adoption of a uniform manual:
Sect. 1A.03 to 1A.07 December 2009 2009 Edition Page 3
“(a) The [State Highway Agency] shall adopt a manual and specification for a uniform system of traffic control devices consistent with the provisions of this code for use upon highways within this State. Such uniform system shall correlate with and so far as possible conform to the system set forth in the most recent edition of the Manual on Uniform Traffic Control Devices for Streets and Highways, and other standards issued or endorsed by the Federal Highway Administrator.” “(b) The Manual adopted pursuant to subsection (a) shall have the force and effect of law.” 05 All States have officially adopted the National MUTCD either in its entirety, with supplemental provisions, or as a separate published document. Guidance: 06 These individual State manuals or supplements should be reviewed for specific provisions relating to that State. Support: 07 The National MUTCD has also been adopted by the National Park Service, the U.S. Forest Service, the U.S. Military Command, the Bureau of Indian Affairs, the Bureau of Land Management, and the U.S. Fish and Wildlife Service. Guidance: 08 States should adopt Section 15-116 of the “Uniform Vehicle Code,” which states that, “No person shall install or maintain in any area of private property used by the public any sign, signal, marking, or other device intended to regulate, warn, or guide traffic unless it conforms with the State manual and specifications adopted under Section 15-104.” Section 1A.08 Authority for Placement of Traffic Control Devices Standard: 01 Traffic control devices, advertisements, announcements, and other signs or messages within the highway right-of-way shall be placed only as authorized by a public authority or the official having jurisdiction, or, in the case of private roads open to public travel, by the private owner or private official having jurisdiction, for the purpose of regulating, warning, or guiding traffic. 02 When the public agency or the official having jurisdiction over a street or highway or, in the case of private roads open to public travel, the private owner or private official having jurisdiction, has granted proper authority, others such as contractors and public utility companies shall be permitted to install temporary traffic control devices in temporary traffic control zones. Such traffic control devices shall conform with the Standards of this Manual. 03 All regulatory traffic control devices shall be supported by laws, ordinances, or regulations. Support: 04 Provisions of this Manual are based upon the concept that effective traffic control depends upon both appropriate application of the devices and reasonable enforcement of the regulations. 05 Although some highway design features, such as curbs, median barriers, guardrails, speed humps or tables, and textured pavement, have a significant impact on traffic operations and safety, they are not considered to be traffic control devices and provisions regarding their design and use are generally not included in this Manual. 06 Certain types of signs and other devices that do not have any traffic control purpose are sometimes placed within the highway right-of-way by or with the permission of the public agency or the official having jurisdiction over the street or highway. Most of these signs and other devices are not intended for use by road users in general, and their message is only important to individuals who have been instructed in their meanings. These signs and other devices are not considered to be traffic control devices and provisions regarding their design and use are not included in this Manual. Among these signs and other devices are the following: A. Devices whose purpose is to assist highway maintenance personnel. Examples include markers to guide snowplow operators, devices that identify culvert and drop inlet locations, and devices that precisely identify highway locations for maintenance or mowing purposes. B. Devices whose purpose is to assist fire or law enforcement personnel. Examples include markers that identify fire hydrant locations, signs that identify fire or water district boundaries, speed measurement pavement markings, small indicator lights to assist in enforcement of red light violations, and photo enforcement systems. C. Devices whose purpose is to assist utility company personnel and highway contractors, such as markers that identify underground utility locations. D. Signs posting local non-traffic ordinances. E. Signs giving civic organization meeting information.
December 2009 Sect. 1A.07 to 1A.08 Page 4 2009 Edition - Revision 1
Standard: 07 Signs and other devices that do not have any traffic control purpose that are placed within the highway right-of-way shall not be located where they will interfere with, or detract from, traffic control devices. Guidance: 08 Any unauthorized traffic control device or other sign or message placed on the highway right-of-way by a private organization or individual constitutes a public nuisance and should be removed. All unofficial or non- essential traffic control devices, signs, or messages should be removed. Section 1A.09 Engineering Study and Engineering Judgment Support: 01 Definitions of an engineering study and engineering judgment are contained in Section 1A.13. Standard: 02 This Manual describes the application of traffic control devices, but shall not be a legal requirement for their installation. Guidance: 03 The decision to use a particular device at a particular location should be made on the basis of either an engineering study or the application of engineering judgment. Thus, while this Manual provides Standards, Rev. 1 Guidance, and Options for design and applications of traffic control devices, this Manual should not be considered a substitute for engineering judgment. Engineering judgment should be exercised in the selection and application of traffic control devices, as well as in the location and design of roads and streets that the devices complement. 04 Early in the processes of location and design of roads and streets, engineers should coordinate such location and design with the design and placement of the traffic control devices to be used with such roads and streets. 05 Jurisdictions, or owners of private roads open to public travel, with responsibility for traffic control that do not have engineers on their staffs who are trained and/or experienced in traffic control devices should seek engineering assistance from others, such as the State transportation agency, their county, a nearby large city, or a traffic engineering consultant. Support: 06 As part of the Federal-aid Program, each State is required to have a Local Technology Assistance Program (LTAP) and to provide technical assistance to local highway agencies. Requisite technical training in the application of the principles of the MUTCD is available from the State’s Local Technology Assistance Program for needed engineering guidance and assistance. Section 1A.10 Interpretations, Experimentations, Changes, and Interim Approvals Standard: 01 Design, application, and placement of traffic control devices other than those adopted in this Manual shall be prohibited unless the provisions of this Section are followed. Support: 02 Continuing advances in technology will produce changes in the highway, vehicle, and road user proficiency; therefore, portions of the system of traffic control devices in this Manual will require updating. In addition, unique situations often arise for device applications that might require interpretation or clarification of this Manual. It is important to have a procedure for recognizing these developments and for introducing new ideas and modifications into the system. Standard: 03 Except as provided in Paragraph 4, requests for any interpretation, permission to experiment, interim approval, or change shall be submitted electronically to the Federal Highway Administration (FHWA), Office of Transportation Operations, MUTCD team, at the following e-mail address: [email protected]. Option: 04 If electronic submittal is not possible, requests for interpretations, permission to experiment, interim approvals, or changes may instead be mailed to the Office of Transportation Operations, HOTO-1, Federal Highway Administration, 1200 New Jersey Avenue, SE, Washington, DC 20590. Support: 05 Communications regarding other MUTCD matters that are not related to official requests will receive quicker attention if they are submitted electronically to the MUTCD Team Leader or to the appropriate individual MUTCD team member. Their e-mail addresses are available through the links contained on the “Who’s Who” page on the MUTCD website at http://mutcd.fhwa.dot.gov/team.htm. Sect. 1A.08 to 1A.10 May 2012 2009 Edition - Revision 1 Page 5
06 An interpretation includes a consideration of the application and operation of standard traffic control devices, official meanings of standard traffic control devices, or the variations from standard device designs. Guidance: 07 Requests for an interpretation of this Manual should contain the following information: A. A concise statement of the interpretation being sought; B. A description of the condition that provoked the need for an interpretation; C. Any illustration that would be helpful to understand the request; and D. Any supporting research data that is pertinent to the item to be interpreted. Support: 08 Requests to experiment include consideration of field deployment for the purpose of testing or evaluating a new traffic control device, its application or manner of use, or a provision not specifically described in this Manual. 09 A request for permission to experiment will be considered only when submitted by the public agency or toll facility operator responsible for the operation of the road or street on which the experiment is to take place. For a private road open to public travel, the request will be considered only if it is submitted by the private owner or private official having jurisdiction. 10 A diagram indicating the process for experimenting with traffic control devices is shown in Figure 1A-1.
Figure 1A-1. Process for Requesting and Conducting Experimentations for New Traffic Control Devices
Requesting jurisdiction submits request to FHWA
FHWA Review
No Approved? Requesting jurisdiction responds to questions raised by FHWA
Ye s
Requesting jurisdiction installs experimental traffic control device
Requesting jurisdiction Evaluate provides semi-annual experimental traffic reports to FHWA control device Division & HQ
Requesting jurisdiction provides FHWA a copy of final report
May 2012 Sect. 1A.10 Page 6 2009 Edition
Guidance: 11 The request for permission to experiment should contain the following: A. A statement indicating the nature of the problem. B. A description of the proposed change to the traffic control device or application of the traffic control device, how it was developed, the manner in which it deviates from the standard, and how it is expected to be an improvement over existing standards. C. Any illustration that would be helpful to understand the traffic control device or use of the traffic control device. D. Any supporting data explaining how the traffic control device was developed, if it has been tried, in what ways it was found to be adequate or inadequate, and how this choice of device or application was derived. E. A legally binding statement certifying that the concept of the traffic control device is not protected by a patent or copyright. (An example of a traffic control device concept would be countdown pedestrian signals in general. Ordinarily an entire general concept would not be patented or copyrighted, but if it were it would not be acceptable for experimentation unless the patent or copyright owner signs a waiver of rights acceptable to the FHWA. An example of a patented or copyrighted specific device within the general concept of countdown pedestrian signals would be a manufacturer’s design for its specific brand of countdown signal, including the design details of the housing or electronics that are unique to that manufacturer’s product. As long as the general concept is not patented or copyrighted, it is acceptable for experimentation to incorporate the use of one or more patented devices of one or several manufacturers.) F. The time period and location(s) of the experiment. G. A detailed research or evaluation plan that must provide for close monitoring of the experimentation, especially in the early stages of its field implementation. The evaluation plan should include before and after studies as well as quantitative data describing the performance of the experimental device. H. An agreement to restore the site of the experiment to a condition that complies with the provisions of this Manual within 3 months following the end of the time period of the experiment. This agreement must also provide that the agency sponsoring the experimentation will terminate the experimentation at any time that it determines significant safety concerns are directly or indirectly attributable to the experimentation. The FHWA’s Office of Transportation Operations has the right to terminate approval of the experimentation at any time if there is an indication of safety concerns. If, as a result of the experimentation, a request is made that this Manual be changed to include the device or application being experimented with, the device or application will be permitted to remain in place until an official rulemaking action has occurred. I. An agreement to provide semi-annual progress reports for the duration of the experimentation, and an agreement to provide a copy of the final results of the experimentation to the FHWA’s Office of Transportation Operations within 3 months following completion of the experimentation. The FHWA’s Office of Transportation Operations has the right to terminate approval of the experimentation if reports are not provided in accordance with this schedule. Support: 12 A change includes consideration of a new device to replace a present standard device, an additional device to be added to the list of standard devices, or a revision to a traffic control device application or placement criteria. Guidance: 13 Requests for a change to this Manual should contain the following information: A. A statement indicating what change is proposed; B. Any illustration that would be helpful to understand the request; and C. Any supporting research data that is pertinent to the item to be reviewed. Support: 14 Interim approval allows interim use, pending official rulemaking, of a new traffic control device, a revision to the application or manner of use of an existing traffic control device, or a provision not specifically described in this Manual. The FHWA issues an Interim Approval by official memorandum signed by the Associate Administrator for Operations and posts this memorandum on the MUTCD website. the issuance by FHWA of an interim approval will typically result in the traffic control device or application being placed into the next scheduled rulemaking process for revisions to this Manual. 15 Interim approval is considered based on the results of successful experimentation, results of analytical or laboratory studies, and/or review of non-U.S. experience with a traffic control device or application. Interim approval considerations include an assessment of relative risks, benefits, costs, impacts, and other factors.
Sect. 1A.10 December 2009 2009 Edition Page 7
16 Interim approval allows for optional use of a traffic control device or application and does not create a new mandate or recommendation for use. Interim approval includes conditions that jurisdictions agree to comply with in order to use the traffic control device or application until an official rulemaking action has occurred. Standard: 17 A jurisdiction, toll facility operator, or owner of a private road open to public travel that desires to use a traffic control device for which FHWA has issued an interim approval shall request permission from FHWA. Guidance: 18 The request for permission to place a traffic control device under an interim approval should contain the following: A. A description of where the device will be used, such as a list of specific locations or highway segments or types of situations, or a statement of the intent to use the device jurisdiction-wide; B. An agreement to abide by the specific conditions for use of the device as contained in the FHWA’s interim approval document; C. An agreement to maintain and continually update a list of locations where the device has been installed; and D. An agreement to: 1. Restore the site(s) of the interim approval to a condition that complies with the provisions in this Manual within 3 months following the issuance of a final rule on this traffic control device; and 2. Terminate use of the device or application installed under the interim approval at any time that it determines significant safety concerns are directly or indirectly attributable to the device or application. The FHWA’s Office of Transportation Operations has the right to terminate the interim approval at any time if there is an indication of safety concerns. Option: 19 A State may submit a request for the use of a device under interim approval for all jurisdictions in that State, as long as the request contains the information listed in Paragraph 18. Guidance: 20 A local jurisdiction, toll facility operator, or owner of a private road open to public travel using a traffic control device or application under an interim approval that was granted by FHWA either directly or on a statewide basis based on the State’s request should inform the State of the locations of such use. 21 A local jurisdiction, toll facility operator, or owner of a private road open to public travel that is requesting permission to experiment or permission to use a device or application under an interim approval should first check for any State laws and/or directives covering the application of the MUTCD provisions that might exist in their State. Option: 22 A device or application installed under an interim approval may remain in place, under the conditions established in the interim approval, until an official rulemaking action has occurred. Support: 23 A diagram indicating the process for incorporating new traffic control devices into this Manual is shown in Figure 1A-2. 24 For additional information concerning interpretations, experimentation, changes, or interim approvals, visit the MUTCD website at http://mutcd.fhwa.dot.gov. Section 1A.11 Relation to Other Publications Standard: 01 To the extent that they are incorporated by specific reference, the latest editions of the following publications, or those editions specifically noted, shall be a part of this Manual: “Standard Highway Signs and Markings” book (FHWA); and “Color Specifications for Retroreflective Sign and Pavement Marking Materials” (appendix to subpart F of Part 655 of Title 23 of the Code of Federal Regulations). Support: 02 The “Standard Highway Signs and Markings” book includes standard alphabets and symbols and arrows for signs and pavement markings. 03 For information about the publications mentioned in Paragraph 1, visit the Federal Highway Administration’s MUTCD website at http://mutcd.fhwa.dot.gov, or write to the FHWA, 1200 New Jersey Avenue, SE, HOTO, Washington, DC 20590.
December 2009 Sect. 1A.10 to 1A.11 Page 8 2009 Edition
Figure 1A-2. Process for Incorporating New Traffic Control Devices into the MUTCD
Analytical or Experiment Request for change laboratory study successful from jurisdiction or results and/or non-U.S. (see Figure 1A-1) interested party experimentation
FHWA review
Jurisdiction restores NO Further NO Accepted experiment site to experimentation for Federal original condition required? rulemaking?
YES YES
See Figure 1A-1 FHWA prepares Notice of Proposed Amendment NO Interim approval?
FHWA publishes Notice of Proposed FHWA notifies YES Amendment in interested parties Federal Register (if any) FHWA issues Interim Approval with technical conditions for use, and posts on MUTCD website Docket comment period
Jurisdictions apply for and receive Interim Approval FHWA reviews comments
Jurisdictions deploy devices under Interim Approval conditions FHWA prepares Final Rule
FHWA publishes Final Rule
Final Rule State Manuals must NO No action required different from be in substantial Interim conformance with the Approval? National MUTCD within 2 years as specified in 23 CFR 655.603(a) YES
Jurisdictions restore sites of Interim Approval to previous condition and/or comply with Final Rule
Sect. 1A.11 December 2009 2009 Edition Page 9
04 Other publications that are useful sources of information with respect to the use of this Manual are listed in this paragraph. See Page i of this Manual for ordering information for the following publications (later editions might also be available as useful sources of information): 1. “AAA School Safety Patrol Operations Manual,” 2006 Edition (American Automobile Association—AAA) 2. “A Policy on Geometric Design of Highways and Streets,” 2004 Edition (American Association of State Highway and Transportation Officials—AASHTO) 3. “Guide for the Development of Bicycle Facilities,” 1999 Edition (AASHTO) 4. “Guide for the Planning, Design, and Operation of Pedestrian Facilities,” 2004 Edition (AASHTO) 5. “Guide to Metric Conversion,” 1993 Edition (AASHTO) 6. “Guidelines for the Selection of Supplemental Guide Signs for Traffic Generators Adjacent to Freeways,” 4th Edition/Guide Signs, Part II: Guidelines for Airport Guide Signing/Guide Signs, Part III: List of Control Cities for Use in Guide Signs on Interstate Highways,” Item Code: GSGLC-4, 2001 Edition (AASHTO) 7. “Roadside Design Guide,” 2006 Edition (AASHTO) 8. “Standard Specifications for Movable Highway Bridges,” 1988 Edition (AASHTO) 9. “Traffic Engineering Metric Conversion Folders—Addendum to the Guide to Metric Conversion,” 1993 Edition (AASHTO) 10. “2009 AREMA Communications & Signals Manual,” (American Railway Engineering & Maintenance-of-Way Association—AREMA) 11. “Changeable Message Sign Operation and Messaging Handbook (FHWA-OP-03-070),” 2004 Edition (Federal Highway Administration—FHWA) 12. “Designing Sidewalks and Trails for Access—Part 2—Best Practices Design Guide (FHWA-EP-01-027),” 2001 Edition (FHWA) 13. “Federal-Aid Highway Program Guidance on High Occupancy Vehicle (HOV) Lanes,” 2001 (FHWA) 14. “Maintaining Traffic Sign Retroreflectivity,” 2007 Edition (FHWA) 15. “Railroad-Highway Grade Crossing Handbook—Revised Second Edition (FHWA-SA-07-010),” 2007 Edition (FHWA) 16. “Ramp Management and Control Handbook (FHWA-HOP-06-001),” 2006 Edition (FHWA) 17. “Roundabouts-An Informational Guide (FHWA-RD-00-067),” 2000 Edition (FHWA) 18. “Signal Timing Manual (FHWA-HOP-08-024),” 2008 Edition (FHWA) 19. “Signalized Intersections: an Informational Guide (FHWA-HRT-04-091),” 2004 Edition (FHWA) 20. “Travel Better, Travel Longer: A Pocket Guide to Improving Traffic Control and Mobility for Our Older Population (FHWA-OP-03-098),” 2003 Edition (FHWA) 21. “Practice for Roadway Lighting,” RP-8, 2001 (Illuminating Engineering Society—IES) 22. “Safety Guide for the Prevention of Radio Frequency Radiation Hazards in the Use of Commercial Electric Detonators (Blasting Caps),” Safety Library Publication No. 20, July 2001 Edition (Institute of Makers of Explosives) 23. “American National Standard for High-Visibility Public Safety Vests,” (ANSI/ISEA 207-2006), 2006 Edition (International Safety Equipment Association—ISEA) 24. “American National Standard for High-Visibility Safety Apparel and Headwear,” (ANSI/ISEA 107-2004), 2004 Edition (ISEA) 25. “Manual of Traffic Signal Design,” 1998 Edition (Institute of Transportation Engineers—ITE) 26. “Manual of Transportation Engineering Studies,” 1994 Edition (ITE) 27. “Pedestrian Traffic Control Signal Indications,” Part 1—1985 Edition; Part 2 (LED Pedestrian Traffic Signal Modules)—2004 Edition (ITE) 28. “Preemption of Traffic Signals Near Railroad Crossings,” 2006 Edition (ITE) 29. “Purchase Specification for Flashing and Steady Burn Warning Lights,” 1981 Edition (ITE) 30. “Traffic Control Devices Handbook,” 2001 Edition (ITE) 31. “Traffic Detector Handbook,” 1991 Edition (ITE) 32. “Traffic Engineering Handbook,” 2009 Edition (ITE) 33. “Traffic Signal Lamps,” 1980 Edition (ITE) 34. “Vehicle Traffic Control Signal Heads,” Part 1—1985 Edition; Part 2 (LED Circular Signal Supplement)—2005 Edition; Part 3 (LED Vehicular Arrow Traffic Signal Supplement)—2004 Edition (ITE) 35. “Uniform Vehicle Code (UVC) and Model Traffic Ordinance,” 2000 Edition (National Committee on Uniform Traffic Laws and Ordinances—NCUTLO) 36. “NEMA Standards Publication TS 4-2005 Hardware Standards for Dynamic Message Signs (DMS) With NTCIP Requirements,” 2005 Edition (National Electrical Manufacturers Association—NEMA) 37. “Occupational Safety and Health Administration Regulations (Standards - 29 CFR), General Safety and Health Provisions - 1926.20,” amended June 30, 1993 (Occupational Safety and Health Administration—OSHA) 38. “Accessible Pedestrian Signals—A Guide to Best Practices (NCHRP Web-Only Document 117A),” 2008 Edition (Transportation Research Board—TRB) December 2009 Sect. 1A.11 Page 10 2009 Edition - Revision 1
39. “Guidelines for Accessible Pedestrian Signals (NCHRP Web-Only Document 117B),” 2008 Edition (TRB) 40. “Hi ghway Capacity Manual,” 2000 Edition (TRB) 41. “Recommended Procedures for the Safety Performance Evaluation of Highway Features,” (NCHRP Report 350), 1993 Edition (TRB) 42. “Th e Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG),” July 1998 Edition (The U.S. Access Board) Section 1A.12 Color Code Support: 01 The following color code establishes general meanings for 11 colors of a total of 13 colors that have been identified as being appropriate for use in conveying traffic control information. tolerance limits for each color are contained in 23 CFR Part 655, Appendix to Subpart F and are available at the Federal Highway Administration’s MUTCD website at http://mutcd.fhwa.dot.gov or by writing to the FHWA, Office of Safety Research and Development (HRD-T-301), 6300 Georgetown Pike, McLean, VA 22101. 02 The two colors for which general meanings have not yet been assigned are being reserved for future applications that will be determined only by FHWA after consultation with the States, the engineering community, and the general public. The meanings described in this Section are of a general nature. More specific assignments of colors are given in the individual Parts of this Manual relating to each class of devices. Standard: 03 The general meaning of the 13 colors shall be as follows: A. Black—regulation B. Blue—road user services guidance, tourist information, and evacuation route C. Brown—recreational and cultural interest area guidance D. Coral—unassigned E. Fluorescent Pink—incident management F. Fluorescent Yellow-Green—pedestrian warning, bicycle warning, playground warning, school bus and school warning G. Green—indicated movements permitted, direction guidance H. Light Blue—unassigned I. Orange—temporary traffic control J. Purple—lanes restricted to use only by vehicles with registered electronic toll collection (ETC) accounts K. Red—stop or prohibition L. White—regulation M. Yellow—warning Section 1A.13 Definitions of Headings, Words, and Phrases in this Manual Standard: 01 When used in this Manual, the text headings of Standard, Guidance, Option, and Support shall be defined as follows: A. Standard—a statement of required, mandatory, or specifically prohibitive practice regarding a Rev. 1 traffic control device. All Standard statements are labeled, and the text appears in bold type. The verb “shall” is typically used. The verbs “should” and “may” are not used in Standard statements. Standard statements are sometimes modified by Options. B. Gui dance—a statement of recommended, but not mandatory, practice in typical situations, with deviations allowed if engineering judgment or engineering study indicates the deviation to be appropriate. All Guidance statements are labeled, and the text appears in unbold type. The verb “should” is typically used. The verbs “shall” and “may” are not used in Guidance statements. Guidance statements are sometimes modified by Options. C. Option—a statement of practice that is a permissive condition and carries no requirement or recommendation. Option statements sometime contain allowable modifications to a Standard or Guidance statement. All Option statements are labeled, and the text appears in unbold type. The verb “may” is typically used. The verbs “shall” and “should” are not used in Option statements. D. Sup port—an informational statement that does not convey any degree of mandate, recommendation, authorization, prohibition, or enforceable condition. Support statements are labeled, and the text appears in unbold type. The verbs “shall,” “should,” and “may” are not used in Support statements.
Sect. 1A.11 to 1A.13 May 2012 2009 Edition Page 11
02 Unless otherwise defined in this Section, or in other Parts of this Manual, words or phrases shall have the meaning(s) as defined in the most recent editions of the “Uniform Vehicle Code,” “AASHTO Transportation Glossary (Highway Definitions),” and other publications mentioned in Section 1A.11. 03 The following words and phrases, when used in this Manual, shall have the following meanings: 1. Accessible Pedestrian Signal—a device that communicates information about pedestrian signal timing in non-visual format such as audible tones, speech messages, and/or vibrating surfaces. 2. Accessible Pedestrian Signal Detector—a device designated to assist the pedestrian who has visual or physical disabilities in activating the pedestrian phase. 3. Active Grade Crossing Warning System—the flashing-light signals, with or without warning gates, together with the necessary control equipment used to inform road users of the approach or presence of rail traffic at grade crossings. 4. Actuated Operation—a type of traffic control signal operation in which some or all signal phases are operated on the basis of actuation. 5. Actuation—initiation of a change in or extension of a traffic signal phase through the operation of any type of detector. 6. Advance Preemption—the notification of approaching rail traffic that is forwarded to the highway traffic signal controller unit or assembly by the railroad or light rail transit equipment in advance of the activation of the railroad or light rail transit warning devices. 7. Advance Preemption Time—the period of time that is the difference between the required maximum highway traffic signal preemption time and the activation of the railroad or light rail transit warning devices. 8. Advisory Speed—a recommended speed for all vehicles operating on a section of highway and based on the highway design, operating characteristics, and conditions. 9. Alley—a street or highway intended to provide access to the rear or side of lots or buildings in urban areas and not intended for the purpose of through vehicular traffic. 10. Altered Speed Zone—a speed limit, other than a statutory speed limit, that is based upon an engineering study. 11. Approach—all lanes of traffic moving toward an intersection or a midblock location from one direction, including any adjacent parking lane(s). 12. Arterial Highway (Street)—a general term denoting a highway primarily used by through traffic, usually on a continuous route or a highway designated as part of an arterial system. 13. Attended Lane (Manual Lane)—a toll lane adjacent to a toll booth occupied by a human toll collector who makes change, issues receipts, and perform other toll-related functions. Attended lanes at toll plazas typically require vehicles to stop to pay the toll. 14. Automatic Lane—see Exact Change Lane. 15. Average Annual Daily Traffic (AADT)—the total volume of traffic passing a point or segment of a highway facility in both directions for one year divided by the number of days in the year. Normally, periodic daily traffic volumes are adjusted for hours of the day counted, days of the week, and seasons of the year to arrive at average annual daily traffic. 16. Average Daily Traffic (ADT)—the average 24 hour volume, being the total volume during a stated period divided by the number of days in that period. Normally, this would be periodic daily traffic volumes over several days, not adjusted for days of the week or seasons of the year. 17. Average Day—a day representing traffic volumes normally and repeatedly found at a location, typically a weekday when volumes are influenced by employment or a weekend day when volumes are influenced by entertainment or recreation. 18. Backplate—see Signal Backplate. 19. Barrier-Separated Lane—a preferential lane or other special purpose lane that is separated from the adjacent general-purpose lane(s) by a physical barrier. 20. Beacon—a highway traffic signal with one or more signal sections that operates in a flashing mode. 21. Bicycle—a pedal-powered vehicle upon which the human operator sits. 22. Bicycle Facilities—a general term denoting improvements and provisions that accommodate or encourage bicycling, including parking and storage facilities, and shared roadways not specifically defined for bicycle use. 23. Bicycle Lane—a portion of a roadway that has been designated for preferential or exclusive use by bicyclists by pavement markings and, if used, signs. 24. Bikeway—a generic term for any road, street, path, or way that in some manner is specifically designated for bicycle travel, regardless of whether such facilities are designated for the exclusive use of bicycles or are to be shared with other transportation modes.
December 2009 Sect. 1A.13 Page 12 2009 Edition
25. Buffer-Separated Lane—a preferential lane or other special purpose lane that is separated from the adjacent general-purpose lane(s) by a pattern of standard longitudinal pavement markings that is wider than a normal or wide lane line marking. The buffer area might include rumble strips, textured pavement, or channelizing devices such as tubular markers or traversable curbs, but does not include a physical barrier. 26. Cantilevered Signal Structure—a structure, also referred to as a mast arm, that is rigidly attached to a vertical pole and is used to provide overhead support of highway traffic signal faces or grade crossing signal units. 27. Center Line Markings—the yellow pavement marking line(s) that delineates the separation of traffic lanes that have opposite directions of travel on a roadway. These markings need not be at the geometrical center of the pavement. 28. Changeable Message Sign—a sign that is capable of displaying more than one message (one of which might be a “blank” display), changeable manually, by remote control, or by automatic control. Electronic-display changeable message signs are referred to as Dynamic Message Signs in the National Intelligent Transportation Systems (ITS) Architecture and are referred to as Variable Message Signs in the National Electrical Manufacturers Association (NEMA) standards publication. 29. Channelizing Line Markings—a wide or double solid white line used to form islands where traffic in the same direction of travel is permitted on both sides of the island. 30. Circular Intersection—an intersection that has an island, generally circular in design, located in the center of the intersection where traffic passes to the right of the island. Circular intersections include roundabouts, rotaries, and traffic circles. 31. Circulatory Roadway—the roadway within a circular intersection on which traffic travels in a counterclockwise direction around an island in the center of the circular intersection. 32. Clear Storage Distance—when used in Part 8, the distance available for vehicle storage measured between 6 feet from the rail nearest the intersection to the intersection stop line or the normal stopping point on the highway. At skewed grade crossings and intersections, the 6-foot distance shall be measured perpendicular to the nearest rail either along the center line or edge line of the highway, as appropriate, to obtain the shorter distance. Where exit gates are used, the distance available for vehicle storage is measured from the point where the rear of the vehicle would be clear of the exit gate arm. In cases where the exit gate arm is parallel to the track(s) and is not perpendicular to the highway, the distance is measured either along the center line or edge line of the highway, as appropriate, to obtain the shorter distance. 33. Clear Zone—the total roadside border area, starting at the edge of the traveled way, that is available for an errant driver to stop or regain control of a vehicle. This area might consist of a shoulder, a recoverable slope, and/or a non-recoverable, traversable slope with a clear run-out area at its toe. 34. Collector Highway—a term denoting a highway that in rural areas connects small towns and local highways to arterial highways, and in urban areas provides land access and traffic circulation within residential, commercial, and business areas and connects local highways to the arterial highways. 35. Concurrent Flow Preferential Lane—a preferential lane that is operated in the same direction as the adjacent mixed flow lanes, separated from the adjacent general-purpose freeway lanes by a standard lane stripe, painted buffer, or barrier. 36. Conflict Monitor—a device used to detect and respond to improper or conflicting signal indications and improper operating voltages in a traffic controller assembly. 37. Constant Warning Time Detection—a means of detecting rail traffic that provides relatively uniform warning time for the approach of trains or light rail transit traffic that are not accelerating or decelerating after being detected. 38. Contiguous Lane—a lane, preferential or otherwise, that is separated from the adjacent lane(s) only by a normal or wide lane line marking. 39. Controller Assembly—a complete electrical device mounted in a cabinet for controlling the operation of a highway traffic signal. 40. Controller Unit—that part of a controller assembly that is devoted to the selection and timing of the display of signal indications. 41. Conventional Road—a street or highway other than a low-volume road (as defined in Section 5A.01), expressway, or freeway. 42. Counter-Flow Lane—a lane operating in a direction opposite to the normal flow of traffic designated for peak direction of travel during at least a portion of the day. Counter-flow lanes are usually separated from the off-peak direction lanes by tubular markers or other flexible channelizing devices, temporary lane separators, or movable or permanent barrier.
Sect. 1A.13 December 2009 2009 Edition Page 13
43. Crashworthy—a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the National Cooperative Highway Research Program Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.” 44. Crosswalk—(a) that part of a roadway at an intersection included within the connections of the lateral lines of the sidewalks on opposite sides of the highway measured from the curbs or in the absence of curbs, from the edges of the traversable roadway, and in the absence of a sidewalk on one side of the roadway, the part of a roadway included within the extension of the lateral lines of the sidewalk at right angles to the center line; (b) any portion of a roadway at an intersection or elsewhere distinctly indicated as a pedestrian crossing by pavement marking lines on the surface, which might be supplemented by contrasting pavement texture, style, or color. 45. Crosswalk Lines—white pavement marking lines that identify a crosswalk. 46. Cycle Length—the time required for one complete sequence of signal indications. 47. Dark Mode—the lack of all signal indications at a signalized location. (The dark mode is most commonly associated with power failures, ramp meters, hybrid beacons, beacons, and some movable bridge signals.) 48. Delineator—a retroreflective device mounted on the roadway surface or at the side of the roadway in a series to indicate the alignment of the roadway, especially at night or in adverse weather. 49. Design Vehicle—the longest vehicle permitted by statute of the road authority (State or other) on that roadway. 50. Designated Bicycle Route—a system of bikeways designated by the jurisdiction having authority with appropriate directional and informational route signs, with or without specific bicycle route numbers. 51. Detectable—having a continuous edge within 6 inches of the surface so that pedestrians who have visual disabilities can sense its presence and receive usable guidance information. 52. Detector—a device used for determining the presence or passage of vehicles or pedestrians. 53. Downstream—a term that refers to a location that is encountered by traffic subsequent to an upstream location as it flows in an “upstream to downstream” direction. For example, “the downstream end of a lane line separating the turn lane from a through lane on the approach to an intersection” is the end of the lane line that is closest to the intersection. 54. Dropped Lane—a through lane that becomes a mandatory turn lane on a conventional roadway, or a through lane that becomes a mandatory exit lane on a freeway or expressway. The end of an acceleration lane and reductions in the number of through lanes that do not involve a mandatory turn or exit are not considered dropped lanes. 55. Dual-Arrow Signal Section—a type of signal section designed to include both a yellow arrow and a green arrow. 56. Dynamic Envelope—the clearance required for light rail transit traffic or a train and its cargo overhang due to any combination of loading, lateral motion, or suspension failure (see Figure 8B-8). 57. Dynamic Exit Gate Operating Mode—a mode of operation where the exit gate operation is based on the presence of vehicles within the minimum track clearance distance. 58. Edge Line Markings—white or yellow pavement marking lines that delineate the right or left edge(s) of a traveled way. 59. Electronic Toll Collection (ETC)—a system for automated collection of tolls from moving or stopped vehicles through wireless technologies such as radio-frequency communication or optical scanning. ETC systems are classified as one of the following: (1) systems that require users to have registered toll accounts, with the use of equipment inside or on the exterior of vehicles, such as a transponder or barcode decal, that communicates with or is detected by roadside or overhead receiving equipment, or with the use of license plate optical scanning, to automatically deduct the toll from the registered user account, or (2) systems that do not require users to have registered toll accounts because vehicle license plates are optically scanned and invoices for the toll amount are sent through postal mail to the address of the vehicle owner. 60. Electronic Toll Collection (ETC) Account-Only Lane—a non-attended toll lane that is restricted to use only by vehicles with a registered toll payment account. 61. Emergency-Vehicle Hybrid Beacon—a special type of hybrid beacon used to warn and control traffic at an unsignalized location to assist authorized emergency vehicles in entering or crossing a street or highway. 62. Emergency-Vehicle Traffic Control Signal—a special traffic control signal that assigns the right-of-way to an authorized emergency vehicle. 63. End-of-Roadway Marker—a device used to warn and alert road users of the end of a roadway in other than temporary traffic control zones.
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64. Engineering Judgment—the evaluation of available pertinent information, and the application of appropriate principles, provisions, and practices as contained in this Manual and other sources, for the purpose of deciding upon the applicability, design, operation, or installation of a traffic control device. Engineering judgment shall be exercised by an engineer, or by an individual working under the supervision of an engineer, through the application of procedures and criteria established by the engineer. Documentation of engineering judgment is not required. 65. Engineering Study—the comprehensive analysis and evaluation of available pertinent information, and the application of appropriate principles, provisions, and practices as contained in this Manual and other sources, for the purpose of deciding upon the applicability, design, operation, or installation of a traffic control device. An engineering study shall be performed by an engineer, or by an individual working under the supervision of an engineer, through the application of procedures and criteria established by the engineer. An engineering study shall be documented. 66. Entrance Gate—an automatic gate that can be lowered across the lanes approaching a grade crossing to block road users from entering the grade crossing. 67. Exact Change Lane (Automatic Lane)—a non-attended toll lane that has a receptacle into which road users deposit coins totaling the exact amount of the toll. Exact Change lanes at toll plazas typically require vehicles to stop to pay the toll. 68. Exit Gate—an automatic gate that can be lowered across the lanes departing a grade crossing to block road users from entering the grade crossing by driving in the opposing traffic lanes. 69. Exit Gate Clearance Time—for Four-Quadrant Gate systems at grade crossings, the amount of time provided to delay the descent of the exit gate arm(s) after entrance gate arm(s) begin to descend. 70. Exit Gate Operating Mode—for Four-Quadrant Gate systems at grade crossings, the mode of control used to govern the operation of the exit gate arms. 71. Expressway—a divided highway with partial control of access. 72. Flagger—a person who actively controls the flow of vehicular traffic into and/or through a temporary traffic control zone using hand-signaling devices or an Automated Flagger Assistance Device (AFAD). 73. Flasher—a device used to turn highway traffic signal indications on and off at a repetitive rate of approximately once per second. 74. Flashing—an operation in which a light source, such as a traffic signal indication, is turned on and off repetitively. 75. Flashing-Light Signals—a warning device consisting of two red signal indications arranged horizontally that are activated to flash alternately when rail traffic is approaching or present at a grade crossing. 76. Flashing Mode—a mode of operation in which at least one traffic signal indication in each vehicular signal face of a highway traffic signal is turned on and off repetitively. 77. Freeway—a divided highway with full control of access. 78. Full-Actuated Operation—a type of traffic control signal operation in which all signal phases function on the basis of actuation. 79. Gate—an automatically-operated or manually-operated traffic control device that is used to physically obstruct road users such that they are discouraged from proceeding past a particular point on a roadway or pathway, or such that they are discouraged from entering a particular grade crossing, ramp, lane, roadway, or facility. 80. Grade Crossing—the general area where a highway and a railroad and/or light rail transit route cross at the same level, within which are included the tracks, highway, and traffic control devices for traffic traversing that area. 81. Guide Sign—a sign that shows route designations, destinations, directions, distances, services, points of interest, or other geographical, recreational, or cultural information. 82. High-Occupancy Vehicle (HOV)—a motor vehicle carrying at least two or more persons, including carpools, vanpools, and buses. 83. Highway—a general term for denoting a public way for purposes of vehicular travel, including the entire area within the right-of-way. 84. Highway-Light Rail Transit Grade Crossing—the general area where a highway and a light rail transit route cross at the same level, within which are included the light rail transit tracks, highway, and traffic control devices for traffic traversing that area. 85. Highway-Rail Grade Crossing—the general area where a highway and a railroad cross at the same level, within which are included the railroad tracks, highway, and traffic control devices for highway traffic traversing that area.
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86. Highway Traffic Signal—a power-operated traffic control device by which traffic is warned or directed to take some specific action. These devices do not include power-operated signs, steadily-illuminated pavement markers, warning lights (see Section 6F.83), or steady burning electric lamps. 87. HOV Lane—any preferential lane designated for exclusive use by high-occupancy vehicles for all or part of a day—including a designated lane on a freeway, other highway, street, or independent roadway on a separate right-of-way. 88. Hybrid Beacon—a special type of beacon that is intentionally placed in a dark mode (no indications displayed) between periods of operation and, when operated, displays both steady and flashing traffic control signal indications. 89. Inherently Low Emission Vehicle (ILEV)—any kind of vehicle that, because of inherent properties of the fuel system design, will not have significant evaporative emissions, even if its evaporative emission control system has failed. 90. In-Roadway Lights—a special type of highway traffic signal installed in the roadway surface to warn road users that they are approaching a condition on or adjacent to the roadway that might not be readily apparent and might require the road users to slow down and/or come to a stop. 91. Interchange—a system of interconnecting roadways providing for traffic movement between two or more highways that do not intersect at grade. 92. Interconnection—when used in Part 8, the electrical connection between the railroad or light rail transit active warning system and the highway traffic signal controller assembly for the purpose of preemption. 93. Intermediate Interchange—an interchange with an urban or rural route that is not a major or minor interchange as defined in this Section. 94. Intersection—intersection is defined as follows: (a) The area embraced within the prolongation or connection of the lateral curb lines, or if none, the lateral boundary lines of the roadways of two highways that join one another at, or approximately at, right angles, or the area within which vehicles traveling on different highways that join at any other angle might come into conflict. (b) The junction of an alley or driveway with a roadway or highway shall not constitute an intersection, unless the roadway or highway at said junction is controlled by a traffic control device. (c) If a highway includes two roadways that are 30 feet or more apart (see definition of Median), then every crossing of each roadway of such divided highway by an intersecting highway shall be a separate intersection. (d) If both intersecting highways include two roadways that are 30 feet or more apart, then every crossing of any two roadways of such highways shall be a separate intersection. (e) At a location controlled by a traffic control signal, regardless of the distance between the separate intersections as defined in (c) and (d) above: (1) If a stop line, yield line, or crosswalk has not been designated on the roadway (within the median) between the separate intersections, the two intersections and the roadway (median) between them shall be considered as one intersection; (2) Where a stop line, yield line, or crosswalk is designated on the roadway on the intersection approach, the area within the crosswalk and/or beyond the designated stop line or yield line shall be part of the intersection; and (3) Where a crosswalk is designated on a roadway on the departure from the intersection, the intersection shall include the area extending to the far side of such crosswalk. 95. Intersection Control Beacon—a beacon used only at an intersection to control two or more directions of travel. 96. Interval—the part of a signal cycle during which signal indications do not change. 97. Interval Sequence—the order of appearance of signal indications during successive intervals of a signal cycle. 98. Island—a defined area between traffic lanes for control of vehicular movements, for toll collection, or for pedestrian refuge. It includes all end protection and approach treatments. Within an intersection area, a median or an outer separation is considered to be an island. 99. Lane Drop—see Dropped Lane. 100. Lane Line Markings—white pavement marking lines that delineate the separation of traffic lanes that have the same direction of travel on a roadway. 101. Lane-Use Control Signal—a signal face displaying indications to permit or prohibit the use of specific lanes of a roadway or to indicate the impending prohibition of such use.
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102. Legend—see Sign Legend. 103. Lens—see Signal Lens. 104. Light Rail Transit Traffic (Light Rail Transit Equipment)—every device in, upon, or by which any person or property can be transported on light rail transit tracks, including single-unit light rail transit cars (such at streetcars and trolleys) and assemblies of multiple light rail transit cars coupled together. 105. Locomotive Horn—an air horn, steam whistle, or similar audible warning device (see 49 CFR Part 229.129) mounted on a locomotive or control cab car. The terms “locomotive horn,” “train whistle,” “locomotive whistle,” and “train horn” are used interchangeably in the railroad industry. 106. Logo—a distinctive emblem or trademark that identifies a commercial business and/or the product or service offered by the business. 107. Longitudinal Markings—pavement markings that are generally placed parallel and adjacent to the flow of traffic such as lane lines, center lines, edge lines, channelizing lines, and others. 108. Louver—see Signal Louver. 109. Major Interchange—an interchange with another freeway or expressway, or an interchange with a high-volume multi-lane highway, principal urban arterial, or major rural route where the interchanging traffic is heavy or includes many road users unfamiliar with the area. 110. Major Street—the street normally carrying the higher volume of vehicular traffic. 111. Malfunction Management Unit—same as Conflict Monitor. 112. Managed Lane—a highway lane or set of lanes, or a highway facility, for which variable operational strategies such as direction of travel, tolling, pricing, and/or vehicle type or occupancy requirements are implemented and managed in real-time in response to changing conditions. Managed lanes are typically buffer- or barrier-separated lanes parallel to the general-purpose lanes of a highway in which access is restricted to designated locations. There are also some highways on which all lanes are managed. 113. Manual Lane—see Attended Lane. 114. Maximum Highway Traffic Signal Preemption Time—the maximum amount of time needed following initiation of the preemption sequence for the highway traffic signals to complete the timing of the right-of-way transfer time, queue clearance time, and separation time. 115. Median—the area between two roadways of a divided highway measured from edge of traveled way to edge of traveled way. The median excludes turn lanes. The median width might be different between intersections, interchanges, and at opposite approaches of the same intersection. 116. Minimum Track Clearance Distance—for standard two-quadrant warning devices, the minimum track clearance distance is the length along a highway at one or more railroad or light rail transit tracks, measured from the highway stop line, warning device, or 12 feet perpendicular to the track center line, to 6 feet beyond the track(s) measured perpendicular to the far rail, along the center line or edge line of the highway, as appropriate, to obtain the longer distance. For Four-Quadrant Gate systems, the minimum track clearance distance is the length along a highway at one or more railroad or light rail transit tracks, measured either from the highway stop line or entrance warning device, to the point where the rear of the vehicle would be clear of the exit gate arm. In cases where the exit gate arm is parallel to the track(s) and is not perpendicular to the highway, the distance is measured either along the center line or edge line of the highway, as appropriate, to obtain the longer distance. 117. Minimum Warning Time—when used in Part 8, the least amount of time active warning devices shall operate prior to the arrival of rail traffic at a grade crossing. 118. Minor Interchange—an interchange where traffic is local and very light, such as interchanges with land service access roads. Where the sum of the exit volumes is estimated to be lower than 100 vehicles per day in the design year, the interchange is classified as local. 119. Minor Street—the street normally carrying the lower volume of vehicular traffic. 120. Movable Bridge Resistance Gate—a type of traffic gate, which is located downstream of the movable bridge warning gate, that provides a physical deterrent to vehicle and/or pedestrian traffic when placed in the appropriate position. 121. Movable Bridge Signal—a highway traffic signal installed at a movable bridge to notify traffic to stop during periods when the roadway is closed to allow the bridge to open. 122. Movable Bridge Warning Gate—a type of traffic gate designed to warn, but not primarily to block, vehicle and/or pedestrian traffic when placed in the appropriate position. 123. Multi-Lane—more than one lane moving in the same direction. A multi-lane street, highway, or roadway has a basic cross-section comprised of two or more through lanes in one or both directions. A multi-lane approach has two or more lanes moving toward the intersection, including turning lanes.
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124. Neutral Area—the paved area between the channelizing lines separating an entrance or exit ramp or a channelized turn lane or channelized entering lane from the adjacent through lane(s). 125. Object Marker—a device used to mark obstructions within or adjacent to the roadway. 126. Occupancy Requirement—any restriction that regulates the use of a facility or one or more lanes of a facility for any period of the day based on a specified number of persons in a vehicle. 127. Occupant—a person driving or riding in a car, truck, bus, or other vehicle. 128. Open-Road ETC Lane—a non-attended lane that is designed to allow toll payments to be electronically collected from vehicles traveling at normal highway speeds. Open-Road ETC lanes are typically physically separated from the toll plaza, often following the alignment of the mainline lanes, with toll plaza lanes for cash toll payments being on a different alignment after diverging from the mainline lanes or a subset thereof. 129. Open-Road Tolling—a system designed to allow electronic toll collection (ETC) from vehicles traveling at normal highway speeds. Open-Road Tolling might be used on toll roads or toll facilities in conjunction with toll plazas. Open-Road Tolling is also typically used on managed lanes and on toll facilities that only accept payment by ETC. 130. Open-Road Tolling Point—the location along an Open-Road ETC lane at which roadside or overhead detection and receiving equipment are placed and vehicles are electronically assessed a toll. 131. Opposing Traffic—vehicles that are traveling in the opposite direction. At an intersection, vehicles entering from an approach that is approximately straight ahead would be considered to be opposing traffic, but vehicles entering from approaches on the left or right would not be considered to be opposing traffic. 132. Overhead Sign—a sign that is placed such that a portion or the entirety of the sign or its support is directly above the roadway or shoulder such that vehicles travel below it. Typical installations include signs placed on cantilever arms that extend over the roadway or shoulder, on sign support structures that span the entire width of the pavement, on mast arms or span wires that also support traffic control signals, and on highway bridges that cross over the roadway. 133. Parking Area—a parking lot or parking garage that is separated from a roadway. Parallel or angle parking spaces along a roadway are not considered a parking area. 134. Passive Grade Crossing—a grade crossing where none of the automatic traffic control devices associated with an Active Grade Crossing Warning System are present and at which the traffic control devices consist entirely of signs and/or markings. 135. Pathway—a general term denoting a public way for purposes of travel by authorized users outside the traveled way and physically separated from the roadway by an open space or barrier and either within the highway right-of-way or within an independent alignment. Pathways include shared-use paths, but do not include sidewalks. 136. Pathway Grade Crossing—the general area where a pathway and railroad or light rail transit tracks cross at the same level, within which are included the tracks, pathway, and traffic control devices for pathway traffic traversing that area. 137. Paved—a bituminous surface treatment, mixed bituminous concrete, or Portland cement concrete roadway surface that has both a structural (weight bearing) and a sealing purpose for the roadway. 138. Pedestrian—a person on foot, in a wheelchair, on skates, or on a skateboard. 139. Pedestrian Change Interval—an interval during which the flashing UPRAISED HAND (symbolizing DONT WALK) signal indication is displayed. 140. Pedestrian Clearance Time—the time provided for a pedestrian crossing in a crosswalk, after leaving the curb or shoulder, to travel to the far side of the traveled way or to a median. 141. Pedestrian Facilities—a general term denoting improvements and provisions made to accommodate or encourage walking. 142. Pedestrian Hybrid Beacon— a special type of hybrid beacon used to warn and control traffic at an unsignalized location to assist pedestrians in crossing a street or highway at a marked crosswalk. 143. Pedestrian Signal Head—a signal head, which contains the symbols WALKING PERSON (symbolizing WALK) and UPRAISED HAND (symbolizing DONT WALK), that is installed to direct pedestrian traffic at a traffic control signal. 144. Permissive Mode—a mode of traffic control signal operation in which left or right turns are permitted to be made after yielding to pedestrians, if any, and/or opposing traffic, if any. When a CIRCULAR GREEN signal indication is displayed, both left and right turns are permitted unless otherwise prohibited by another traffic control device. When a flashing YELLOW ARROW or flashing RED ARROW signal indication is displayed, the turn indicated by the arrow is permitted.
December 2009 Sect. 1A.13 Page 18 2009 Edition
145. Physical Gore—a longitudinal point where a physical barrier or the lack of a paved surface inhibits road users from crossing from a ramp or channelized turn lane or channelized entering lane to the adjacent through lane(s) or vice versa. 146. Pictograph—a pictorial representation used to identify a governmental jurisdiction, an area of jurisdiction, a governmental agency, a military base or branch of service, a governmental-approved university or college, a toll payment system, or a government-approved institution. 147. Plaque—a traffic control device intended to communicate specific information to road users through a word, symbol, or arrow legend that is placed immediately adjacent to a sign to supplement the message on the sign. The difference between a plaque and a sign is that a plaque cannot be used alone. The designation for a plaque includes a “P” suffix. 148. Platoon—a group of vehicles or pedestrians traveling together as a group, either voluntarily or involuntarily, because of traffic signal controls, geometrics, or other factors. 149. Portable Traffic Control Signal—a temporary traffic control signal that is designed so that it can be easily transported and reused at different locations. 150. Post-Mounted Sign—a sign that is placed to the side of the roadway such that no portion of the sign or its support is directly above the roadway or shoulder. 151. Posted Speed Limit—a speed limit determined by law or regulation and displayed on Speed Limit signs. 152. Preemption—the transfer of normal operation of a traffic control signal to a special control mode of operation. 153. Preferential Lane—a highway lane reserved for the exclusive use of one or more specific types of vehicles or vehicles with at least a specific number of occupants. 154. Pre-Signal—traffic control signal faces that control traffic approaching a grade crossing in conjunction with the traffic control signal faces that control traffic approaching a highway-highway intersection beyond the tracks. Supplemental near-side traffic control signal faces for the highway-highway intersection are not considered pre-signals. Pre-signals are typically used where the clear storage distance is insufficient to store one or more design vehicles. 155. Pretimed Operation—a type of traffic control signal operation in which none of the signal phases function on the basis of actuation. 156. Primary Signal Face—one of the required or recommended minimum number of signal faces for a given approach or separate turning movement, but not including near-side signal faces required as a result of the far-side signal faces exceeding the maximum distance from the stop line. 157. Principal Legend—place names, street names, and route numbers placed on guide signs. 158. Priority Control—a means by which the assignment of right-of-way is obtained or modified. 159. Private Road Open to Public Travel—private toll roads and roads (including any adjacent sidewalks that generally run parallel to the road) within shopping centers, airports, sports arenas, and other similar business and/or recreation facilities that are privately owned, but where the public is allowed to travel without access restrictions. Roads within private gated properties (except for gated toll roads) where access is restricted at all times, parking areas, driving aisles within parking areas, and private grade crossings shall not be included in this definition. 160. Protected Mode—a mode of traffic control signal operation in which left or right turns are permitted to be made when a left or right GREEN ARROW signal indication is displayed. 161. Public Road—any road, street, or similar facility under the jurisdiction of and maintained by a public agency and open to public travel. 162. Pushbutton—a button to activate a device or signal timing for pedestrians, bicyclists, or other road users. 163. Pushbutton Information Message—a recorded message that can be actuated by pressing a pushbutton when the walk interval is not timing and that provides the name of the street that the crosswalk associated with that particular pushbutton crosses and can also provide other information about the intersection signalization or geometry. 164. Pushbutton Locator Tone—a repeating sound that informs approaching pedestrians that a pushbutton exists to actuate pedestrian timing or receive additional information and that enables pedestrians who have visual disabilities to locate the pushbutton. 165. Queue Clearance Time—when used in Part 8, the time required for the design vehicle of maximum length stopped just inside the minimum track clearance distance to start up and move through and clear the entire minimum track clearance distance. If pre-signals are present, this time shall be long enough to allow the vehicle to move through the intersection, or to clear the tracks if there is sufficient clear storage distance. If a Four-Quadrant Gate system is present, this time shall be long enough to permit the exit gate arm to lower after the design vehicle is clear of the minimum track clearance distance.
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166. Quiet Zone—a segment of a rail line, with one or a number of consecutive public highway-rail grade crossings at which locomotive horns are not routinely sounded per 49 CFR Part 222. 167. Rail Traffic—every device in, upon, or by which any person or property can be transported on rails or tracks and to which all other traffic must yield the right-of-way by law at grade crossings, including trains, one or more locomotives coupled (with or without cars), other railroad equipment, and light rail transit operating in exclusive or semi-exclusive alignments. Light rail transit operating in a mixed-use alignment, to which other traffic is not required to yield the right-of-way by law, is a vehicle and is not considered to be rail traffic. 168. Raised Pavement Marker—a device mounted on or in a road surface that has a height generally not exceeding approximately 1 inch above the road surface for a permanent marker, or not exceeding approximately 2 inches above the road surface for a temporary flexible marker, and that is intended to be used as a positioning guide and/or to supplement or substitute for pavement markings. 169. Ramp Control Signal—a highway traffic signal installed to control the flow of traffic onto a freeway at an entrance ramp or at a freeway-to-freeway ramp connection. 170. Ramp Meter—see Ramp Control Signal. 171. Red Clearance Interval—an interval that follows a yellow change interval and precedes the next conflicting green interval. 172. Regulatory Sign—a sign that gives notice to road users of traffic laws or regulations. 173. Retroreflectivity—a property of a surface that allows a large portion of the light coming from a point source to be returned directly back to a point near its origin. 174. Right-of-Way [Assignment]—the permitting of vehicles and/or pedestrians to proceed in a lawful manner in preference to other vehicles or pedestrians by the display of a sign or signal indications. 175. Right-of-Way Transfer Time—when used in Part 8, the maximum amount of time needed for the worst case condition, prior to display of the track clearance green interval. This includes any railroad or light rail transit or highway traffic signal control equipment time to react to a preemption call, and any traffic control signal green, pedestrian walk and clearance, yellow change, and red clearance intervals for conflicting traffic. 176. Road—see Roadway. 177. Road User—a vehicle operator, bicyclist, or pedestrian, including persons with disabilities, within the highway or on a private road open to public travel. 178. Roadway—that portion of a highway improved, designed, or ordinarily used for vehicular travel and parking lanes, but exclusive of the sidewalk, berm, or shoulder even though such sidewalk, berm, or shoulder is used by persons riding bicycles or other human-powered vehicles. In the event a highway includes two or more separate roadways, the term roadway as used in this Manual shall refer to any such roadway separately, but not to all such roadways collectively. 179. Roadway Network—a geographical arrangement of intersecting roadways. 180. Roundabout—a circular intersection with yield control at entry, which permits a vehicle on the circulatory roadway to proceed, and with deflection of the approaching vehicle counter-clockwise around a central island. 181. Rumble Strip—a series of intermittent, narrow, transverse areas of rough-textured, slightly raised, or depressed road surface that extend across the travel lane to alert road users to unusual traffic conditions or are located along the shoulder, along the roadway center line, or within islands formed by pavement markings to alert road users that they are leaving the travel lanes. 182. Rural Highway—a type of roadway normally characterized by lower volumes, higher speeds, fewer turning conflicts, and less conflict with pedestrians. 183. Safe-Positioned—the positioning of emergency vehicles at an incident in a manner that attempts to protect both the responders performing their duties and road users traveling through the incident scene, while minimizing, to the extent practical, disruption of the adjacent traffic flow. 184. School—a public or private educational institution recognized by the state education authority for one or more grades K through 12 or as otherwise defined by the State. 185. School Zone—a designated roadway segment approaching, adjacent to, and beyond school buildings or grounds, or along which school related activities occur. 186. Semi-Actuated Operation—a type of traffic control signal operation in which at least one, but not all, signal phases function on the basis of actuation. 187. Separate Turn Signal Face—a signal face that exclusively controls a turn movement and that displays signal indications that are applicable only to the turn movement. 188. Separation Time—the component of maximum highway traffic signal preemption time during which the minimum track clearance distance is clear of vehicular traffic prior to the arrival of rail traffic.
December 2009 Sect. 1A.13 Page 20 2009 Edition
189. Shared Roadway—a roadway that is officially designated and marked as a bicycle route, but which is open to motor vehicle travel and upon which no bicycle lane is designated. 190. Shared Turn Signal Face—a signal face, for controlling both a turn movement and the adjacent through movement, that always displays the same color of circular signal indication that the adjacent through signal face or faces display. 191. Shared-Use Path—a bikeway outside the traveled way and physically separated from motorized vehicular traffic by an open space or barrier and either within the highway right-of-way or within an independent alignment. Shared-use paths are also used by pedestrians (including skaters, users of manual and motorized wheelchairs, and joggers) and other authorized motorized and non-motorized users. 192. Sidewalk—that portion of a street between the curb line, or the lateral line of a roadway, and the adjacent property line or on easements of private property that is paved or improved and intended for use by pedestrians. 193. Sign—any traffic control device that is intended to communicate specific information to road users through a word, symbol, and/or arrow legend. Signs do not include highway traffic signals, pavement markings, delineators, or channelization devices. 194. Sign Assembly—a group of signs, located on the same support(s), that supplement one another in conveying information to road users. 195. Sign Illumination—either internal or external lighting that shows similar color by day or night. Street or highway lighting shall not be considered as meeting this definition. 196. Sign Legend—all word messages, logos, pictographs, and symbol and arrow designs that are intended to convey specific meanings. The border, if any, on a sign is not considered to be a part of the legend. 197. Sign Panel—a separate panel or piece of material containing a word, symbol, and/or arrow legend that is affixed to the face of a sign. 198. Signal Backplate—a thin strip of material that extends outward from and parallel to a signal face on all sides of a signal housing to provide a background for improved visibility of the signal indications. 199. Signal Coordination—the establishment of timed relationships between adjacent traffic control signals. 200. Signal Face—an assembly of one or more signal sections that is provided for controlling one or more traffic movements on a single approach. 201. Signal Head—an assembly of one or more signal faces that is provided for controlling traffic movements on one or more approaches. 202. Signal Housing—that part of a signal section that protects the light source and other required components. 203. Signal Indication—the illumination of a signal lens or equivalent device. 204. Signal Lens—that part of the signal section that redirects the light coming directly from the light source and its reflector, if any. 205. Signal Louver—a device that can be mounted inside a signal visor to restrict visibility of a signal indication from the side or to limit the visibility of the signal indication to a certain lane or lanes, or to a certain distance from the stop line. 206. Signal Phase—the right-of-way, yellow change, and red clearance intervals in a cycle that are assigned to an independent traffic movement or combination of movements. 207. Signal Section—the assembly of a signal housing, signal lens, if any, and light source with necessary components to be used for displaying one signal indication. 208. Signal System—two or more traffic control signals operating in signal coordination. 209. Signal Timing—the amount of time allocated for the display of a signal indication. 210. Signal Visor—that part of a signal section that directs the signal indication specifically to approaching traffic and reduces the effect of direct external light entering the signal lens. 211. Signing—individual signs or a group of signs, not necessarily on the same support(s), that supplement one another in conveying information to road users. 212. Simultaneous Preemption—notification of approaching rail traffic is forwarded to the highway traffic signal controller unit or assembly and railroad or light rail transit active warning devices at the same time. 213. Special Purpose Road—a low-volume, low-speed road that serves recreational areas or resource development activities.
Sect. 1A.13 December 2009 2009 Edition Page 21
214. Speed—speed is defined based on the following classifications: (a) Average Speed—the summation of the instantaneous or spot-measured speeds at a specific location of vehicles divided by the number of vehicles observed. (b) Design Speed—a selected speed used to determine the various geometric design features of a roadway. (c) 85th-Percentile Speed—the speed at or below which 85 percent of the motor vehicles travel. (d) Operating Speed—a speed at which a typical vehicle or the overall traffic operates. Operating speed might be defined with speed values such as the average, pace, or 85th-percentile speeds. (e) Pace—the 10 mph speed range representing the speeds of the largest percentage of vehicles in the traffic stream. 215. Speed Limit—the maximum (or minimum) speed applicable to a section of highway as established by law or regulation. 216. Speed Limit Sign Beacon—a beacon used to supplement a SPEED LIMIT sign. 217. Speed Measurement Markings—a white transverse pavement marking placed on the roadway to assist the enforcement of speed regulations. 218. Speed Zone—a section of highway with a speed limit that is established by law or regulation, but which might be different from a legislatively specified statutory speed limit. 219. Splitter Island—a median island used to separate opposing directions of traffic entering and exiting a roundabout. 220. Station Crossing—a pathway grade crossing that is associated with a station platform. 221. Statutory Speed Limit—a speed limit established by legislative action that typically is applicable for a particular class of highways with specified design, functional, jurisdictional and/or location characteristics and that is not necessarily displayed on Speed Limit signs. 222. Steady (Steady Mode)—the continuous display of a signal indication for the duration of an interval, signal phase, or consecutive signal phases. 223. Stop Beacon—a beacon used to supplement a STOP sign, a DO NOT ENTER sign, or a WRONG WAY sign. 224. Stop Line—a solid white pavement marking line extending across approach lanes to indicate the point at which a stop is intended or required to be made. 225. Street—see Highway. 226. Supplemental Signal Face—a signal face that is not a primary signal face but which is provided for a given approach or separate turning movement to enhance visibility or conspicuity. 227. Symbol—the approved design of a pictorial representation of a specific traffic control message for signs, pavement markings, traffic control signals, or other traffic control devices, as shown in the MUTCD. 228. Temporary Traffic Control Signal—a traffic control signal that is installed for a limited time period. 229. Temporary Traffic Control Zone—an area of a highway where road user conditions are changed because of a work zone or incident by the use of temporary traffic control devices, flaggers, uniformed law enforcement officers, or other authorized personnel. 230. Theoretical Gore—a longitudinal point at the upstream end of a neutral area at an exit ramp or channelized turn lane where the channelizing lines that separate the ramp or channelized turn lane from the adjacent through lane(s) begin to diverge, or a longitudinal point at the downstream end of a neutral area at an entrance ramp or channelized entering lane where the channelizing lines that separate the ramp or channelized entering lane from the adjacent through lane(s) intersect each other. 231. Timed Exit Gate Operating Mode—a mode of operation where the exit gate descent at a grade crossing is based on a predetermined time interval. 232. Toll Booth—a shelter where a toll attendant is stationed to collect tolls or issue toll tickets. A toll booth is located adjacent to a toll lane and is typically set on a toll island. 233. Toll Island—a raised island on which a toll booth or other toll collection and related equipment are located. 234. Toll Lane—an individual lane located within a toll plaza in which a toll payment is collected or, for toll-ticket systems, a toll ticket is issued. 235. Toll Plaza—the location at which tolls are collected consisting of a grouping of toll booths, toll islands, toll lanes, and, typically, a canopy. Toll plazas might be located on highway mainlines or on interchange ramps. A mainline toll plaza is sometimes referred to as a barrier toll plaza because it interrupts the traffic flow.
December 2009 Sect. 1A.13 Page 22 2009 Edition
236. Toll-Ticket System—a system in which the user of a toll road receives a ticket from a machine or toll booth attendant upon entering a toll system. The ticket denotes the user’s point of entry and, upon exiting the toll system, the user surrenders the ticket and is charged a toll based on the distance traveled between the points of entry and exit. 237. Traffic—pedestrians, bicyclists, ridden or herded animals, vehicles, streetcars, and other conveyances either singularly or together while using for purposes of travel any highway or private road open to public travel. 238. Traffic Control Device—a sign, signal, marking, or other device used to regulate, warn, or guide traffic, placed on, over, or adjacent to a street, highway, private road open to public travel, pedestrian facility, or shared-use path by authority of a public agency or official having jurisdiction, or, in the case of a private road open to public travel, by authority of the private owner or private official having jurisdiction. 239. Traffic Control Signal (Traffic Signal)—any highway traffic signal by which traffic is alternately directed to stop and permitted to proceed. 240. Train—one or more locomotives coupled, with or without cars, that operates on rails or tracks and to which all other traffic must yield the right-of-way by law at highway-rail grade crossings. 241. Transverse Markings—pavement markings that are generally placed perpendicular and across the flow of traffic such as shoulder markings; word, symbol, and arrow markings; stop lines; crosswalk lines; speed measurement markings; parking space markings; and others. 242. Traveled Way—the portion of the roadway for the movement of vehicles, exclusive of the shoulders, berms, sidewalks, and parking lanes. 243. Turn Bay—a lane for the exclusive use of turning vehicles that is formed on the approach to the location where the turn is to be made. In most cases where turn bays are provided, drivers who desire to turn must move out of a through lane into the newly formed turn bay in order to turn. A through lane that becomes a turn lane is considered to be a dropped lane rather than a turn bay. 244. Upstream—a term that refers to a location that is encountered by traffic prior to a downstream location as it flows in an “upstream to downstream” direction. For example, “the upstream end of a lane line separating the turn lane from a through lane on the approach to an intersection” is the end of the line that is furthest from the intersection. 245. Urban Street—a type of street normally characterized by relatively low speeds, wide ranges of traffic volumes, narrower lanes, frequent intersections and driveways, significant pedestrian traffic, and more businesses and houses. 246. Vehicle—every device in, upon, or by which any person or property can be transported or drawn upon a highway, except trains and light rail transit operating in exclusive or semi-exclusive alignments. Light rail transit equipment operating in a mixed-use alignment, to which other traffic is not required to yield the right-of-way by law, is a vehicle. 247. Vibrotactile Pedestrian Device—an accessible pedestrian signal feature that communicates, by touch, information about pedestrian timing using a vibrating surface. 248. Visibility-Limited Signal Face or Visibility-Limited Signal Section—a type of signal face or signal section designed (or shielded, hooded, or louvered) to restrict the visibility of a signal indication from the side, to a certain lane or lanes, or to a certain distance from the stop line. 249. Walk Interval—an interval during which the WALKING PERSON (symbolizing WALK) signal indication is displayed. 250. Warning Beacon—a beacon used only to supplement an appropriate warning or regulatory sign or marker. 251. Warning Light—a portable, powered, yellow, lens-directed, enclosed light that is used in a temporary traffic control zone in either a steady burn or a flashing mode. 252. Warning Sign—a sign that gives notice to road users of a situation that might not be readily apparent. 253. Warrant—a warrant describes a threshold condition based upon average or normal conditions that, if found to be satisfied as part of an engineering study, shall result in analysis of other traffic conditions or factors to determine whether a traffic control device or other improvement is justified. Warrants are not a substitute for engineering judgment. The fact that a warrant for a particular traffic control device is met is not conclusive justification for the installation of the device. 254. Wayside Equipment—the signals, switches, and/or control devices for railroad or light rail transit operations housed within one or more enclosures located along the railroad or light rail transit right-of-way and/or on railroad or light rail transit property. 255. Wayside Horn System—a stationary horn (or series of horns) located at a grade crossing that is used in conjunction with train-activated or light rail transit-activated warning systems to provide audible warning of approaching rail traffic to road users on the highway or pathway approaches to a grade crossing, either as a supplement or alternative to the sounding of a locomotive horn. Sect. 1A.13 December 2009 2009 Edition Page 23
256. Worker—a person on foot whose duties place him or her within the right-of-way of a street, highway, or pathway, such as street, highway, or pathway construction and maintenance forces, survey crews, utility crews, responders to incidents within the street, highway, or pathway right-of-way, and law enforcement personnel when directing traffic, investigating crashes, and handling lane closures, obstructed roadways, and disasters within the right-of-way of a street, highway, or pathway. 257. Wrong-Way Arrow—a slender, elongated, white pavement marking arrow placed upstream from the ramp terminus to indicate the correct direction of traffic flow. Wrong-way arrows are intended primarily to warn wrong-way road users that they are going in the wrong direction. 258. Yellow Change Interval—the first interval following the green or flashing arrow interval during which the steady yellow signal indication is displayed. 259. Yield Line—a row of solid white isosceles triangles pointing toward approaching vehicles extending across approach lanes to indicate the point at which the yield is intended or required to be made. Section 1A.14 Meanings of Acronyms and Abbreviations in this Manual Standard: 01 The following acronyms and abbreviations, when used in this Manual, shall have the following meanings: 1. AADT—annual average daily traffic 2. AASHTO—American Association of State Highway and Transportation Officials 3. ADA—Americans with Disabilities Act 4. ADAAG—Americans with Disabilities Accessibility Guidelines 5. ADT—average daily traffic 6. AFAD—Automated Flagger Assistance Device 7. ANSI—American National Standards Institute 8. CFR—Code of Federal Regulations 9. CMS—changeable message sign 10. dBA—A-weighted decibels 11. EPA—Environmental Protection Agency 12. ETC—electronic toll collection 13. EV—electric vehicle 14. FHWA—Federal Highway Administration 15. FRA—Federal Railroad Administration 16. FTA—Federal Transit Administration 17. HOT—high occupancy tolls 18. HOTM—FHWA’s Office of Transportation Management 19. HOTO—FHWA’s Office of Transportation Operations 20. HOV—high-occupancy vehicle 21. ILEV—inherently low emission vehicle 22. ISEA—International Safety Equipment Association 23. ITE—Institute of Transportation Engineers 24. ITS—intelligent transportation systems 25. LED—light emitting diode 26. LP—liquid petroleum 27. MPH or mph—miles per hour 28. MUTCD—Manual on Uniform Traffic Control Devices 29. NCHRP—National Cooperative Highway Research Program 30. ORT—open-road tolling 31. PCMS—portable changeable message sign 32. PRT—perception-response time 33. RPM—raised pavement marker 34. RRPM—raised retroreflective pavement marker 35. RV—recreational vehicle 36. TDD—telecommunication devices for the deaf 37. TRB—Transportation Research Board 38. TTC—temporary traffic control 39. U.S.—United States 40. U.S.C.—United States Code 41. USDOT—United States Department of Transportation 42. UVC—Uniform Vehicle Code 43. VPH or vph—vehicles per hour
December 2009 Sect. 1A.13 to 1A.14 Page 24 2009 Edition
Section 1A.15 Abbreviations Used on Traffic Control Devices Standard: 01 When the word messages shown in Table 1A-1 need to be abbreviated in connection with traffic control devices, the abbreviations shown in Table 1A-1 shall be used. 02 When the word messages shown in Table 1A-2 need to be abbreviated on a portable changeable message sign, the abbreviations shown in Table 1A-2 shall be used. Unless indicated by an asterisk, these abbreviations shall only be used on portable changeable message signs. Guidance: 03 The abbreviations for the words listed in Table 1A-2 that also show a prompt word should not be used on a portable changeable message sign unless the prompt word shown in Table 1A-2 either precedes or follows the abbreviation, as applicable. Standard: 04 The abbreviations shown in Table 1A-3 shall not be used in connection with traffic control devices because of their potential to be misinterpreted by road users. Guidance: 05 If multiple abbreviations are permitted in Table 1A-1 or 1A-2, the same abbreviation should be used throughout a single jurisdiction. 06 Except as otherwise provided in Table 1A-1 or 1A-2 or unless necessary to avoid confusion, periods, commas, apostrophes, question marks, ampersands, and other punctuation marks or characters that are not letters or numerals should not be used in any abbreviation.
Table 1A-1. Acceptable Abbreviations
Standard Standard Standard Word Message Abbreviation Word Message Abbreviation Word Message Abbreviation Afternoon / Evening PM Highway HWY* Pounds LBS Alternate ALT Hospital HOSP Road RD* AM Radio AM Hour(s) HR, HRS Saint ST Avenue AVE, AV Information INFO Saturday SAT Bicycle BIKE Inherently Low Emission South S Vehicle ILEV Boulevard BLVD* State, county, or other International INTL (See Table non-US or non-Interstate 1A-2) Bridge (See Table numbered route 1A-2) Interstate (See Table 1A-2) Street ST* CB Radio CB Junction / Intersection JCT Sunday SUN Center CTR (as part of a place name) (See Table Telephone PHONE Lane 1A-2) Circle CIR* Temporary TEMP Liquid Propane Gas LP-GAS Civil Defense CD Terrace TER* Maximum MAX Compressed Natural Gas CNG Thursday THURS Mile(s) MI Court CT* Thruway THWY* Miles Per Hour MPH Crossing (other than Tons of Weight T highway-rail) X-ING Minimum MIN Trail TR* Drive DR* Minute(s) MIN Tuesday TUES East E Monday MON Turnpike TPK* Electric Vehicle EV Morning / Late Night AM Two-Way Intersection 2-WAY Expressway EXPWY* Mount MT US Numbered Route US Feet FT Mountain MTN Wednesday WED FM Radio FM National NATL West W Freeway FRWY, FWY* North N Friday FRI Parkway PKWY* Hazardous Material HAZMAT Pedestrian PED High Occupancy Vehicle HOV Place PL*
*This abbreviation shall not be used for any application other than the name of a roadway.
Sect. 1A.15 December 2009 2009 Edition Page 25 Table 1A-2. Abbreviations That Shall be Used Only on Portable Changeable Message Signs
Standard Prompt Word That Should Prompt Word That Should Word Message Abbreviation Precede the Abbreviation Follow the Abbreviation Access ACCS — Road Ahead AHD Fog — Blocked BLKD Lane — Bridge BR* [Name] — Cannot CANT — — Center CNTR — Lane Chemical CHEM — Spill Condition COND Traffic — Congested CONG Traffic — Construction CONST — Ahead Crossing XING — — Do Not DONT — — Downtown DWNTN — Traffic Eastbound E-BND — — Emergency EMER — — Entrance, Enter ENT — — Exit EX Next — Express EXP — Lane Frontage FRNTG — Road Hazardous HAZ — Driving Highway-Rail Grade Crossing RR XING — — Interstate I-* — [Number] It Is ITS — — Lane LN [Roadway Name]*,Right, Left, Center — Left LFT — — Local LOC — Traffic Lower LWR — Level Maintenance MAINT — — Major MAJ — Accident Minor MNR — Accident Normal NORM — — Northbound N-BND — — Oversized OVRSZ — Load Parking PKING — — Pavement PVMT Wet — Prepare PREP — To Stop Quality QLTY Air — Right RT Keep, Next — Right RT — Lane Roadwork RDWK — Ahead, [Distance] Route RT, RTE Best — Service SERV — — Shoulder SHLDR — — Slippery SLIP — — Southbound S-BND — — Speed SPD — — [Route Abbreviation State, county, or other non-US or determined by — [Number] non-Interstate numbered route highway agency]** Tires With Lugs LUGS — — Traffic TRAF — — Travelers TRVLRS — — Two-Wheeled Vehicles CYCLES — — Upper UPR — Level Vehicle(s) VEH, VEHS — — Warning WARN — — Westbound W-BND — — Will Not WONT — —
* This abbreviation, when accompanied by the prompt word, may be used on traffic control devices other than portable changeable message signs. ** A space and no dash shall be placed between the abbreviation and the number of the route.
December 2009 Sect. 1A.15 Page 26 2009 Edition
Table 1A-3. Unacceptable Abbreviations
Abbreviation Intended Word Common Misinterpretation ACC Accident Access (Road) CLRS Clears Colors DLY Delay Daily FDR Feeder Federal L Left Lane (Merge) LT Light (Traffic) Left PARK Parking Park POLL Pollution (Index) Poll RED Reduce Red STAD Stadium Standard WRNG Warning Wrong
Sect. 1A.15 December 2009 2009 Edition Page 27 PART 2 SIGNS
CHAPTER 2A. GENERAL Section 2A.01 Function and Purpose of Signs Support: 01 This Manual contains Standards, Guidance, and Options for the signing of all types of highways, and private roads open to public travel. The functions of signs are to provide regulations, warnings, and guidance information for road users. Words, symbols, and arrows are used to convey the messages. Signs are not typically used to confirm rules of the road. 02 Detailed sign requirements are located in the following Chapters of Part 2: Chapter 2B — Regulatory Signs, Barricades, and Gates Chapter 2C — Warning Signs and Object Markers Chapter 2D — Guide Signs for Conventional Roads Chapter 2E — Guide Signs for Freeways and Expressways Chapter 2F — Toll Road Signs Chapter 2G — Preferential and Managed Lane Signs Chapter 2H — General Information Signs Chapter 2I — General Service Signs Chapter 2J — Specific Service (Logo) Signs Chapter 2K — Tourist-Oriented Directional Signs Chapter 2L — Changeable Message Signs Chapter 2M — Recreational and Cultural Interest Area Signs Chapter 2N — Emergency Management Signs Standard: 03 Because the requirements and standards for signs depend on the particular type of highway upon which they are to be used, the definitions for freeway, expressway, conventional road, and special purpose road given in Section 1A.13 shall apply in Part 2. Section 2A.02 Definitions Support: 01 Definitions and acronyms that are applicable to signs are given in Sections 1A.13 and 1A.14. Section 2A.03 Standardization of Application Support: 01 It is recognized that urban traffic conditions differ from those in rural environments, and in many instances signs are applied and located differently. Where pertinent and practical, this Manual sets forth separate recommendations for urban and rural conditions. Guidance: 02 Signs should be used only where justified by engineering judgment or studies, as provided in Section 1A.09. 03 Results from traffic engineering studies of physical and traffic factors should indicate the locations where signs are deemed necessary or desirable. 04 Roadway geometric design and sign application should be coordinated so that signing can be effectively placed to give the road user any necessary regulatory, warning, guidance, and other information. Standard: 05 Each standard sign shall be displayed only for the specific purpose as prescribed in this Manual. Determination of the particular signs to be applied to a specific condition shall be made in accordance with the provisions set forth in Part 2. Before any new highway, private road open to public travel (see definition in Section 1A.13), detour, or temporary route is opened to public travel, all necessary signs shall be in place. Signs required by road conditions or restrictions shall be removed when those conditions cease to exist or the restrictions are withdrawn. Section 2A.04 Excessive Use of Signs Guidance: 01 Regulatory and warning signs should be used conservatively because these signs, if used to excess, tend to lose their effectiveness. If used, route signs and directional guide signs should be used frequently because their use promotes efficient operations by keeping road users informed of their location. December 2009 Sect. 2A.01 to 2A.04 Page 28 2009 Edition
Section 2A.05 Classification of Signs Standard: 01 Signs shall be defined by their function as follows: A. Regulatory signs give notice of traffic laws or regulations. B. Warning signs give notice of a situation that might not be readily apparent. C. Guide signs show route designations, destinations, directions, distances, services, points of interest, and other geographical, recreational, or cultural information. Support: 02 Object markers are defined in Section 2C.63. Section 2A.06 Design of Signs Support: 01 This Manual shows many typical standard signs and object markers approved for use on streets, highways, bikeways, and pedestrian crossings. 02 In the specifications for individual signs and object markers, the general appearance of the legend, color, and size are shown in the accompanying tables and illustrations, and are not always detailed in the text. 03 Detailed drawings of standard signs, object markers, alphabets, symbols, and arrows (see Figure 2D-2) are shown in the “Standard Highway Signs and Markings” book. Section 1A.11 contains information regarding how to obtain this publication. 04 The basic requirements of a sign are that it be legible to those for whom it is intended and that it be understandable in time to permit a proper response. Desirable attributes include: A. High visibility by day and night; and B. High legibility (adequately sized letters, symbols, or arrows, and a short legend for quick comprehension by a road user approaching a sign). 05 Standardized colors and shapes are specified so that the several classes of traffic signs can be promptly recognized. Simplicity and uniformity in design, position, and application are important. Standard: 06 The term legend shall include all word messages and symbol and arrow designs that are intended to convey specific meanings. 07 Uniformity in design shall include shape, color, dimensions, legends, borders, and illumination or retroreflectivity. 08 Standardization of these designs does not preclude further improvement by minor changes in the proportion or orientation of symbols, width of borders, or layout of word messages, but all shapes and colors shall be as indicated. 09 All symbols shall be unmistakably similar to, or mirror images of, the adopted symbol signs, all of which are shown in the “Standard Highway Signs and Markings” book (see Section 1A.11). Symbols and colors shall not be modified unless otherwise provided in this Manual. All symbols and colors for signs not shown in the “Standard Highway Signs and Markings” book shall follow the procedures for experimentation and change described in Section 1A.10. Option: 10 Although the standard design of symbol signs cannot be modified, the orientation of the symbol may be changed to better reflect the direction of travel, if appropriate. Standard: 11 Where a standard word message is applicable, the wording shall be as provided in this Manual. 12 In situations where word messages are required other than those provided in this Manual, the signs shall be of the same shape and color as standard signs of the same functional type. Option: 13 State and local highway agencies may develop special word message signs in situations where roadway conditions make it necessary to provide road users with additional regulatory, warning, or guidance information, such as when road users need to be notified of special regulations or warned about a situation that might not be readily apparent. Unlike colors that have not been assigned or symbols that have not been approved for signs, new word message signs may be used without the need for experimentation.
Sect. 2A.05 to 2A.06 December 2009 2009 Edition Page 29
Standard: 14 Except as provided in Paragraph 16 and except for the Carpool Information (D12-2) sign (see Section 2I.11), Internet addresses and e-mail addresses, including domain names and uniform resource locators (URL), shall not be displayed on any sign, supplemental plaque, sign panel (including logo sign panels on Specific Service signs), or changeable message sign. Guidance: 15 Unless otherwise provided in this Manual for a specific sign, and except as provided in Paragraph 16, telephone numbers of more than four characters should not be displayed on any sign, supplemental plaque, sign panel (including logo sign panels on specific service signs), or changeable message sign. Option: 16 Internet addresses, e-mail addresses, or telephone numbers with more than four characters may be displayed on signs, supplemental plaques, sign panels, and changeable message signs that are intended for viewing only by pedestrians, bicyclists, occupants of parked vehicles, or drivers of vehicles on low-speed roadways where engineering judgment indicates that an area is available for drivers to stop out of the traffic flow to read the message. Standard: 17 Pictographs (see definition in Section 1A.13) shall not be displayed on signs except as specifically provided in this Manual. Pictographs shall be simple, dignified, and devoid of any advertising. When used to represent a political jurisdiction (such as a State, county, or municipal corporation) the pictograph shall be the official designation adopted by the jurisdiction. When used to represent a college or university, the pictograph shall be the official seal adopted by the institution. Pictorial representations of university or college programs shall not be permitted to be displayed on a sign. Section 2A.07 Retroreflectivity and Illumination Support: 01 There are many materials currently available for retroreflection and various methods currently available for the illumination of signs and object markers. New materials and methods continue to emerge. New materials and methods can be used as long as the signs and object markers meet the standard requirements for color, both by day and by night. Standard: 02 Regulatory, warning, and guide signs Table 2A-1. Illumination of Sign Elements and object markers shall be retroreflective Means of Illumination Sign Element to be Illuminated (see Section 2A.08) or illuminated to show the same shape and similar color by both • Symbol or word message • Background day and night, unless otherwise provided Light behind the sign face • Symbol, word message, and background in the text discussion in this Manual for a (through a translucent material) particular sign or group of signs. Attached or independently mounted light source designed 03 The requirements for sign illumination to direct essentially uniform • Entire sign face shall not be considered to be satisfied by illumination onto the sign face street or highway lighting. • Symbol or word message Light emitting diodes (LEDs) • Portions of the sign border Option: Other devices, or treatments that 04 Sign elements may be illuminated by the highlight the sign shape, color, or means shown in Table 2A-1. message: • Symbol or word message Luminous tubing • Entire sign face 05 Fiber optics Retroreflection of sign elements may Incandescent light bulbs be accomplished by the means shown Luminescent panels in Table 2A-2. 06 Light Emitting Diode (LED) units may Table 2A-2. Retroreflection of Sign Elements be used individually within the legend or symbol of a sign and in the border of a Means of Retroreflection Sign Element sign, except for changeable message signs, Symbol to improve the conspicuity, increase the Reflector “buttons” or similar units Word message legibility of sign legends and borders, or Border provide a changeable message. Symbol A material that has a smooth, sealed outer Word message surface over a microstructure that reflects light Border Background
December 2009 Sect. 2A.06 to 2A.07 Page 30 2009 Edition
Standard: 07 Except as provided in Paragraphs 11 and 12, neither individual LEDs nor groups of LEDs shall be placed within the background area of a sign. 08 If used, the LEDs shall have a maximum diameter of 1/4 inch and shall be the following colors based on the type of sign: A. White or red, if used with STOP or YIELD signs. B. White, if used with regulatory signs other than STOP or YIELD signs. C. White or yellow, if used with warning signs. D. White, if used with guide signs. E. White, yellow, or orange, if used with temporary traffic control signs. F. White or yellow, if used with school area signs. 09 If flashed, all LED units shall flash simultaneously at a rate of more than 50 and less than 60 times per minute. 10 The uniformity of the sign design shall be maintained without any decrease in visibility, legibility, or driver comprehension during either daytime or nighttime conditions. Option: 11 For STOP and YIELD signs, LEDs may be placed within the border or within one border width within the background of the sign. 12 For STOP/SLOW paddles (see Section 6E.03) used by flaggers and the STOP paddles (see Section 7D.05) used by adult crossing guards, individual LEDs or groups of LEDs may be used. Support: 13 Other methods of enhancing the conspicuity of standard signs are described in Section 2A.15. 14 Information regarding the use of retroreflective material on the sign support is contained in Section 2A.21. Section 2A.08 Maintaining Minimum Retroreflectivity Support: 01 Retroreflectivity is one of several factors associated with maintaining nighttime sign visibility (see Section 2A.22). Standard: 02 Public agencies or officials having jurisdiction shall use an assessment or management method that is designed to maintain sign retroreflectivity at or above the minimum levels in Table 2A-3. Support: 03 Compliance with the Standard in Paragraph 2 is achieved by having a method in place and using the method to maintain the minimum levels established in Table 2A-3. Provided that an assessment or management method is being used, an agency or official having jurisdiction would be in compliance with the Standard in Paragraph 2 even if there are some individual signs that do not meet the minimum retroreflectivity levels at a particular point in time. Guidance: 04 Except for those signs specifically identified in Paragraph 6, one or more of the following assessment or management methods should be used to maintain sign retroreflectivity: A. Visual Nighttime Inspection—The retroreflectivity of an existing sign is assessed by a trained sign inspector conducting a visual inspection from a moving vehicle during nighttime conditions. Signs that are visually identified by the inspector to have retroreflectivity below the minimum levels should be replaced. B. Measured Sign Retroreflectivity—Sign retroreflectivity is measured using a retroreflectometer. Signs with retroreflectivity below the minimum levels should be replaced. C. Expected Sign Life—When signs are installed, the installation date is labeled or recorded so that the age of a sign is known. The age of the sign is compared to the expected sign life. The expected sign life is based on the experience of sign retroreflectivity degradation in a geographic area compared to the minimum levels. Signs older than the expected life should be replaced. D. Blanket Replacement—All signs in an area/corridor, or of a given type, should be replaced at specified intervals. This eliminates the need to assess retroreflectivity or track the life of individual signs. The replacement interval is based on the expected sign life, compared to the minimum levels, for the shortest-life material used on the affected signs.
Sect. 2A.07 to 2A.08 December 2009 2009 Edition Page 31
Table 2A-3. Minimum Maintained Retroreflectivity Levels1
Sheeting Type (ASTM D4956-04) Additional Sign Color Beaded Sheeting Prismatic Sheeting Criteria I II III III, IV, VI, VII, VIII, IX, X W*; G ≥ 7 W*; G ≥ 15 W*; G ≥ 25 W ≥ 250; G ≥ 25 Overhead White on Green W*; G ≥ 7 W ≥ 120; G ≥ 15 Post-mounted
2 Black on Yellow or Y*; O* Y ≥ 50; O ≥ 50 Black on Orange Y*; O* Y ≥ 75; O ≥ 75 3 White on Red W ≥ 35; R ≥ 7 4 Black on White W ≥ 50 – 1 The minimum maintained retroreflectivity levels shown in this table are in units of cd/lx/m2 measured at an observation angle of 0.2° and an entrance angle of -4.0°. 2 For text and fine symbol signs measuring at least 48 inches and for all sizes of bold symbol signs 3 For text and fine symbol signs measuring less than 48 inches 4 Minimum sign contrast ratio ≥ 3:1 (white retroreflectivity ÷ red retroreflectivity) * This sheeting type shall not be used for this color for this application. Bold Symbol Signs • W1-1,2 – Turn and Curve • W3-1 – Stop Ahead • W11-2 – Pedestrian Crossing • W1-3,4 – Reverse Turn and • W3-2 – Yield Ahead • W11-3,4,16-22 – Large Animals Curve • W3-3 – Signal Ahead • W11-5 – Farm Equipment • W1-5 – Winding Road • W4-1 – Merge • W11-6 – Snowmobile Crossing • W1-6,7 – Large Arrow • W4-2 – Lane Ends • W11-7 – Equestrian Crossing • W1-8 – Chevron • W4-3 – Added Lane • W11-8 – Fire Station • W1-10 – Intersection in Curve • W4-5 – Entering Roadway Merge • W11-10 – Truck Crossing • W1-11 – Hairpin Curve • W4-6 – Entering Roadway • W12-1 – Double Arrow • W1-15 – 270 Degree Loop Added Lane • W16-5P,6P,7P – Pointing Arrow • W2-1 – Cross Road • W6-1,2 – Divided Highway Plaques • W2-2,3 – Side Road Begins and Ends • W20-7 – Flagger • W2-4,5 – T and Y Intersection • W6-3 – Two-Way Traffic • W21-1 – Worker • W2-6 – Circular Intersection • W10-1,2,3,4,11,12 – Grade • W2-7,8 – Double Side Roads Crossing Advance Warning Fine Symbol Signs (symbol signs not listed as bold symbol signs) Special Cases • W3-1 – Stop Ahead: Red retroreflectivity≥ 7 • W3-2 – Yield Ahead: Red retroreflectivity≥ 7; White retroreflectivity≥ 35 • W3-3 – Signal Ahead: Red retroreflectivity≥ 7; Green retroreflectivity ≥ 7 • W3-5 – Speed Reduction: White retroreflectivity≥ 50 • For non-diamond shaped signs, such as W14-3 (No Passing Zone), W4-4P (Cross Traffic Does Not Stop), or W13-1P,2,3,6,7 (Speed Advisory Plaques), use the largest sign dimension to determine the proper minimum retroreflectivity level.
E. Control Signs—Replacement of signs in the field is based on the performance of a sample of control signs. The control signs might be a small sample located in a maintenance yard or a sample of signs in the field. The control signs are monitored to determine the end of retroreflective life for the associated signs. All field signs represented by the control sample should be replaced before the retroreflectivity levels of the control sample reach the minimum levels. F. Other Methods—Other methods developed based on engineering studies can be used. Support: 05 Additional information about these methods is contained in the 2007 Edition of FHWA’s “Maintaining Traffic Sign Retroreflectivity” (see Section 1A.11). Option: 06 Highway agencies may exclude the following signs from the retroreflectivity maintenance guidelines described in this Section: A. Parking, Standing, and Stopping signs (R7 and R8 series) B. Walking/Hitchhiking/Crossing signs (R9 series, R10-1 through R10-4b) C. Acknowledgment signs D. All signs with blue or brown backgrounds E. Bikeway signs that are intended for exclusive use by bicyclists or pedestrians
December 2009 Sect. 2A.08 Page 32 2009 Edition
Section 2A.09 Shapes Standard: Table 2A-4. Use of Sign Shapes 01 Particular shapes, Shape Signs as shown in Table 2A-4, Octagon Stop* shall be used exclusively for specific signs or series Equilateral Triangle (1 point down) Yield* of signs, unless otherwise Circle Grade Crossing Advance Warning* provided in the text Pennant Shape/Isosceles Triangle No Passing* discussion in this Manual (longer axis horizontal) for a particular sign or class School Advance Warning Sign (squared bottom corners)* Pentagon (pointed up) County Route Sign (tapered bottom corners)* of signs. Crossbuck Grade Crossing* Section 2A.10 Sign Colors (two rectangles in an “X” configuration) Standard: Diamond Warning Series Regulatory Series 01 The colors to be used Rectangle (including square) Guide Series** on standard signs and Warning Series their specific use on these Trapezoid Recreational and Cultural Interest Area Series signs shall be as provided National Forest Route Sign in the applicable Sections * This sign shall be exclusively the shape shown. of this Manual. The color ** Guide series includes general service, specific service, tourist-oriented directional, general coordinates and values information, recreational and cultural interest area, and emergency management signs. shall be as described in 23 CFR, Part 655, Subpart F, Appendix. Support: 02 As a quick reference, common uses of sign colors are shown in Table 2A-5. Color schemes on specific signs are shown in the illustrations located in each appropriate Chapter. 03 Whenever white is specified in this Manual or in the “Standard Highway Signs and Markings” book (see Section 1A.11) as a color, it is understood to include silver-colored retroreflective coatings or elements that reflect white light. 04 The colors coral and light blue are being reserved for uses that will be determined in the future by the Federal Highway Administration. 05 Information regarding color coding of destinations on guide signs, including community wayfinding signs, is contained in Chapter 2D. Option: 06 The approved fluorescent version of the standard red, yellow, green, or orange color may be used as an alternative to the corresponding standard color. Section 2A.11 Dimensions Support: 01 The “Standard Highway Signs and Markings” book (see Section 1A.11) prescribes design details for up to five different sizes depending on the type of traffic facility, including bikeways. Smaller sizes are designed to be used on bikeways and some other off-road applications. Larger sizes are designed for use on freeways and expressways, and can also be used to enhance road user safety and convenience on other facilities, especially on multi-lane divided highways and on undivided highways having five or more lanes of traffic and/or high speeds. The intermediate sizes are designed to be used on other highway types. Standard: 02 The sign dimensions prescribed in the sign size tables in the various Parts and Chapters in this Manual and in the “Standard Highway Signs and Markings” book (see Section 1A.11) shall be used unless engineering judgment determines that other sizes are appropriate. Except as provided in Paragraph 3, where engineering judgment determines that sizes smaller than the prescribed dimensions are appropriate for use, the sign dimensions shall not be less than the minimum dimensions specified in this Manual. The sizes shown in the Minimum columns that are smaller than the sizes shown in the Conventional Road columns in the various sign size tables in this Manual shall only be used on low-speed roadways, alleys, and private roads open to public travel where the reduced legend size would be adequate for the regulation or warning or where physical conditions preclude the use of larger sizes.
Sect. 2A.09 to 2A.11 December 2009 2009 Edition Page 33
Table 2A-5. Common Uses of Sign Colors
Legend Background
Type of Sign Black Green Red White Yellow Orange Fluorescent Yellow-Green Fluorescent Pink Black Blue Brown Green Orange* Red* White Yellow* Purple Fluorescent Yellow-Green Fluorescent Pink
Regulatory X X X X X X Prohibitive X X X X Permissive X X Warning X X Pedestrian X X X Bicycle X X X Guide X X Interstate Route X X X State Route X X U.S. Route X X County Route X X Forest Route X X Street Name X X Destination X X Reference Location X X Information X X X Evacuation Route X X Road User Service X X Recreational X X X Temporary Traffic Control X X Incident Management X X X School X X ETC-Account Only X X**** Changeable Message Signs Regulatory X*** X X Warning X X Temporary Traffic Control X X X Guide X X X** Motorist Services X X X** Incident Management X X X School, Pedestrian, Bicycle X X X
* Fluorescent versions of these background colors may also be used. ** These alternative background colors would be provided by blue or green lighted pixels such that the entire CMS would be lighted, not just the legend. *** Red is used only for the circle and slash or other red elements of a similar static regulatory sign. **** The use of the color purple on signs is restricted per the provisions of Paragraph 1 of Section 2F.03.
December 2009 Sect. 2A.11 Page 34 2009 Edition
Option: 03 For alleys with restrictive physical conditions and vehicle usage that limits installation of the minimum size sign (or the Conventional Road size sign if no Minimum size is shown), both the sign height and the sign width may be decreased by up to 6 inches. Guidance: 04 The sizes shown in the Freeway and Expressway columns in the various sign size tables in this Manual should be used on freeways and expressways, and for other higher-speed applications based upon engineering judgment, to provide larger signs for increased visibility and recognition. 05 The sizes shown in the Oversized columns in the various sign size tables in this Manual size should be used for those special applications where speed, volume, or other factors result in conditions where increased emphasis, improved recognition, or increased legibility is needed, as determined by engineering judgment or study. 06 Increases above the prescribed sizes should be used where greater legibility or emphasis is needed. If signs larger than the prescribed sizes are used, the overall sign dimensions should be increased in 6-inch increments. Standard: 07 Where engineering judgment determines that sizes that are different than the prescribed dimensions are appropriate for use, standard shapes and colors shall be used and standard proportions shall be retained as much as practical. Guidance: 08 When supplemental plaques are installed with larger sized signs, a corresponding increase in the size of the plaque and its legend should also be made. The resulting plaque size should be approximately in the same relative proportion to the larger sized sign as the conventional sized plaque is to the conventional sized sign. Section 2A.12 Symbols Standard: 01 Symbol designs shall in all cases be unmistakably similar to those shown in this Manual and in the “Standard Highway Signs and Markings” book (see Section 1A.11). Support: 02 New symbol designs are adopted by the Federal Highway Administration based on research evaluations to determine road user comprehension, sign conspicuity, and sign legibility. 03 Sometimes a change from word messages to symbols requires significant time for public education and transition. Therefore, this Manual sometimes includes the practice of using educational plaques to accompany new symbol signs. Guidance: 04 New warning or regulatory symbol signs not readily recognizable by the public should be accompanied by an educational plaque. Option: 05 Educational plaques may be left in place as long as they are in serviceable condition. 06 State and/or local highway agencies may conduct research studies to determine road user comprehension, sign conspicuity, and sign legibility. Guidance: 07 Although most standard symbols are oriented facing left, mirror images of these symbols should be used where the reverse orientation might better convey to road users a direction of movement. Standard: 08 A symbol used for a given category of signs (regulatory, warning, or guide) shall not be used for a different category of signs, except as specifically authorized in this Manual. 09 Except as provided in Paragraph 11, a recreational and cultural interest area symbol (see Chapter 2M) shall not be used on streets or highways outside of recreational and cultural interest areas. 10 A recreational and cultural interest area guide sign symbol (see Chapter 2M) shall not be used on any regulatory or warning sign on any street, road, or highway. Option: 11 A recreational and cultural interest area guide sign symbol (see Section 2M.04) may be used on a highway guide sign outside of a recreational and cultural interest area to supplement a comparable word message for which there is no approved symbol for that message in Chapters 2B through 2I or 2N. Sect. 2A.11 to 2A.12 December 2009 2009 Edition Page 35
Support: 12 Section 2M.07 contains provisions for the use of recreational and cultural interest area symbols to indicate prohibited activities or items in non-road applications. Section 2A.13 Word Messages Standard: 01 Except as provided in Section 2A.06, all word messages shall use standard wording and letters as shown in this Manual and in the “Standard Highway Signs and Markings” book (see Section 1A.11). Guidance: 02 Word messages should be as brief as possible and the lettering should be large enough to provide the necessary legibility distance. A minimum specific ratio of 1 inch of letter height per 30 feet of legibility distance should be used. 03 Abbreviations (see Section 1A.15) should be kept to a minimum. 04 Word messages should not contain periods, apostrophes, question marks, ampersands, or other punctuation or characters that are not letters, numerals, or hyphens unless necessary to avoid confusion. 05 The solidus (slanted line or forward slash) is intended to be used for fractions only and should not be used to separate words on the same line of legend. Instead, a hyphen should be used for this purpose, such as “TRUCKS - BUSES.” Standard: 06 Fractions shall be displayed with the numerator and denominator diagonally arranged about the solidus (slanted line or forward slash). The overall height of the fraction is measured from the top of the numerator to the bottom of the denominator, each of which is vertically aligned with the upper and lower ends of the solidus. The overall height of the fraction shall be determined by the height of the numerals within the fraction, and shall be 1.5 times the height of an individual numeral within the fraction. Support: 07 The “Standard Highway Signs and Markings” book (see Section 1A.11) contains details regarding the layouts of fractions on signs. Guidance: 08 When initials are used to represent an abbreviation for separate words (such as “U S” for a United States route), the initials should be separated by a space of between 1/2 and 3/4 of the letter height of the initials. 09 When an Interstate route is displayed in text form instead of using the route shield, a hyphen should be used for clarity, such as “I-50.” Standard: 10 All sign lettering shall be in upper-case letters as provided in the “Standard Highway Signs and Markings” book (see Section 1A.11), unless otherwise provided in this Manual for a particular sign or type of message. 11 The sign lettering for names of places, streets, and highways shall be composed of a combination of lower-case letters with initial upper-case letters. Support: 12 Letter height is expressed in terms of the height of an upper-case letter. For mixed-case legends (those composed of an initial upper-case letter followed by lower-case letters), the height of the lower-case letters is derived from the specified height of the initial upper-case letter based on a prescribed ratio. Letter heights for mixed-case legends might be expressed in terms of both the upper- and lower-case letters, or in terms of the initial upper-case letter alone. When the height of a lower-case letter is specified or determined from the prescribed ratio, the reference is to the nominal loop height of the letter. The term loop height refers to the portion of a lower-case letter that excludes any ascending or descending stems or tails of the letter, such as with the letters “d” or “q.” The nominal loop height is equal to the actual height of a non-rounded lower-case letter whose form does not include ascending or descending stems or tails, such as the letter “x.” The rounded portions of a lower-case letter extend slightly above and below the baselines projected from the top and bottom of such a non-rounded letter so that the appearance of a uniform letter height within a word is achieved. The actual loop height of a rounded lower-case letter is slightly greater than the nominal loop height and this additional height is excluded from the expression of the lower-case letter height. Standard: 13 When a mixed-case legend is used, the height of the lower-case letters shall be 3/4 of the height of the initial upper-case letter.
December 2009 Sect. 2A.12 to 2A.13 Page 36 2009 Edition
14 The unique letter forms for each of the Standard Alphabet series shall not be stretched, compressed, warped, or otherwise manipulated. Support: 15 Section 2D.04 contains information regarding the acceptable methods of modifying the length of a word for a given letter height and series. Section 2A.14 Sign Borders Standard: 01 Unless otherwise provided, each sign illustrated in this Manual shall have a border of the same color as the legend, at or just inside the edge. 02 The corners of all sign borders shall be rounded, except for STOP signs. Guidance: 03 A dark border on a light background should be set in from the edge, while a light border on a dark background should extend to the edge of the sign. A border for 30-inch signs with a light background should be from 1/2 to 3/4 inch in width, 1/2 inch from the edge. For similar signs with a light border, a width of 1 inch should be used. For other sizes, the border width should be of similar proportions, but should not exceed the stroke-width of the major lettering of the sign. On signs exceeding 72 x 120 inches in size, the border should be 2 inches wide, or on larger signs, 3 inches wide. Except for STOP signs and as otherwise provided in Section 2E.16, the corners of the sign should be rounded to a radius that is concentric with that of the border. Section 2A.15 Enhanced Conspicuity for Standard Signs Option: 01 Based upon engineering judgment, where the improvement of the conspicuity of a standard regulatory, warning, or guide sign is desired, any of the following methods may be used, as appropriate, to enhance the sign’s conspicuity (see Figure 2A-1): A. Increasing the size of a standard regulatory, warning, or guide sign. B. Doubling-up of a standard regulatory, warning, or guide sign by adding a second identical sign on the left- hand side of the roadway. C. Adding a solid yellow or fluorescent yellow rectangular “header panel” above a standard regulatory sign, with the width of the panel corresponding to the width of the standard regulatory sign. A legend of “NOTICE,” “STATE LAW,” or other appropriate text may be added in black letters within the header panel for a period of time determined by engineering judgment. D. Adding a NEW plaque (see Section 2C.62) above a new standard regulatory or warning sign, for a period of time determined by engineering judgment, to call attention to the new sign. E. Adding one or more red or orange flags (cloth or retroreflective sheeting) above a standard regulatory or warning sign, with the flags oriented so as to be at 45 degrees to the vertical. F. Adding a solid yellow, a solid fluorescent yellow, or a diagonally striped black and yellow (or black and fluorescent yellow) strip of retroreflective sheeting at least 3 inches wide around the perimeter of a standard warning sign. This may be accomplished by affixing the standard warning sign on a background that is 6 inches larger than the size of the standard warning sign. G. Adding a warning beacon (see Section 4L.03) to a standard regulatory (other than a STOP or a Speed Limit sign), warning, or guide sign. H. Adding a speed limit sign beacon (see Section 4L.04) to a standard Speed Limit sign. I. Adding a stop beacon (see Section 4L.05) to a STOP sign. J. Adding light emitting diode (LED) units within the symbol or legend of a sign or border of a standard regulatory, warning, or guide sign, as provided in Section 2A.07. K. Adding a strip of retroreflective material to the sign support in compliance with the provisions of Section 2A.21. L. Using other methods that are specifically allowed for certain signs as described elsewhere in this Manual. Support: 02 Sign conspicuity improvements can also be achieved by removing non-essential and illegal signs from the right-of-way (see Section 1A.08), and by relocating signs to provide better spacing. Standard: 03 The NEW plaque (see Section 2C.62) shall not be used alone. 04 Strobe lights shall not be used to enhance the conspicuity of highway signs.
Sect. 2A.13 to 2A.15 December 2009 2009 Edition Page 37
Figure 2A-1. Examples of Enhanced Conspicuity for Signs A – W16-15P plaque above B – Red or orange flags C – W16-18P plaque above a regulatory or warning above a regulatory, a regulatory sign sign if the regulation or warning, or guide sign condition is new
D – Solid yellow, solid fluorescent E – Vertical retroreflective F – Supplemental beacon yellow, or diagonally striped strip on sign support black and yellow (or black and fluorescent yellow) strip of retroreflective sheeting around a warning sign
Section 2A.16 Standardization of Location Support: 01 Standardization of position cannot always be attained in practice. Examples of heights and lateral locations of signs for typical installations are illustrated in Figure 2A-2, and examples of locations for some typical signs at intersections are illustrated in Figures 2A-3 and 2A-4. 02 Examples of advance signing on an intersection approach are illustrated in Figure 2A-4. Chapters 2B, 2C, and 2D contain provisions regarding the application of regulatory, warning, and guide signs, respectively. Standard: 03 Signs requiring separate decisions by the road user shall be spaced sufficiently far apart for the appropriate decisions to be made. One of the factors considered when determining the appropriate spacing shall be the posted or 85th-percentile speed. Guidance: 04 Signs should be located on the right-hand side of the roadway where they are easily recognized and understood by road users. Signs in other locations should be considered only as supplementary to signs in the normal locations, except as otherwise provided in this Manual. 05 Signs should be individually installed on separate posts or mountings except where: A. One sign supplements another; B. Route or directional signs are grouped to clarify information to motorists; December 2009 Sect. 2A.16 Page 38 2009 Edition
Figure 2A-2. Examples of Heights and Lateral Locations of Sign Installations
A - ROADSIDE SIGN B - ROADSIDE SIGN IN RURAL AREA IN RURAL AREA
5 ft 5 ft MIN. 12 ft MIN. MIN. 6 ft MIN.
Shoulder wider than 6 ft
C - ROADSIDE SIGN IN BUSINESS, D - WARNING SIGN WITH ADVISORY COMMERCIAL, OR SPEED PLAQUE IN RURAL AREA RESIDENTIAL AREA 2 ft MIN. 7 ft* 12 ft MIN. MIN.
4 ft MIN.
* Where parking or pedestrian movements are likely to occur
F - SIGN ON NOSE E - ROADSIDE ASSEMBLY OF MEDIAN IN RURAL AREA
7 ft MIN. 4 ft MIN.
5 ft MIN. 12 ft MIN.
H - OVERHEAD SIGN
G - FREEWAY OR EXPRESSWAY SIGN WITH SECONDARY SIGN
17 ft 12 ft MIN. MIN.
8 ft 5 ft MIN. MIN. 6 ft MIN. 6 ft MIN.
Shoulder Shoulder
Note: See Section 2A.19 for reduced lateral offset distances that may be used in areas where lateral offsets are limited, and in business, commercial, or residential areas where sidewalk width is limited or where existing poles are close to the curb.
Sect. 2A.16 December 2009 2009 Edition Page 39
Figure 2A-3. Examples of Locations for Some Typical Signs at Intersections
2 ft MIN. 6 ft to 12 ft MIN. 6 ft to 12 ft MIN.
2 ft MIN. 6 ft to 12 ft MIN.
A - ACUTE ANGLE INTERSECTION B - CHANNELIZED INTERSECTION
MARKED OR UNMARKED CROSSWALK
MAJOR ROAD SIDEWALK
6 ft to 12 ft MIN. 4 ft MIN.
6 ft to 12 ft MIN. 2 ft MIN.
MINOR ROAD
C - MINOR CROSSROAD D - URBAN INTERSECTION
2 ft MIN.
50 ft MAX.
6 ft to 12 ft MIN. 6 ft to 12 ft MIN.
E - DIVISIONAL ISLAND F - WIDE THROAT INTERSECTION
Note: Lateral offset is a minimum of 6 feet measured from the edge of the shoulder, or 12 feet measured from the edge of the traveled way. See Section 2A.19 for lower minimums that may be used in urban areas, or where lateral offset space is limited.
December 2009 Sect. 2A.16 Page 40 2009 Edition Figure 2A-4. Relative Locations of Regulatory, Warning, and Guide Signs on an Intersection Approach A – Single-lane approach B – Multi-lane approach
U.S. ROUTE 46 WOOD AVE
DEFENSE HWY
200 ft MIN.
400 ft 200 ft MIN. MIN. (Optional)
200 ft MIN.
200 ft 600 ft MIN. MIN.
200 ft 800 ft MIN. 200 ft MIN. MIN.
W2-1 W3-1
See Table 2C-4 for the recommended minimum distance Note: See Chapter 2D for information on guide signs and See Section 2C.46 for the application of the W2-1 sign Part 3 for information on pavement markings and Section 2C.36 for the application of the W3-1 sign See Section 2B.22 for the application of Intersection Lane Control signs
C. Regulatory signs that do not conflict with each other are grouped, such as turn prohibition signs posted with one way signs or a parking regulation sign posted with a speed limit sign; or D. Street name signs are posted with a stop or yield sign. 06 Signs should be located so that they: A. Are outside the clear zone unless placed on a breakaway or yielding support (see Section 2A.19), B. Optimize nighttime visibility, C. Minimize the effects of mud splatter and debris, D. Do not obscure each other, E. Do not obscure the sight distance to approaching vehicles on the major street for drivers who are stopped on minor-street approaches, and F. Are not hidden from view.
Sect. 2A.16 December 2009 2009 Edition Page 41
Support: 07 The clear zone is the total roadside border area, starting at the edge of the traveled way, available for use by errant vehicles. The width of the clear zone is dependent upon traffic volumes, speeds, and roadside geometry. Additional information can be found in AASHTO’s “Roadside Design Guide” (see Section 1A.11). Guidance: 08 With the increase in traffic volumes and the desire to provide road users regulatory, warning, and guidance information, an order of priority for sign installation should be established. Support: 09 An order of priority is especially critical where space is limited for sign installation and there is a demand for several different types of signs. Overloading road users with too much information is not desirable. Guidance: 10 Because regulatory and warning information is more critical to the road user than guidance information, regulatory and warning signing whose location is critical should be displayed rather than guide signing in cases where conflicts occur. Community wayfinding and acknowledgment guide signs should have a lower priority as to placement than other guide signs. Information of a less critical nature should be moved to less critical locations or omitted. Option: 11 Under some circumstances, such as on curves to the right, signs may be placed on median islands or on the left-hand side of the road. A supplementary sign located on the left-hand side of the roadway may be used on a multi-lane road where traffic in a lane to the right might obstruct the view to the right. Guidance: 12 In urban areas where crosswalks exist, signs should not be placed within 4 feet in advance of the crosswalk (see Drawing D in Figure 2A-3). Section 2A.17 Overhead Sign Installations Guidance: 01 Overhead signs should be used on freeways and expressways, at locations where some degree of lane-use control is desirable, and at locations where space is not available at the roadside. Support: 02 The operational requirements of the present highway system are such that overhead signs have value at many locations. The factors to be considered for the installation of overhead sign displays are not definable in specific numerical terms. Option: 03 The following conditions (not in priority order) may be considered in an engineering study to determine if overhead signs would be beneficial: A. Traffic volume at or near capacity, B. Complex interchange design, C. Three or more lanes in each direction, D. Restricted sight distance, E. Closely-spaced interchanges, F. Multi-lane exits, G. Large percentage of trucks, H. Street lighting background, I. High-speed traffic, J. Consistency of sign message location through a series of interchanges, K. Insufficient space for post-mounted signs, L. Junction of two freeways, and M. Left exit ramps. 04 Over-crossing structures may be used to support overhead signs. Support: 05 Under some circumstances, the use of over-crossing structures as sign supports might be the only practical solution that will provide adequate viewing distance. The use of such structures as sign supports might eliminate the need for the foundations and sign supports along the roadside.
December 2009 Sect. 2A.16 to 2A.17 Page 42 2009 Edition
Section 2A.18 Mounting Height Standard: 01 The provisions of this Section shall apply unless specifically stated otherwise for a particular sign or object marker elsewhere in this Manual. Support: 02 The mounting height requirements for object markers are provided in Chapter 2C. 03 In addition to the provisions of this Section, information affecting the minimum mounting height of signs as a function of crash performance can be found in AASHTO’s “Roadside Design Guide” (see Section 1A.11). Standard: 04 The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 feet (see Figure 2A-2). 05 The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 feet (see Figure 2A-2). Option: 06 The height to the bottom of a secondary sign mounted below another sign may be 1 foot less than the height specified in Paragraphs 4 and 5. Standard: 07 The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks shall be 7 feet. 08 If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 feet above a pedestrian sidewalk or pathway (see Section 6D.02), the secondary sign shall not project more than 4 inches into the pedestrian facility. Option: 09 Signs that are placed 30 feet or more from the edge of the traveled way may be installed with a minimum height of 5 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement. Standard: 10 Directional signs on freeways and expressways shall be installed with a minimum height of 7 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement. All route signs, warning signs, and regulatory signs on freeways and expressways shall be installed with a minimum height of 7 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement. If a secondary sign is mounted below another sign on a freeway or expressway, the major sign shall be installed with a minimum height of 8 feet and the secondary sign shall be installed with a minimum height of 5 feet, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement. 11 Where large signs having an area exceeding 50 square feet are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet. Option: 12 A route sign assembly consisting of a route sign and auxiliary signs (see Section 2D.31) may be treated as a single sign for the purposes of this Section. 13 The mounting height may be adjusted when supports are located near the edge of the right-of-way on a steep backslope in order to avoid the sometimes less desirable alternative of placing the sign closer to the roadway. Standard: 14 Overhead signs shall provide a vertical clearance of not less than 17 feet to the sign, light fixture, or sign bridge over the entire width of the pavement and shoulders except where the structure on which the overhead signs are to be mounted or other structures along the roadway near the sign structure have a lesser vertical clearance. Option: 15 If the vertical clearance of other structures along the roadway near the sign structure is less than 16 feet, the vertical clearance to an overhead sign structure or support may be as low as 1 foot higher than the vertical clearance of the other structures in order to improve the visibility of the overhead signs.
Sect. 2A.18 December 2009 2009 Edition Page 43
16 In special cases it may be necessary to reduce the clearance to overhead signs because of substandard dimensions in tunnels and other major structures such as double-deck bridges. Support: 17 Figure 2A-2 illustrates some examples of the mounting height requirements contained in this Section. Section 2A.19 Lateral Offset Standard: 01 For overhead sign supports, the minimum lateral offset from the edge of the shoulder (or if no shoulder exists, from the edge of the pavement) to the near edge of overhead sign supports (cantilever or sign bridges) shall be 6 feet. Overhead sign supports shall have a barrier or crash cushion to shield them if they are within the clear zone. 02 post-mounted sign and object marker supports shall be crashworthy (breakaway, yielding, or shielded with a longitudinal barrier or crash cushion) if within the clear zone. Guidance: 03 For post-mounted signs, the minimum lateral offset should be 12 feet from the edge of the traveled way. If a shoulder wider than 6 feet exists, the minimum lateral offset for post-mounted signs should be 6 feet from the edge of the shoulder. Support: 04 The minimum lateral offset requirements for object markers are provided in Chapter 2C. 05 The minimum lateral offset is intended to keep trucks and cars that use the shoulders from striking the signs or supports. Guidance: 06 All supports should be located as far as practical from the edge of the shoulder. Advantage should be taken to place signs behind existing roadside barriers, on over-crossing structures, or other locations that minimize the exposure of the traffic to sign supports. Option: 07 Where permitted, signs may be placed on existing supports used for other purposes, such as highway traffic signal supports, highway lighting supports, and utility poles. Standard: 08 If signs are placed on existing supports, they shall meet other placement criteria contained in this Manual. Option: 09 Lesser lateral offsets may be used on connecting roadways or ramps at interchanges, but not less than 6 feet from the edge of the traveled way. 10 On conventional roads in areas where it is impractical to locate a sign with the lateral offset prescribed by this Section, a lateral offset of at least 2 feet may be used. 11 A lateral offset of at least 1 foot from the face of the curb may be used in business, commercial or residential areas where sidewalk width is limited or where existing poles are close to the curb. Guidance: 12 Overhead sign supports and post-mounted sign and object marker supports should not intrude into the usable width of a sidewalk or other pedestrian facility. Support: 13 Figures 2A-2 and 2A-3 illustrate some examples of the lateral offset requirements contained in this Section. Section 2A.20 Orientation Guidance: 01 Unless otherwise provided in this Manual, signs should be vertically mounted at right angles to the direction of, and facing, the traffic that they are intended to serve. 02 Where mirror reflection from the sign face is encountered to such a degree as to reduce legibility, the sign should be turned slightly away from the road. Signs that are placed 30 feet or more from the pavement edge should be turned toward the road. On curved alignments, the angle of placement should be determined by the direction of approaching traffic rather than by the roadway edge at the point where the sign is located.
December 2009 Sect. 2A.18 to 2A.20 Page 44 2009 Edition
Option: 03 On grades, sign faces may be tilted forward or back from the vertical position to improve the viewing angle. Section 2A.21 Posts and Mountings Standard: 01 Sign posts, foundations, and mountings shall be so constructed as to hold signs in a proper and permanent position, and to resist swaying in the wind or displacement by vandalism. Support: 02 The latest edition of AASHTO’s “Specifications for Structural Supports for Highway Signs, Luminaires, and Traffic Signals” contains additional information regarding posts and mounting (see Page i for AASHTO’s address). Option: 03 Where engineering judgment indicates a need to draw attention to the sign during nighttime conditions, a strip of retroreflective material may be used on regulatory and warning sign supports. Standard: 04 If a strip of retroreflective material is used on the sign support, it shall be at least 2 inches in width, it shall be placed for the full length of the support from the sign to within 2 feet above the edge of the roadway, and its color shall match the background color of the sign, except that the color of the strip for the YIELD and DO NOT ENTER signs shall be red. Section 2A.22 Maintenance Guidance: 01 Maintenance activities should consider proper position, cleanliness, legibility, and daytime and nighttime visibility (see Section 2A.09). Damaged or deteriorated signs, gates, or object markers should be replaced. 02 To assure adequate maintenance, a schedule for inspecting (both day and night), cleaning, and replacing signs, gates, and object markers should be established. Employees of highway, law enforcement, and other public agencies whose duties require that they travel on the roadways should be encouraged to report any damaged, deteriorated, or obscured signs, 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. 04 A regular schedule of replacement of lighting elements for illuminated signs should be maintained. Section 2A.23 Median Opening Treatments for Divided Highways with Wide Medians Guidance: 01 Where divided highways are separated by median widths at the median opening itself of 30 feet or more, median openings should be signed as two separate intersections.
Sect. 2A.20 to 2A.23 December 2009 Page 382 2009 Edition
Figure 3B-16. Recommended Yield Line Layouts (a) Minimum Dimensions base 3 to 12 inches 12 inches
height 18 inches
(b) Maximum Dimensions base 3 to 12 inches 24 inches
height 36 inches
12 ft Notes: Triangle height is equal to 1.5 times the base dimension.
Yield lines may be smaller than suggested when installed on much Direction of travel narrower, slow-speed facilities such as shared-use paths.
Option: 16 Stop and yield lines may be staggered longitudinally on a lane-by-lane basis (see Drawing D of Figure 3B-13). Support: 17 Staggered stop lines and staggered yield lines can improve the driver’s view of pedestrians, provide better sight distance for turning vehicles, and increase the turning radius for left-turning vehicles. 18 Section 8B.28 contains information regarding the use of stop lines and yield lines at grade crossings. Section 3B.17 Do Not Block Intersection Markings Option: 01 Do Not Block Intersection markings may be used to mark the edges of an intersection area that is in close proximity to a signalized intersection, railroad crossing, or other nearby traffic control that might cause vehicles to stop within the intersection and impede other traffic entering the intersection. If authorized by law, Do Not Block Intersection markings with appropriate signs may also be used at other locations. Standard: 02 If used, Do Not Block Intersection markings (see Figure 3B-18) shall consist of one of the following alternatives: A. Wide solid white lines that outline the intersection area that vehicles must not block; B. Wide solid white lines that outline the intersection area that vehicles must not block and a white word message such as DO NOT BLOCK or KEEP CLEAR; C. Wide solid white lines that outline the intersection area that vehicles must not block and white cross-hatching within the intersection area; or D. A white word message, such as DO NOT BLOCK or KEEP CLEAR, within the intersection area that vehicles must not block. 03 Do Not Block Intersection markings shall be accompanied by one or more Do Not Block Intersection (DRIVEWAY) (CROSSING) (R10-7) signs (see Section 2B.53), one or more Do Not Stop On Tracks (R8-8) signs (see Section 8B.09), or one or more similar signs.
Sect. 3B.16 to 3B.17 December 2009 Page 384 2009 Edition
Figure 3B-18. Do Not Block Intersection Markings
Note: Align the edges of the box to define the specific area that is not to be blocked. The box does not have to be rectangular in shape.
Optional dotted extension Optional dotted extensions
Option A: Box only with 8- to 12-inch solid white lines
Direction of congested traffic Adjacent signalized intersection
R10-7 (the R10-7 sign may also be mounted over the roadway) Legend Direction of travel
Option B: Option C: Option D: Box with “DO NOT BLOCK,” “KEEP Box with 4- to 6-inch solid “DO NOT BLOCK,” “KEEP CLEAR,” CLEAR,” or similar text only message white crosshatch lines or similar text only message (no box)
OR
08 Crosswalk lines should not be used indiscriminately. An engineering study should be performed before a marked crosswalk is installed at a location away from a traffic control signal or an approach controlled by a STOP or YIELD sign. The engineering study should consider the number of lanes, the presence of a median, the distance from adjacent signalized intersections, the pedestrian volumes and delays, the average daily traffic (ADT), the posted or statutory speed limit or 85th-percentile speed, the geometry of the Figure 3B-19. Examples of Crosswalk Markings location, the possible consolidation of multiple crossing points, the availability of street lighting, and other appropriate factors. 09 New marked crosswalks alone, without other measures designed to reduce traffic speeds, shorten crossing distances, enhance driver awareness of the crossing, and/or provide active warning of pedestrian presence, should not be installed across uncontrolled roadways where the speed limit exceeds 40 mph and either: A. The roadway has four or more lanes of travel without a raised median or pedestrian refuge island and an ADT of 12,000 vehicles per day or greater; or B. The roadway has four or more lanes of travel with a raised median or Spacing of lines pedestrian refuge island and an ADT of selected to avoid 15,000 vehicles per day or greater. wheel path
Sect. 3B.18 December 2009 2009 Edition Page 395
11 Curbs at openings in a continuous median island need not be marked unless an engineering study indicates the need for this type of marking. Option: 12 Retroreflective or internally illuminated raised pavement markers of the appropriate color may be placed on the pavement in front of the curb and/or on the top of curbed as of raised medians and curbs of islands, as a supplement to or substitute for retroreflective curb markings used for delineation. Section 3B.24 Chevron and Diagonal Crosshatch Markings Option: 01 Chevron and diagonal crosshatch markings may be used to discourage travel on certain paved areas, such as shoulders, gore areas, flush median areas between solid double yellow center line markings or between white channelizing lines approaching obstructions in the roadway (see Section 3B.10 and Figure 3B-15), between solid double yellow center line markings forming flush medians or channelized travel paths at intersections (see Figures 3B-2 and 3B-5), buffer spaces between preferential lanes and general-purpose lanes (see Figures 3D-2 and 3D-4), and at grade crossings (see Part 8). Standard: 02 When crosshatch markings are used in paved areas that separate traffic flows in the same general direction, they shall be white and they shall be shaped as chevron markings, with the point of each chevron facing toward approaching traffic, as shown in Figure 3B-8, Drawing A of Figure 3B-9, Figure 3B-10, and Drawing C of Figure 3B-15. 03 When crosshatch markings are used in paved areas that separate opposing directions of traffic, they shall be yellow diagonal markings that slant away from traffic in the adjacent travel lanes, as shown in Figures 3B-2 and 3B-5 and Drawings A and B of Figure 3B-15. 04 When crosshatch markings are used on paved shoulders, they shall be diagonal markings that slant away from traffic in the adjacent travel lane. The diagonal markings shall be yellow when used on the left-hand shoulders of the roadways of divided highways and on the left-hand shoulders of one-way streets or ramps. The diagonal markings shall be white when used on right-hand shoulders. Guidance: 05 The chevrons and diagonal lines used for crosshatch markings should be at least 12 inches wide for roadways having a posted or statutory speed limit of 45 mph or greater, and at least 8 inches wide for roadways having posted or statutory speed limit of less than 45 mph. The longitudinal spacing of the chevrons or diagonal lines should be determined by engineering judgment considering factors such as speeds and desired visual impacts. The chevrons and diagonal lines should form an angle of approximately 30 to 45 degrees with the longitudinal lines that they intersect. Section 3B.25 Speed Hump Markings Standard: 01 If speed hump markings are used, they shall be a series of white markings placed on a speed hump to identify its location. If markings are used for a speed hump that does not also function as a crosswalk or speed Table, the markings shall comply with Option A, B, or C shown in Figure 3B-29. If markings are used for a speed hump that also functions as a crosswalk or speed Table, the markings shall comply with Option A or B shown in Figure 3B-30. Section 3B.26 Advance Speed Hump Markings Option: 01 Advance speed hump markings (see Figure 3B-31) may be used in advance of speed humps or other engineered vertical roadway deflections such as dips where added visibility is desired or where such deflection is not expected. 02 Advance pavement wording such as BUMP or HUMP (see Section 3B.20) may be used on the approach to a speed hump either alone or in conjunction with advance speed hump markings. Appropriate advance warning signs may be used in compliance with Section 2C.29. Standard: 03 If advance speed hump markings are used, they shall be a series of eight white 12-inch transverse lines that become longer and are spaced closer together as the vehicle approaches the speed hump or other deflection. If advance markings are used, they shall comply with the detailed design shown in Figure 3B-31. Guidance: 04 If used, advance speed hump markings should be installed in each approach lane.
December 2009 Sect. 3B.23 to 3B.26 2009 Edition Page 415
CHAPTER 3D. MARKINGS FOR PREFERENTIAL LANES Section 3D.01 Preferential Lane Word and Symbol Markings Support: 01 Preferential lanes are established for one or more of a wide variety of special uses, including, but not limited to, high-occupancy vehicle (HOV) lanes, ETC lanes, high-occupancy toll (HOT) lanes, bicycle lanes, bus only lanes, taxi only lanes, and light rail transit only lanes. Standard: 02 When a lane is assigned full or part time to a particular class or classes of vehicles, the preferential lane word and symbol markings described in this Section and the preferential lane longitudinal markings described in Section 3D.02 shall be used. 03 All longitudinal pavement markings, as well as word and symbol pavement markings, associated with a preferential lane shall end where the Preferential Lane Ends (R3-12a or R3-12c) sign (see Section 2G.07) designating the downstream end of the preferential only lane restriction is installed. 04 Static or changeable message regulatory signs (see Sections 2G.03 to 2G.07) shall be used with preferential lane word or symbol markings. 05 All preferential lane word and symbol markings shall be white and shall be positioned laterally in the center of the preferential lane. 06 Where a preferential lane use exists contiguous to a general-purpose lane or is separated from a general-purpose lane by a flush buffered space that can be traversed by motor vehicles, the preferential lane shall be marked with one or more of the following symbol or word markings for the preferential lane use specified: A. HOV lane—the preferential lane-use marking for high-occupancy vehicle lanes shall consist of white lines formed in a diamond shape symbol or the word message HOV. The diamond shall be at least 2.5 feet wide and 12 feet in length. The lines shall be at least 6 inches in width. B. HOT lane or ETC Account-Only lane—except as provided in Paragraph 8, the preferential lane-use marking for a HOT lane or an ETC Account-Only lane shall consist of a word marking using the name of the ETC payment system required for use of the lane, such as E-Z PASS ONLY. C. Bicycle lane—the preferential lane-use marking for a bicycle lane shall consist of a bicycle symbol or the word marking BIKE LANE (see Chapter 9C and Figures 9C-1 and 9C-3 through 9C-6). D. Bus only lane—the preferential lane-use marking for a bus only lane shall consist of the word marking BUS ONLY. E. Taxi only lane—the preferential lane-use marking for a taxi only lane shall consist of the word marking TAXI ONLY. F. Light rail transit lane—the preferential lane-use marking for a light rail transit lane shall consist of the word marking LRT ONLY. G. Other type of preferential lane—the preferential lane-use markings shall consist of a word marking appropriate to the restriction. 07 If two or more preferential lane uses are permitted in a single lane, the symbol or word marking for each preferential lane use shall be installed. Option: 08 Preferential lane-use symbol or word markings may be omitted at toll plazas where physical conditions preclude the use of the markings (see Section 3E.01). Guidance: 09 The spacing of the markings should be based on engineering judgment that considers the prevailing speed, block lengths, distance from intersections, and other factors that affect clear communication to the road user. Support: 10 Markings spaced as close as 80 feet apart might be appropriate on city streets, while markings spaced as far as 1,000 feet apart might be appropriate for freeways. Guidance: 11 In addition to a regular spacing interval, the preferential lane marking should be placed at strategic locations such as major decision points, direct exit ramp departures from the preferential lane, and along access openings to and from adjacent general-purpose lanes. At decision points, the preferential lane marking should be placed on all applicable lanes and should be visible to approaching traffic for all available departures. At direct exits from preferential lanes where extra emphasis is needed, the use of word markings (such as “EXIT” or “EXIT ONLY”) in the deceleration lane for the direct exit and/or on the direct exit ramp itself just beyond the exit gore should be considered. December 2009 Sect. 3D.01 Page 416 2009 Edition
Option: 12 A numeral indicating the vehicle occupancy requirements established for a high-occupancy vehicle lane may be included in sequence after the diamond symbol or HOV word message. Guidance: 13 Engineering judgment should determine the need for supplemental devices such as tubular markers, traffic cones, or other channelizing devices (see Chapter 3H). Section 3D.02 Preferential Lane Longitudinal Markings for Motor Vehicles Support: 01 Preferential lanes can take many forms depending on the level of usage and the design of the facility. They might be barrier-separated or buffer-separated from the adjacent general-purpose lanes, or they might be contiguous with the adjacent general-purpose lanes. Barrier-separated preferential lanes might be operated in a constant direction or be operated as reversible lanes. Some reversible preferential lanes on a divided highway might be operated counter-flow to the direction of traffic on the immediately adjacent general-purpose lanes. See Section 1A.13 for definitions of terms. 02 Preferential lanes might be operated full-time (24 hours per day on all days), for extended periods of the day, part-time (restricted usage during specific hours on specified days), or on a variable basis (such as a strategy for a managed lane). Standard: 03 Longitudinal pavement markings for preferential lanes shall be as follows (these same requirements are presented in tabular form in Table 3D-1): A. Barrier-separated, non-reversible preferential lane—the longitudinal pavement markings for preferential lanes that are physically separated from the other travel lanes by a barrier or median shall consist of a normal solid single yellow line at the left-hand edge of the travel lane(s), and a normal solid single white line at the right-hand edge of the travel lane(s) (see Drawing A in Figure 3D-1). B. Barrier-separated, reversible preferential lane—the longitudinal pavement markings for reversible preferential lanes that are physically separated from the other travel lanes by a barrier or median shall consist of a normal solid single white line at both edges of the travel lane(s) (see Drawing B in Figure 3D-1). C. Buffer-separated (left-hand side) preferential lane—the longitudinal pavement markings for a full-time or part-time preferential lane on the left-hand side of and separated from the other travel lanes by a neutral buffer space shall consist of a normal solid single yellow line at the left-hand edge of the preferential travel lane(s) and one of the following at the right-hand edge of the preferential travel lane(s): 1. A wide solid double white line along both edges of the buffer space where crossing the buffer space is prohibited (see Drawing A in Figure 3D-2). 2. A wide solid single white line along both edges of the buffer space where crossing the buffer space is discouraged (see Drawing B in Figure 3D-2). 3. A wide broken single white line along both edges of the buffer space, or a wide broken single white lane line within the allocated buffer space (resulting in wider lanes), where crossing the buffer space is permitted (see Drawing C in Figure 3D-2). D. Buffer-separated (right-hand side) preferential lane—the longitudinal pavement markings for a full-time or part-time preferential lane on the right-hand side of and separated from the other travel lanes by a neutral buffer space shall consist of a normal solid single white line at the right-hand edge of the preferential travel lane(s) if warranted (see Section 3B.07) and one of the following at the left-hand edge of the preferential travel lane(s) (see Drawing D in Figure 3D-2): 1. A wide solid double white line along both edges of the buffer space where crossing the buffer space is prohibited. 2. A wide solid single white line along both edges of the buffer space where crossing of the buffer space is discouraged. 3. A wide broken single white line along both edges of the buffer space, or a wide broken single white line within the allocated buffer space (resulting in wider lanes), where crossing the buffer space is permitted. 4. A wide dotted single white lane line within the allocated buffer space (resulting in wider lanes) where crossing the buffer space is permitted for any vehicle to perform a right- turn maneuver.
Sect. 3D.01 to 3D.02 December 2009 2009 Edition Page 417
Table 3D-1. Standard Edge Line and Lane Line Markings for Preferential Lanes
Type of Preferential Lane Left-Hand Edge Line Right-Hand Edge Line Barrier-Separated, A normal solid single white line Non-Reversible A normal solid single yellow line (see Drawing A of Figure 3D-1) A normal solid single white line Barrier-Separated, Reversible A normal solid single white line (see Drawing B of Figure 3D-1) A wide solid double white line along both edges of the buffer space where crossing is prohibited (see Drawing A of Figure 3D-2) A wide solid single white line along both edges of the Buffer-Separated, buffer space where crossing is discouraged Left-Hand Side A normal solid single yellow line (see Drawing B of Figure 3D-2) A wide broken single white line along both edges of the buffer space, or a wide broken single white line within the buffer space (resulting in wider lanes), where crossing is permitted (see Drawing C of Figure 3D-2) A wide solid double white line along both edges of the buffer space where crossing is prohibited (see Drawing D of Figure 3D-2) A wide solid single white line along both edges of the buffer space where crossing is discouraged (see Drawing D of Figure 3D-2) A wide broken single white line along both edges Buffer-Separated, of the buffer space, or a wide broken single white A normal solid single white line (if warranted) Right-Hand Side line within the buffer space (resulting in wider lanes), where crossing is permitted (see Drawing D of Figure 3D-2) A wide dotted single white line within the buffer space (resulting in wider lanes) where crossing is permitted for any vehicle to perform a right-turn maneuver (see Drawing D of Figure 3D-2) A wide solid double white line where crossing is prohibited (see Drawing A of Figure 3D-3) Contiguous, A wide solid single white line where crossing is Left-Hand Side A normal solid single yellow line discouraged (see Drawing B of Figure 3D-3) A wide broken single white line where crossing is permitted (see Drawing C of Figure 3D-3) A wide solid double white line where crossing is prohibited (see Drawing D of Figure 3D-3) A wide solid single white line where crossing is discouraged (see Drawing D of Figure 3D-3) Contiguous, A wide broken single white line where crossing is A normal solid single white line Right-Hand Side permitted (see Drawing D of Figure 3D-3) A wide dotted single white line where crossing is permitted for any vehicle to perform a right-turn maneuver (see Drawing D of Figure 3D-3)
Notes: 1. If there are two or more preferential lanes, the lane lines between the preferential lanes shall be normal broken white lines. 2. The standard lane markings listed in this table are provided in a tabular format for reference. 3. This information is also described in Paragraph 3 of Section 3D.02.
E. Contiguous (left-hand side) preferential lane—the longitudinal pavement markings for a full-time or part-time preferential lane on the left-hand side of and contiguous to the other travel lanes shall consist of a normal solid single yellow line at the left-hand edge of the preferential travel lane(s) and one of the following at the right-hand edge of the preferential travel lane(s): 1. A wide solid double white lane line where crossing is prohibited (see Drawing A in Figure 3D-3). 2. A wide solid single white lane line where crossing is discouraged (see Drawing B in Figure 3D 3). 3. A wide solid single white lane line where crossing is permitted (see Drawing C in Figure 3D-3). F. Contiguous (right-hand side) preferential lane—the longitudinal pavement markings for a full-time or part-time preferential lane on the right-hand side of and contiguous to the other travel lanes shall consist of a normal solid single white line at the right-hand edge of the preferential travel lane(s) if warranted (see Section 3B.07) and one of the following at the left-hand edge of the preferential travel lane(s) (see Drawing D in Figure 3D-3): 1. A wide solid double white lane line where crossing is prohibited. 2. A wide solid single white lane line where crossing is discouraged. 3. A wide broken single white lane line where crossing is permitted. 4. A wide dotted single white lane line where crossing is permitted for any vehicle to perform a right-turn maneuver. December 2009 Sect. 3D.02 Page 418 2009 Edition
Figure 3D-1. Markings for Barrier-Separated Preferential Lanes
A – Non-reversible Barrier or median
Barrier or physical separation Example of electronic toll from general purpose lanes collection only lane word markings Legend Direction of travel B – Reversible Barrier or median
OR
OR
Barrier or median
Figure 3D-2. Markings for Buffer-Separated Preferential Lanes (Sheet 1 of 2)
A – Full-time preferential lane(s) where enter/exit movements are PROHIBITED Barrier or median* Wide solid double white lane lines
Buffer space
White chevron markings if buffer space is wider than 4 feet
Space at 1/4-mile intervals or as determined by engineering judgment (see Section 3D.01)
B – Preferential lane(s) where enter/exit movements are DISCOURAGED Barrier or median* Wide solid single white lane lines
Buffer space
If no barrier or median is present and the left-hand side of the lane Legend is the center line of a two-way roadway, use a double yellow center line Direction of travel Example of HOV only lane symbol markings
Sect. 3D.02 December 2009 2009 Edition Page 419
Figure 3D-2. Markings for Buffer-Separated Preferential Lanes (Sheet 2 of 2)
C – Preferential lane(s) where enter/exit movements are PERMITTED Barrier or median* Wide broken single white lane lines
Buffer space
OR Barrier or median* This marking pattern is for use in weaving areas only Wide broken single white lane line
Wider lanes
Buffer D – Right-hand side preferential lane(s) space Barrier or median*
Wide solid double white lane lines (crossing PROHIBITED)
Buffer space Wide dotted single white lane line (crossing PERMITTED to make a right turn) White edge line (if warranted) Limited access exit, side street, or commercial entrance Wide solid single white lane lines (crossing DISCOURAGED) If no barrier or median is present and the left- hand side of the lane is the center line of a Legend two-way roadway, use a double yellow center line Direction of travel Example of bus lane word markings
December 2009 Sect. 3D.02 Page 420 2009 Edition
Figure 3D-3. Markings for Contiguous Preferential Lanes A – Full-time preferential lane(s) where enter/exit movements are PROHIBITED Barrier or median Wide solid double white lane line
B – Preferential lane(s) where enter/exit movements are DISCOURAGED Space at 1/4-mile intervals Barrier or median Wide solid single white lane line
C – Preferential lane(s) where enter/exit movements are PERMITTED Barrier or median
Wide broken single white lane line
D – Right-hand side preferential lane(s) Barrier or median
Wide solid double white lane line (crossing PROHIBITED)
Wide solid single Wide dotted single white lane line white lane line White edge line (crossing (crossing PERMITTED (if warranted) DISCOURAGED) to make a right turn) Limited access exit, side street, or commercial entrance
If no barrier or median is present and the left- Legend hand side of the lane is the center line of a Direction of travel two-way roadway, use a double yellow center line Example of HOV only lane symbol markings Example of bus lane word markings
Sect. 3D.02 December 2009 2009 Edition Page 421
Guidance: 04 Where preferential lanes and other travel lanes are separated by a buffer space wider than 4 feet and crossing the buffer space is prohibited, chevron markings (see Section 3B.24) should be placed in the buffer area (see Drawing A in Figure 3D-2). The chevron spacing should be 100 feet or greater. Option: 05 If a full-time or part-time contiguous preferential lane is separated from the other travel lanes by a wide broken single white line (see Drawing C in Figure 3D-3), the spacing or skip pattern of the line may be reduced and the width of the line may be increased. Standard: 06 If there are two or more preferential lanes for traffic moving in the same direction, the lane lines between the preferential lanes shall be normal broken white lines. 07 Preferential lanes for motor vehicles shall also be marked with the appropriate word or symbol pavement markings in accordance with Section 3D.01 and shall have appropriate regulatory signs in accordance with Sections 2G.03 through 2G.07. Guidance: 08 At direct exits from a preferential lane, dotted white line markings should be used to separate the tapered or parallel deceleration lane for the direct exit (including the taper) from the adjacent continuing preferential through lane, to reduce the chance of unintended exit maneuvers. Standard: 09 On a divided highway, a part-time counter-flow preferential lane that is contiguous to the travel lanes in the opposing direction shall be separated from the opposing direction lanes by the standard reversible lane longitudinal marking, a normal width broken double yellow line (see Section 3B.03 and Drawing A of Figure 3D-4). If a buffer space is provided between the part-time counter-flow preferential lane and the opposing direction lanes, a normal width broken double yellow line shall be placed along both edges of the buffer space (see Drawing B of Figure 3D-4). Signs (see Section 2B.26), lane-use control signals (see Chapter 4M), or both shall be used to supplement the reversible lane markings. 10 On a divided highway, a full-time counter-flow preferential lane that is contiguous to the travel lanes in the opposing direction shall be separated from the opposing direction lanes by a solid double yellow center line marking (see Drawing C of Figure 3D-4). If a buffer space is provided between the full-time counter-flow preferential lane and the opposing direction lanes, a normal width solid double yellow line shall be placed along both edges of the buffer space (see Drawing D of Figure 3D-4). Option: 11 Cones, tubular markers, or other channelizing devices (see Chapter 3H) may also be used to separate the opposing lanes when a counter-flow preferential lane operation is in effect.
December 2009 Sect. 3D.02 Page 422 2009 Edition
Figure 3D-4. Markings for Counter-Flow Preferential Lanes on Divided Highways
Legend Direction of travel A – Part-time contiguous Barrier or median Normal width OR broken double yellow lane line
B – Part-time buffer-separated Buffer Space Barrier or median
OR Normal width broken double yellow lane lines
C – Full-time contiguous Barrier or median
Normal width solid double yellow lane line
Optional yellow diagonal D – Full-time buffer-separated Buffer Space Barrier or median crosshatch markings
Normal width solid double yellow lane lines
Sect. 3D.02 December 2009 Page 446 2009 Edition
Option: 03 If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 40 mph, or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, the traffic volumes in the 56 percent columns in Table 4C-1 may be used in place of the 80 percent columns. Section 4C.09 Warrant 8, Roadway Network Support: 01 Installing a traffic control signal at some intersections might be justified to encourage concentration and organization of traffic flow on a roadway network. Standard: 02 The need for a traffic control signal shall be considered if an engineering study finds that the common intersection of two or more major routes meets one or both of the following criteria: A. The intersection has a total existing, or immediately projected, entering volume of at least 1,000 vehicles per hour during the peak hour of a typical weekday and has 5-year projected traffic volumes, based on an engineering study, that meet one or more of Warrants 1, 2, and 3 during an average weekday; or B. The intersection has a total existing or immediately projected entering volume of at least 1,000 vehicles per hour for each of any 5 hours of a non-normal business day (Saturday or Sunday). 03 A major route as used in this signal warrant shall have at least one of the following characteristics: A. It is part of the street or highway system that serves as the principal roadway network for through traffic flow. B. It includes rural or suburban highways outside, entering, or traversing a city. C. It appears as a major route on an official plan, such as a major street plan in an urban area traffic and transportation study. Section 4C.10 Warrant 9, Intersection Near a Grade Crossing Support: 01 The Intersection Near a Grade Crossing signal warrant is intended for use at a location where none of the conditions described in the other eight traffic signal warrants are met, but the proximity to the intersection of a grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic control signal. Guidance: 02 This signal warrant should be applied only after adequate consideration has been given to other alternatives or after a trial of an alternative has failed to alleviate the safety concerns associated with the grade crossing. Among the alternatives that should be considered or tried are: A. Providing additional pavement that would enable vehicles to clear the track or that would provide space for an evasive maneuver, or B. Reassigning the stop controls at the intersection to make the approach across the track a non-stopping approach. Standard: 03 The need for a traffic control signal shall be considered if an engineering study finds that both of the following criteria are met: A. A grade crossing exists on an approach controlled by a STOP or YIELD sign and the center of the track nearest to the intersection is within 140 feet of the stop line or yield line on the approach; and B. During the highest traffic volume hour during which rail traffic uses the crossing, the plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicles per hour on the minor-street approach that crosses the track (one direction only, approaching the intersection) falls above the applicable curve in Figure 4C-9 or 4C-10 for the existing combination of approach lanes over the track and the distance D, which is the clear storage distance as defined in Section 1A.13. Guidance: 04 The following considerations apply when plotting the traffic volume data on Figure 4C-9 or 4C-10: A. Figure 4C-9 should be used if there is only one lane approaching the intersection at the track crossing location and Figure 4C-10 should be used if there are two or more lanes approaching the intersection at the track crossing location.
Sect. 4C.08 to 4C.10 December 2009 2009 Edition Page 447
Figure 4C-9. Warrant 9, Intersection Near a Grade Crossing (One Approach Lane at the Track Crossing) 350 Major Street 300 Minor Street 250 D = 130 D = 110 ft MINOR STREET, 200 ft CROSSING D = 90 ft APPROACH - D EQUIVALENT 150 D = 70 ft VPH** 6 ft 100 D = 50 ft
50 D = 30 ft 25*
0 100 200 300 400 500 600 700 800 MAJOR STREET—TOTAL OF BOTH APPROACHES—VEHICLES PER HOUR (VPH) * 25 vph applies as the lower threshold volume ** VPH after applying the adjustment factors in Tables 4C-2, 4C-3, and/or 4C-4, if appropriate
Figure 4C-10. Warrant 9, Intersection Near a Grade Crossing (Two or More Approach Lanes at the Track Crossing) 350 Major Street
D = 130 ft 300 D = 110 ft Minor Street
250 D = 90 ft
200 MINOR STREET, D = 70 ft D CROSSING APPROACH - 150 EQUIVALENT 6 ft VPH** 100 D = 50 ft
50 D = 30 ft 25*
0 100 200 300 400 500 600 700 800 MAJOR STREET—TOTAL OF BOTH APPROACHES—VEHICLES PER HOUR (VPH)
* 25 vph applies as the lower threshold volume ** VPH after applying the adjustment factors in Tables 4C-2, 4C-3, and/or 4C-4, if appropriate
December 2009 Sect. 4C.10 Page 448 2009 Edition
B. After determining the actual distance D, the curve for the distance D that is nearest to the actual distance D should be used. For example, if the actual distance D is 95 feet, the plotted point should be compared to the curve for D = 90 feet. C. If the rail traffic arrival times are unknown, the highest traffic volume hour of the day should be used. Option: 05 The minor-street approach volume may be multiplied by up to three adjustment factors as provided in Paragraphs 6 through 8. 06 Because the curves are based on an average of four occurrences of rail traffic per day, the vehicles per hour on the minor-street approach may be multiplied by the adjustment factor shown in Table 4C-2 for the appropriate number of occurrences of rail traffic per day. 07 Because the curves are based on typical vehicle occupancy, if at least 2% of the vehicles crossing the track are buses carrying at least 20 people, the vehicles per hour on the minor-street approach may be multiplied by the adjustment factor shown in Table 4C-3 for the appropriate percentage of high-occupancy buses. 08 Because the curves are based on tractor-trailer trucks comprising 10% of the vehicles crossing the track, the vehicles per hour on the minor-street approach may be multiplied by the adjustment factor shown in Table 4C-4 for the appropriate distance and percentage of tractor-trailer trucks. Standard: 09 If this warrant is met and a traffic control signal at the intersection is justified by an engineering study, then: A. The traffic control signal shall have actuation on the minor street; B. Preemption control shall be provided in accordance with Sections 4D.27, 8C.09, and 8C.10; and C. The grade crossing shall have flashing-light signals (see Chapter 8C). Guidance: 10 If this warrant is met and a traffic control signal at the intersection is justified by an engineering study, the grade crossing should have automatic gates (see Chapter 8C).
Table 4C-2. Warrant 9, Table 4C-3. Warrant 9, Adjustment Factor Adjustment Factor for for Percentage of High-Occupancy Buses Daily Frequency of Rail Traffic % of High-Occupancy Buses* Rail Traffic per Day Adjustment Factor on Minor-Street Approach Adjustment Factor 1 0.67 0% 1.00 2 0.91 2% 1.09 3 to 5 1.00 4% 1.19 6 to 8 1.18 6% or more 1.32 9 to 11 1.25 * A high-occupancy bus is defined as a bus occupied by at least 12 or more 1.33 20 people.
Table 4C-4. Warrant 9, Adjustment Factor for Percentage of Tractor-Trailer Trucks
% of Tractor-Trailer Trucks Adjustment Factor on Minor-Street Approach D less than 70 feet D of 70 feet or more 0% to 2.5% 0.50 0.50 2.6% to 7.5% 0.75 0.75 7.6% to 12.5% 1.00 1.00 12.6% to 17.5% 2.30 1.15 17.6% to 22.5% 2.70 1.35 22.6% to 27.5% 3.28 1.64 More than 27.5% 4.18 2.09
Sect. 4C.10 December 2009 2009 Edition Page 489
13 The duration of a yellow change interval or a red clearance interval may be different in different signal timing plans for the same controller unit. Guidance: 14 A yellow change interval should have a minimum duration of 3 seconds and a maximum duration of 6 seconds. The longer intervals should be reserved for use on approaches with higher speeds. 15 Except when clearing a one-lane, two-way facility (see Section 4H.02) or when clearing an exceptionally wide intersection, a red clearance interval should have a duration not exceeding 6 seconds. Standard: 16 Except for warning beacons mounted on advance warning signs on the approach to a signalized location (see Section 2C.36), signal displays that are intended to provide a “pre-yellow warning” interval, such as flashing green signal indications, vehicular countdown displays, or other similar displays, shall not be used at a signalized location. Support: 17 The use of signal displays (other than warning beacons mounted on advance warning signs) that convey a “pre-yellow warning” have been found by research to increase the frequency of crashes. Section 4D.27 Preemption and Priority Control of Traffic Control Signals Option: 01 Traffic control signals may be designed and operated to respond to certain classes of approaching vehicles by altering the normal signal timing and phasing plan(s) during the approach and passage of those vehicles. The alternative plan(s) may be as simple as extending a currently displayed green interval or as complex as replacing the entire set of signal phases and timing. Support: 02 Preemption control (see definition in Section 1A.13) is typically given to trains, boats, emergency vehicles, and light rail transit. 03 Examples of preemption control include the following: A. The prompt displaying of green signal indications at signalized locations ahead of fire vehicles, law enforcement vehicles, ambulances, and other official emergency vehicles; B. A special sequence of signal phases and timing to expedite and/or provide additional clearance time for vehicles to clear the tracks prior to the arrival of rail traffic; and C. A special sequence of signal phases to display a steady red indication to prohibit turning movements toward the tracks during the approach or passage of rail traffic. 04 Priority control (see definition in Section 1A.13) is typically given to certain non-emergency vehicles such as light-rail transit vehicles operating in a mixed-use alignment and buses. 05 Examples of priority control include the following: A. The displaying of early or extended green signal indications at an intersection to assist public transit vehicles in remaining on schedule, and B. Special phasing to assist public transit vehicles in entering the travel stream ahead of the platoon of traffic. 06 Some types or classes of vehicles supersede others when a traffic control signal responds to more than one type or class. In general, a vehicle that is more difficult to control supersedes a vehicle that is easier to control. Option: 07 Preemption or priority control of traffic control signals may also be a means of assigning priority right-of-way to specified classes of vehicles at certain non-intersection locations such as on approaches to one-lane bridges and tunnels, movable bridges, highway maintenance and construction activities, metered freeway entrance ramps, and transit operations. Standard: 08 During the transition into preemption control: A. The yellow change interval, and any red clearance interval that follows, shall not be shortened or omitted. B. The shortening or omission of any pedestrian walk interval and/or pedestrian change interval shall be permitted. C. The return to the previous green signal indication shall be permitted following a steady yellow signal indication in the same signal face, omitting the red clearance interval, if any.
December 2009 Sect. 4D.26 to 4D.27 Page 490 2009 Edition
09 During preemption control and during the transition out of preemption control: A. The shortening or omission of any yellow change interval, and of any red clearance interval that follows, shall not be permitted. B. A signal indication sequence from a steady yellow signal indication to a green signal indication shall not be permitted. 10 During priority control and during the transition into or out of priority control: A. The shortening or omission of any yellow change interval, and of any red clearance interval that follows, shall not be permitted. B. The shortening of any pedestrian walk interval below that time described in Section 4E.06 shall not be permitted. C. The omission of a pedestrian walk interval and its associated change interval shall not be permitted unless the associated vehicular phase is also omitted or the pedestrian phase is exclusive. D. The shortening or omission of any pedestrian change interval shall not be permitted. E. A signal indication sequence from a steady yellow signal indication to a green signal indication shall not be permitted. Guidance: 11 Except for traffic control signals interconnected with light rail transit systems, traffic control signals with railroad preemption or coordinated with flashing-light signal systems should be provided with a back-up power supply. 12 When a traffic control signal that is returning to a steady mode from a dark mode (typically upon restoration from a power failure) receives a preemption or priority request, care should be exercised to minimize the possibility of vehicles or pedestrians being misdirected into a conflict with the vehicle making the request. Option: 13 During the change from a dark mode to a steady mode under a preemption or priority request, the display of signal indications that could misdirect road users may be prevented by one or more of the following methods: A. Having the traffic control signal remain in the dark mode, B. Having the traffic control signal remain in the flashing mode, C. Altering the flashing mode, D. Executing the normal start-up routine before responding, or E. Responding directly to initial or dwell period. Guidance: 14 If a traffic control signal is installed near or within a grade crossing or if a grade crossing with active traffic control devices is within or near a signalized highway intersection, Chapter 8C should be consulted. 15 Traffic control signals operating under preemption control or under priority control should be operated in a manner designed to keep traffic moving. 16 Traffic control signals that are designed to respond under preemption or priority control to more than one type or class of vehicle should be designed to respond in the relative order of importance or difficulty in stopping the type or class of vehicle. The order of priority should be: train, boat, heavy vehicle (fire vehicle, emergency medical service), light vehicle (law enforcement), light rail transit, rubber-tired transit. Option: 17 A distinctive indication may be provided at the intersection to show that an emergency vehicle has been given control of the traffic control signal (see Section 11-106 of the “Uniform Vehicle Code”). In order to assist in the understanding of the control of the traffic signal, a common distinctive indication may be used where drivers from different agencies travel through the same intersection when responding to emergencies. 18 If engineering judgment indicates that light rail transit signal indications would reduce road user confusion that might otherwise occur if standard traffic signal indications were used to control these movements, light rail transit signal indications complying with Section 8C.11 and as illustrated in Figure 8C-3 may be used for preemption or priority control of the following exclusive movements at signalized intersections: A. Public transit buses in “queue jumper” lanes, and B. Bus rapid transit in semi-exclusive or mixed-use alignments.
Sect. 4D.27 December 2009 Page 542 2009 Edition
CHAPTER 5F. TRAFFIC CONTROL FOR HIGHWAY-RAIL GRADE CROSSINGS Section 5F.01 Introduction Support: 01 The provisions for highway-rail grade crossing traffic control devices are contained in Part 8 and in other Sections of this Manual. 02 Traffic control for highway-rail grade crossings includes all signs, signals, markings, illumination, and other warning devices and their supports along roadways either approaching or at highway-rail grade crossings. The purpose of this traffic control is to promote a safer and more efficient operation of both rail and highway traffic at highway-rail grade crossings. Section 5F.02 Grade Crossing (Crossbuck) Sign and Number of Tracks Plaque (R15-1, R15-2P) Support: 01 In most States, the Grade Crossing (Crossbuck) (R15-1) sign (see Figure 5F-1) requires road users to yield the right-of-way to rail traffic at a highway-rail grade crossing. Standard: 02 The Crossbuck (R15-1) sign shall be used at all highway-rail grade crossings, except as otherwise provided in Section 8B.03. For all low-volume roads, Crossbuck signs shall be used on the right-hand side of each approach. If there are two or more tracks, the supplemental Number of Tracks (R15-2P) plaque (see Figure 5F-1) shall display the number of tracks and shall be installed below the Crossbuck sign. 03 A strip of retroreflective white material not less than 2 inches in width shall be used on the back of each blade of each Crossbuck sign for the length of each blade, at all highway-rail grade crossings, except those where Crossbuck signs have been installed back-to-back. 04 A vertical strip of retroreflective white material, not less than 2 inches in width, shall be used on each support at passive highway-rail grade crossings for the full length of the front and back of the support from the Crossbuck sign or Number of Tracks plaque to within 2 feet above the ground, except on the side of those supports where a STOP (R1-1) or YIELD (R1-2) sign or flashing lights have been installed or on the back side of supports for Crossbuck signs installed on one-way streets. Section 5F.03 Grade Crossing Advance Warning Signs (W10 Series) Standard: 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 in advance of every highway-rail grade crossing. Option: 02 The Grade Crossing Advance Warning sign may be omitted for highway-rail grade crossings that are flagged by train crews. 03 The W10-2, W10-3, and W10-4 signs (see Figure 5F-1) may be used on low-volume roads that run parallel to railroad tracks to warn road users making a turn that they will encounter a highway-rail grade crossing soon after making the turn.
Figure 5F-1. Highway-Rail Grade Crossing Signs and Plaques for Low-Volume Roads
R1-1 R1-2 R15-1 R15-2P W10-1 W10-2
W10-3 W10-4 W10-8 W10-11 W10-12
Sect. 5F.01 to 5F.03 December 2009 2009 Edition Page 543
Section 5F.04 STOP and YIELD Signs (R1-1, R1-2) Standard: 01 The use and application at passive highway-rail grade crossings on low-volume roads of Crossbuck Assemblies with YIELD (R1-2) signs or STOP (R1-1) signs shall comply with the provisions of Section 8B.04. 02 At all highway-rail grade crossings where YIELD or STOP signs are installed, Yield Ahead (W3-2) or Stop Ahead (W3-1) signs shall also be installed if the criteria for their installation in Section 2C.36 is met. Section 5F.05 Pavement Markings 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. Section 5F.06 Other Traffic Control Devices Standard: 01 Other traffic control devices that are used at highway-rail grade crossings on low-volume roads, such as other signs, signals, and illumination that are not in this Chapter, shall comply with the provisions contained in Part 8 and other applicable Parts of this Manual.
December 2009 Sect. 5F.04 to 5F.06 Page 724 2009 Edition
Notes for Figure 6H-46—Typical Application 46 Work in the Vicinity of a Grade Crossing Guidance: 1. When grade crossings exist either within or in the vicinity of roadway work activities, extra care should be taken to minimize the probability of conditions being created, by lane restrictions, flagging, or other operations, where vehicles might be stopped within the grade crossing, considered as being 15 feet on either side of the closest and farthest rail. Standard: 2. If the queuing of vehicles across active rail tracks cannot be avoided, a uniformed law enforcement officer or flagger shall be provided at the grade crossing to prevent vehicles from stopping within the grade crossing (as described in Note 1), even if automatic warning devices are in place. Guidance: 3. Early coordination with the railroad company or light rail transit agency should occur before work starts. 4. In the example depicted, the buffer space of the activity area should be extended upstream of the grade crossing (as shown) so that a queue created by the flagging operation will not extend across the grade crossing. 5. The DO NOT STOP ON TRACKS sign should be used on all approaches to a grade crossing within the limits of a TTC zone. Option: 6. Flashing warning lights and/or flags may be used to call attention to the advance warning signs. 7. A BE PREPARED TO STOP sign may be added to the sign series. Guidance: 8. When used, the BE PREPARED TO STOP sign should be located before the Flagger symbol sign. Standard: 9. At night, flagger stations shall be illuminated, except in emergencies.
Sect. 6H.01 December 2009 2009 Edition Page 725
Figure 6H-46. Work in the Vicinity of a Grade Crossing (TA-46)
C
B
(optional) A
50 to 100 ft
Extended buffer space
Two-way traffic taper 50 to 100 ft
A
B (optional)
Note: See Tables 6H-2 and 6H-3 for the meaning of the symbols and/or C letter codes used in this figure.
Typical Application 46
December 2009 Sect. 6H.01 2009 Edition Page 747 PART 8 TRAFFIC CONTROL FOR RAILROAD AND LIGHT RAIL TRANSIT GRADE CROSSINGS
CHAPTER 8A. GENERAL Section 8A.01 Introduction Support: 01 Whenever the acronym “LRT” is used in Part 8, it refers to “light rail transit.” 02 Part 8 describes the traffic control devices that are used at highway-rail and highway-LRT grade crossings. Unless otherwise provided in the text or on a figure or table, the provisions of Part 8 are applicable to both highway-rail and highway-LRT grade crossings. When the phrase “grade crossing” is used by itself without the prefix “highway-rail” or “highway-LRT,” it refers to both highway-rail and highway-LRT grade crossings. 03 Traffic control for grade crossings includes all signs, signals, markings, other warning devices, and their supports along highways approaching and at grade crossings. The function of this traffic control is to promote safety and provide effective operation of rail and/or LRT and highway traffic at grade crossings. 04 For purposes of design, installation, operation, and maintenance of traffic control devices at grade crossings, it is recognized that the crossing of the highway and rail tracks is situated on a right-of-way available for the joint use of both highway traffic and railroad or LRT traffic. 05 The highway agency or authority with jurisdiction and the regulatory agency with statutory authority, if applicable, jointly determine the need and selection of devices at a grade crossing. 06 In Part 8, the combination of devices selected or installed at a specific grade crossing is referred to as a “traffic control system.” Standard: 07 The traffic control devices, systems, and practices described in this Manual shall be used at all grade crossings open to public travel, consistent with Federal, State, and local laws and regulations. Support: 08 Part 8 also describes the traffic control devices that are used in locations where light rail LRT vehicles are operating along streets and highways in mixed traffic with automotive vehicles. 09 LRT is a mode of metropolitan transportation that employs LRT vehicles (commonly known as light rail vehicles, streetcars, or trolleys) that operate on rails in streets in mixed traffic, and LRT traffic that operates in semi-exclusive rights-of-way, or in exclusive rights-of-way. Grade crossings with LRT can occur at intersections or at midblock locations, including public and private driveways. 10 An initial educational campaign along with an ongoing program to continue to educate new drivers is beneficial when introducing LRT operations to an area and, hence, new traffic control devices. 11 LRT alignments can be grouped into one of the following three types: A. Exclusive: An LRT right-of-way that is grade-separated or protected by a fence or traffic barrier. Motor vehicles, pedestrians, and bicycles are prohibited within the right-of-way. Subways and aerial structures are included within this group. This type of alignment does not have grade crossings and is not further addressed in Part 8. B. Semi-exclusive: An LRT alignment that is in a separate right-of-way or along a street or railroad right-of-way where motor vehicles, pedestrians, and bicycles have limited access and cross at designated locations only. C. Mixed-use: An alignment where LRT operates in mixed traffic with all types of road users. This includes streets, transit malls, and pedestrian malls where the right-of-way is shared. Standard: 12 Where LRT and railroads use the same tracks or adjacent tracks, the traffic control devices, systems, and practices for highway-rail grade crossings shall be used. Support: 13 To promote an understanding of common terminology between highway and railroad and LRT signaling issues, definitions and acronyms pertaining to Part 8 are provided in Sections 1A.13 and 1A.14. Section 8A.02 Use of Standard Devices, Systems, and Practices at Highway-Rail Grade Crossings Support: 01 Because of the large number of significant variables to be considered, no single standard system of traffic control devices is universally applicable for all highway-rail grade crossings. December 2009 Sect. 8A.01 to 8A.02 Page 748 2009 Edition
Guidance: 02 The appropriate traffic control system to be used at a highway-rail grade crossing should be determined by an engineering study involving both the highway agency and the railroad company. Option: 03 The engineering study may include the Highway-Rail Intersection (HRI) components of the National Intelligent Transportation Systems (ITS) architecture, which is a USDOT accepted method for linking the highway, vehicles, and traffic management systems with rail operations and wayside equipment. Support: 04 More detail on Highway-Rail Intersection components is available from the USDOT’s Federal Railroad Administration, 1200 New Jersey Avenue, SE, Washington, DC 20590, or www.fra.dot.gov. Standard: 05 Traffic control devices, systems, and practices shall be consistent with the design and application of the Standards contained in this Manual. 06 Before any new highway-rail grade crossing traffic control system is installed or before modifications are made to an existing system, approval shall be obtained from the highway agency with the jurisdictional and/or statutory authority, and from the railroad company. Guidance: 07 To stimulate effective responses from road users, these devices, systems, and practices should use the five basic considerations employed generally for traffic control devices and described fully in Section 1A.02: design, placement, operation, maintenance, and uniformity. Support: 08 Many other details of highway-rail grade crossing traffic control systems that are not set forth in Part 8 are contained in the publications listed in Section 1A.11, including the “2000 AREMA Communications & Signals Manual” published by the American Railway Engineering & Maintenance-of-Way Association (AREMA) and the 2006 edition of “Preemption of Traffic Signals Near Railroad Crossings” published by the Institute of Transportation Engineers (ITE). Section 8A.03 Use of Standard Devices, Systems, and Practices at Highway-LRT Grade Crossings Support: 01 The combination of devices selected or installed at a specific highway-LRT grade crossing is referred to as a Light Rail Transit Traffic Control System. 02 Because of the large number of significant variables to be considered, no single standard system of traffic control devices is universally applicable for all highway-LRT grade crossings. 03 For the safety and integrity of operations by highway and LRT users, the highway agency with jurisdiction, the regulatory agency with statutory authority, if applicable, and the LRT authority jointly determine the need and selection of traffic control devices and the assignment of priority to LRT at a highway-LRT grade crossing. 04 The normal rules of the road and traffic control priority identified in the “Uniform Vehicle Code” govern the order assigned to the movement of vehicles at an intersection unless the local agency determines that it is appropriate to assign a higher priority to LRT. Examples of different types of LRT priority control include separate traffic control signal phases for LRT movements, restriction of movement of roadway vehicles in favor of LRT operations, and preemption of highway traffic signal control to accommodate LRT movements. Guidance: 05 The appropriate traffic control system to be used at a highway-LRT grade crossing should be determined by an engineering study conducted by the LRT or highway agency in cooperation with other appropriate State and local organizations. Standard: 06 Traffic control devices, systems, and practices shall be consistent with the design and application of the Standards contained in this Manual. 07 The traffic control devices, systems, and practices described in this Manual shall be used at all highway-LRT grade crossings. 08 Before any new highway-LRT grade crossing traffic control system is installed or before modifications are made to an existing system, approval shall be obtained from the highway agency with the jurisdictional and/or statutory authority, and from the LRT agency.
Sect. 8A.02 to 8A.03 December 2009 2009 Edition Page 749
Guidance: 09 To stimulate effective responses from road users, these devices, systems, and practices should use the five basic considerations employed generally for traffic control devices and described fully in Section 1A.02: design, placement, operation, maintenance, and uniformity. Support: 10 Many other details of highway-LRT grade crossing traffic control systems that are not set forth in Part 8 are contained in the publications listed in Section 1A.11. Standard: 11 Highway-LRT grade crossings in semi-exclusive alignments shall be equipped with a combination of automatic gates and flashing-light signals, or flashing-light signals only, or traffic control signals, unless an engineering study indicates that the use of Crossbuck Assemblies, STOP signs, or YIELD signs alone would be adequate. Option: 12 Highway-LRT grade crossings in mixed-use alignments may be equipped with traffic control signals unless an engineering study indicates that the use of Crossbuck Assemblies, STOP signs, or YIELD signs alone would be adequate. Support: 13 Sections 8B.03 and 8B.04 contain provisions regarding the use and placement of Crossbuck signs and Crossbuck Assemblies. Section 8B.05 describes the appropriate conditions for the use of STOP or YIELD signs alone at a highway-LRT grade crossing. Sections 8C.10 and 8C.11 contain provisions regarding the use of traffic control signals at highway-LRT grade crossings. Section 8A.04 Uniform Provisions Standard: 01 All signs used in grade crossing traffic control systems shall be retroreflectorized or illuminated as described in Section 2A.07 to show the same shape and similar color to an approaching road user during both day and night. 02 No sign or signal shall be located in the center of an undivided highway, unless it is crashworthy (breakaway, yielding, or shielded with a longitudinal barrier or crash cushion) or unless it is placed on a raised island. Guidance: 03 Any signs or signals placed on a raised island in the center of an undivided highway should be installed with a clearance of at least 2 feet from the outer edge of the raised island to the nearest edge of the sign or signal, except as permitted in Section 2A.19. 04 Where the distance between tracks, measured along the highway between the inside rails, exceeds 100 feet, additional signs or other appropriate traffic control devices should be used to inform approaching road users of the long distance to cross the tracks. Section 8A.05 Grade Crossing Elimination Guidance: 01 Because grade crossings are a potential source of crashes and congestion, agencies should conduct engineering studies to determine the cost and benefits of eliminating these crossings. Standard: 02 When a grade crossing is eliminated, the traffic control devices for the crossing shall be removed. 03 If the existing traffic control devices at a multiple-track grade crossing become improperly placed or inaccurate because of the removal of some of the tracks, the existing devices shall be relocated and/or modified. Guidance: 04 Any grade crossing that cannot be justified should be eliminated. 05 Where a roadway is removed from a grade crossing, the roadway approaches in the railroad or LRT right-of-way should also be removed and appropriate signs and object markers should be placed at the roadway end in accordance with Section 2C.66. 06 Where a railroad or LRT is eliminated at a grade crossing, the tracks should be removed or covered.
December 2009 Sect. 8A.03 to 8A.05 Page 750 2009 Edition
Option: 07 Based on engineering judgment, the TRACKS OUT OF SERVICE (R8-9) sign (see Figure 8B-1) may be temporarily installed until the tracks are removed or covered. The length of time before the tracks will be removed or covered may be considered in making the decision as to whether to install the sign. Section 8A.06 Illumination at Grade Crossings Support: 01 Illumination is sometimes installed at or adjacent to a grade crossing in order to provide better nighttime visibility of trains or LRT equipment and the grade crossing (for example, where a substantial amount of railroad or LRT operations are conducted at night, where grade crossings are blocked for extended periods of time, or where crash history indicates that road users experience difficulty in seeing trains or LRT equipment or traffic control devices during hours of darkness). 02 Recommended types and locations of luminaires for illuminating grade crossings are contained in the American National Standards Institute’s (ANSI) “Practice for Roadway Lighting RP-8,” which is available from the Illuminating Engineering Society (see Section 1A.11). Section 8A.07 Quiet Zone Treatments at Highway-Rail Grade Crossings Support: 01 49 CFR Part 222 (Use of Locomotive Horns at Highway-Rail Grade Crossings; Final Rule) prescribes Quiet Zone requirements and treatments. Standard: 02 Any traffic control device and its application where used as part of a Quiet Zone shall comply with all applicable provisions of the MUTCD. Section 8A.08 Temporary Traffic Control Zones Support: 01 Temporary traffic control planning provides for continuity of operations (such as movement of traffic, pedestrians and bicycles, transit operations, and access to property/utilities) when the normal function of a roadway at a grade crossing is suspended because of temporary traffic control operations. Standard: 02 Traffic controls for temporary traffic control zones that include grade crossings shall be as outlined in Part 6. 03 When a grade crossing exists either within or in the vicinity of a temporary traffic control zone, lane restrictions, flagging (see Chapter 6E), or other operations shall not be performed in a manner that would cause highway vehicles to stop on the railroad or LRT tracks, unless a flagger or uniformed law enforcement officer is provided at the grade crossing to minimize the possibility of highway vehicles stopping on the tracks, even if automatic warning devices are in place. Guidance: 04 Public and private agencies, including emergency services, businesses, and railroad or LRT companies, should meet to plan appropriate traffic detours and the necessary signing, marking, and flagging requirements for operations during temporary traffic control zone activities. Consideration should be given to the length of time that the grade crossing is to be closed, the type of rail or LRT and highway traffic affected, the time of day, and the materials and techniques of repair. 05 The agencies responsible for the operation of the LRT and highway should be contacted when the initial planning begins for any temporary traffic control zone that might directly or indirectly influence the flow of traffic on mixed-use facilities where LRT and road users operate. 06 Temporary traffic control operations should minimize the inconvenience, delay, and crash potential to affected traffic. Prior notice should be given to affected public or private agencies, emergency services, businesses, railroad or LRT companies, and road users before the free movement of road users or rail traffic is infringed upon or blocked. 07 Temporary traffic control zone activities should not be permitted to extensively prolong the closing of the grade crossing. 08 The width, grade, alignment, and riding quality of the highway surface at a grade crossing should, at a minimum, be restored to correspond with the quality of the approaches to the grade crossing. Support: 09 Section 6G.18 contains additional information regarding temporary traffic control zones in the vicinity of grade crossings, and Figure 6H-46 shows an example of a typical situation that might be encountered. Sect. 8A.05 to 8A.08 December 2009 2009 Edition Page 751
CHAPTER 8B. SIGNS AND MARKINGS Section 8B.01 Purpose Support: 01 Passive traffic control systems, consisting of signs and pavement markings only, identify and direct attention to the location of a grade crossing and advise road users to slow down or stop at the grade crossing as necessary in order to yield to any rail traffic occupying, or approaching and in proximity to, the grade crossing. 02 Signs and markings regulate, warn, and guide the road users so that they, as well as LRT vehicle operators on mixed-use alignments, can take appropriate action when approaching a grade crossing. Standard: 03 The design and location of signs shall comply with the provisions of Part 2. The design and location of pavement markings shall comply with the provisions of Part 3. Section 8B.02 Sizes of Grade Crossing Signs Standard: 01 The sizes of grade crossing signs shall be as shown in Table 8B-1. Option: 02 Signs larger than those shown in Table 8B-1 may be used (see Section 2A.11). Section 8B.03 Grade Crossing (Crossbuck) Sign (R15-1) and Number of Tracks Plaque (R15-2P) at Active and Passive Grade Crossings Standard: 01 The Grade Crossing (R15-1) sign (see Figure 8B-1), commonly identified as the Crossbuck sign, shall be retroreflectorized white with the words RAILROAD CROSSING in black lettering, mounted as shown in Figure 8B-2. Support: 02 In most States, the Crossbuck sign requires road users to yield the right-of-way to rail traffic at a grade crossing. Standard: 03 As a minimum, one Crossbuck sign shall be used on each highway approach to every highway-rail grade crossing, alone or in combination with other traffic control devices. Option: 04 A Crossbuck sign may be used on a highway approach to a highway-LRT grade crossing on a semi-exclusive or mixed-use alignment, alone or in combination with other traffic control devices. Standard: 05 If automatic gates are not present and if there are two or more tracks at a grade crossing, the number of tracks shall be indicated on a supplemental Number of Tracks (R15-2P) plaque (see Figure 8B-1) of inverted T shape mounted below the Crossbuck sign in the manner shown in Figure 8B-2. 06 On each approach to a highway-rail grade crossing and, if used, on each approach to a highway-LRT grade crossing, the Crossbuck sign shall be installed on the right-hand side of the highway on each approach to the grade crossing. Where restricted sight distance or unfavorable highway geometry exists on an approach to a grade crossing, an additional Crossbuck sign shall be installed on the left-hand side of the highway, possibly placed back-to-back with the Crossbuck sign for the opposite approach, or otherwise located so that two Crossbuck signs are displayed for that approach. 07 A strip of retroreflective white material not less than 2 inches in width shall be used on the back of each blade of each Crossbuck sign for the length of each blade, at all grade crossings where Crossbuck signs have been installed, except those where Crossbuck signs have been installed back-to-back. Guidance: 08 Crossbuck signs should be located with respect to the highway pavement or shoulder in accordance with the criteria in Chapter 2A and Figures 2A-2 and 2A-3, and should be located with respect to the nearest track in accordance with Figure 8C-2. 09 The minimum lateral offset for the nearest edge of the Crossbuck sign should be 6 feet from the edge of the shoulder or 12 feet from the edge of the traveled way in rural areas (whichever is greater), and 2 feet from the face of the curb in urban areas.
December 2009 Sect. 8B.01 to 8B.03 Page 752 2009 Edition
Table 8B-1. Grade Crossing Sign and Plaque Minimum Sizes
Conventional Road Sign or Plaque Sign Section Expressway Minimum Oversized Designation Single Lane Multi-Lane 8B.04, Stop R1-1 8B.05 30 x 30 36 x 36 36 x 36 — 48 x 48 8B.04, Yield R1-2 8B.05 36 x 36 x 36 48 x 48 x 48 48 x 48 x 48 30 x 30 x 30 — No Right Turn Across Tracks R3-1a 8B.08 24 x 30 30 x 36 — — — No Left Turn Across Tracks R3-2a 8B.08 24 x 30 30 x 36 — — — Do Not Stop on Tracks R8-8 8B.09 24 x 30 24 x 30 36 x 48 — 36 x 48 Tracks Out of Service R8-9 8B.10 24 x 24 24 x 24 36 x 36 — 36 x 36 Stop Here When Flashing R8-10 8B.11 24 x 36 24 x 36 — — 36 x 48 Stop Here When Flashing R8-10a 8B.11 24 x 30 24 x 30 — — 36 x 42 Stop Here on Red R10-6 8B.12 24 x 36 24 x 36 — — 36 x 48 Stop Here on Red R10-6a 8B.12 24 x 30 24 x 30 — — 36 x 42 Grade Crossing (Crossbuck) R15-1 8B.03 48 x 9 48 x 9 — — — Number of Tracks (plaque) R15-2P 8B.03 27 x 18 27 x 18 — — — Exempt (plaque) R15-3P 8B.07 24 x 12 24 x 12 — — — Light Rail Only Right Lane R15-4a 8B.13 24 x 30 24 x 30 — — — Light Rail Only Left Lane R15-4b 8B.13 24 x 30 24 x 30 — — — Light Rail Only Center Lane R15-4c 8B.13 24 x 30 24 x 30 — — — Light Rail Do Not Pass R15-5 8B.14 24 x 30 24 x 30 — — — Do Not Pass Stopped Train R15-5a 8B.14 24 x 30 24 x 30 — — — No Motor Vehicles On Tracks Symbol R15-6 8B.15 24 x 24 24 x 24 — — — Do Not Drive On Tracks R15-6a 8B.15 24 x 30 24 x 30 — — — Light Rail Divided Highway Symbol R15-7 8B.16 24 x 24 24 x 24 — — — Light Rail Divided Highway Symbol (T-Intersection) R15-7a 8B.16 24 x 24 24 x 24 — — — Look R15-8 8B.17 36 x 18 36 x 18 — — — Grade Crossing Advance Warning W10-1 8B.06 36 Dia. 36 Dia. 48 Dia. — 48 Dia. Exempt (plaque) W10-1aP 8B.07 24 x 12 24 x 12 — — — Grade Crossing and Intersection Advance Warning W10-2,3,4 8B.06 36 x 36 36 x 36 48 x 48 — 48 x 48 Low Ground Clearance W10-5 8B.23 36 x 36 36 x 36 48 x 48 — 48 x 48 Low Ground Clearance (plaque) W10-5P 8B.23 30 x 24 30 x 24 — — — Light Rail Activated Blank-Out Symbol W10-7 8B.19 24 x 24 24 x 24 — — — Trains May Exceed 80 MPH W10-8 8B.20 36 x 36 36 x 36 48 x 48 — 48 x 48 No Train Horn W10-9 8B.21 36 x 36 36 x 36 48 x 48 — 48 x 48 No Train Horn (plaque) W10-9P 8B.21 30 x 24 30 x 24 — — — Storage Space Symbol W10-11 8B.24 36 x 36 36 x 36 48 x 48 — 48 x 48 Storage Space XX Feet Between Tracks & Highway W10-11a 8B.24 30 x 36 30 x 36 — — — Storage Space XX Feet Between Highway & Tracks Behind You W10-11b 8B.24 30 x 36 30 x 36 — — — Skewed Crossing W10-12 8B.25 36 x 36 36 x 36 48 x 48 — 48 x 48 No Gates or Lights (plaque) W10-13P 8B.22 30 x 24 30 x 24 — — — Next Crossing (plaque) W10-14P 8B.23 30 x 24 30 x 24 — — — Use Next Crossing (plaque) W10-14aP 8B.23 30 x 24 30 x 24 — — — Rough Crossing (plaque) W10-15P 8B.23 30 x 24 30 x 24 — — 36 x 30
Notes: 1. Larger signs may be used when appropriate 2. Dimensions in inches are shown as width x height 3. Table 9B-1 shows the minimum sizes that may be used for grade crossing signs and plaques that face shared-use paths and pedestrian facilities
Sect. 8B.03 December 2009 2009 Edition Page 753
Figure 8B-1. Regulatory Signs and Plaques for Grade Crossings
R3-1a R3-2a R1-1 R1-2 Activated Blank-Out Activated Blank-Out R8-8
R8-9 R8-10 R8-10a R10-6 R10-6a
9 inches 9 inches
90º 9 inches 48 inches 9 inches
27 inches R15-3P R15-4a
R15-1 R15-2P
R15-4b R15-4c R15-5 R15-5a R15-6
R15-6a R15-7 R15-7a R15-8
December 2009 Sect. 8B.03 Page 754 2009 Edition
Figure 8B-2. Crossbuck Assembly with a YIELD or STOP Sign on the Crossbuck Sign Support
** Height may be varied as required by local conditions and may be 9 ft* OR increased to accommodate signs mounted below the Crossbuck sign ** Measured to the ground level at the base of the support See Notes 2, 3, and 4 2-inch white or red retroreflective strip on front
2 ft MAX.**
2-inch white retroreflective strip Edge of roadway on back of support Notes: 1. YIELD or STOP signs are used only at passive crossings. A STOP sign is used only if an engineering study determines that it is appropriate for that particular approach. 2. Mounting height shall be at least 4 feet for installations of YIELD or STOP signs on existing Crossbuck sign supports. 3. Mounting height shall be at least 7 feet for new installations in areas with pedestrian movements or parking.
10 Where unusual conditions make variations in location and lateral offset appropriate, engineering judgment should be used to provide the best practical combination of view and safety clearances. Section 8B.04 Crossbuck Assemblies with YIELD or STOP Signs at Passive Grade Crossings Standard: 01 A grade crossing Crossbuck Assembly shall consist of a Crossbuck (R15-1) sign, and a Number of Tracks (R15-2P) plaque if two or more tracks are present, that complies with the provisions of Section 8B.03, and either a YIELD (R1-2) or STOP (R1-1) sign installed on the same support, except as provided in Paragraph 8. If used at a passive grade crossing, a YIELD or STOP sign shall be installed in compliance with the provisions of Part 2, Section 2B.10, and Figures 8B-2 and 8B-3. 02 At all public highway-rail grade crossings that are not equipped with the active traffic control systems that are described in Chapter 8C, except crossings where road users are directed by an authorized person on the ground to not enter the crossing at all times that an approaching train is about to occupy the crossing, a Crossbuck Assembly shall be installed on the right-hand side of the highway on each approach to the highway-rail grade crossing. 03 If a Crossbuck sign is used on a highway approach to a public highway-LRT grade crossing that is not equipped with the active traffic control systems that are described in Chapter 8C, a Crossbuck Assembly shall be installed on the right-hand side of the highway on each approach to the highway-LRT grade crossing.
Sect. 8B.03 to 8B.04 December 2009 2009 Edition Page 755
Figure 8B-3. Crossbuck Assembly with a YIELD or STOP Sign on a Separate Sign Support (Sheet 1 of 2)
2 inches MIN. 6 ft MIN.
2-inch white Optional 2-inch retroreflective strip red retroreflective on front and back Edge of strip on front 5 ft MIN. traveled way 2 ft MAX.
RURAL AREA
2 ft MIN.
2 inches MIN.
2-inch white 2-inch red retroreflective strip 7 ft MIN. retroreflective on front and back strip on front
Face of curb 2 ft MAX.
AREA WITH PEDESTRIAN MOVEMENTS OR PARKING Notes: 1. YIELD signs are used only at passive crossings. 2. Place the face of the signs in the same plane and place the YIELD sign closest to the traveled way. Provide a 2-inch minimum separation between the edge of the Crossbuck sign and the edge of the YIELD sign. December 2009 Sect. 8B.04 Page 756 2009 Edition
Figure 8B-3. Crossbuck Assembly with a YIELD or STOP Sign on a Separate Sign Support (Sheet 2 of 2)
2 inches MIN.
6 ft MIN.
Optional 2-inch red retroreflective strip on front 2-inch white 5 ft MIN. retroreflective strip on front and back Edge of traveled way 2 ft MAX.
RURAL AREA
2 ft MIN.
2 inches MIN. 2-inch white retroreflective strip 7 ft MIN. Optional 2-inch red retroreflective on front and back strip on front
Face of curb 2 ft MAX.
AREA WITH PEDESTRIAN MOVEMENTS OR PARKING
Notes: 1. STOP signs are used only at passive crossings and only if an engineering study determines that it is appropriate for that particular approach. 2. Place the face of the signs in the same plane and place the STOP sign closest to the traveled way. Provide a 2-inch minimum separation between the edge of the Crossbuck sign and the edge of the STOP sign.
Sect. 8B.04 December 2009 2009 Edition Page 757
04 Where restricted sight distance or unfavorable highway geometry exists on an approach to a grade crossing that has a Crossbuck Assembly, or where there is a one-way multi-lane approach, an additional Crossbuck Assembly shall be installed on the left-hand side of the highway. 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. Guidance: 06 The use of STOP signs at passive grade crossings should be limited to unusual conditions where requiring all highway vehicles to make a full stop is deemed essential by an engineering study. Among the factors that should be considered in the engineering study are the line of sight to approaching rail traffic (giving due consideration to seasonal crops or vegetation beyond both the highway and railroad or LRT rights-of-ways), the number of tracks, the speeds of trains or LRT equipment and highway vehicles, and the crash history at the grade crossing. Support: 07 Sections 8A.02 and 8A.03 contain information regarding the responsibilities of the highway agency and the railroad company or LRT agency regarding the selection, design, and operation of traffic control devices placed at grade crossings. Option: 08 If a YIELD or STOP sign is installed for a Crossbuck Assembly at a grade crossing, it may be installed on the same support as the Crossbuck sign or it may be installed on a separate support at a point where the highway vehicle is to stop, or as near to that point as practical, but in either case, the YIELD or STOP sign is considered to be a part of the Crossbuck Assembly. Standard: 09 If a YIELD or STOP sign is installed on an existing Crossbuck sign support, the minimum height, measured vertically from the bottom of the YIELD or STOP sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the YIELD or STOP sign to the elevation of the near edge of the traveled way, shall be 4 feet (see Figure 8B-2). 10 If a Crossbuck Assembly is installed on a new sign support (see Figure 8B-2) or if the YIELD or STOP sign is installed on a separate support (see Figure 8B-3), the minimum height, measured vertically from the bottom of the YIELD or STOP sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the YIELD or STOP sign to the elevation of the near edge of the traveled way, shall be 7 feet if the Crossbuck Assembly is installed in an area where parking or pedestrian movements are likely to occur. Guidance: 11 If a YIELD or STOP sign is installed for a Crossbuck Assembly at a grade crossing on a separate support than the Crossbuck sign (see Figure 8B-3), the YIELD or STOP sign should be placed at a point where the highway vehicle is to stop, or as near to that point as practical, but no closer than 15 feet measured perpendicular from the nearest rail. Support: 12 The meaning of a Crossbuck Assembly that includes a YIELD sign is that a road user approaching the grade crossing needs to be prepared to decelerate, and when necessary, yield the right-of-way to any rail traffic that might be occupying the crossing or might be approaching and in such close proximity to the crossing that it would be unsafe for the road user to cross. 13 Certain commercial motor vehicles and school buses are required to stop at all grade crossings in accordance with 49 CFR 392.10 even if a YIELD sign (or just a Crossbuck sign) is posted. 14 The meaning of a Crossbuck Assembly that includes a STOP sign is that a road user approaching the grade crossing must come to a full and complete stop not less than 15 feet short of the nearest rail, and remain stopped while the road user determines if there is rail traffic either occupying the crossing or approaching and in such close proximity to the crossing that the road user must yield the right-of-way to rail traffic. The road user is permitted to proceed when it is safe to cross. Standard: 15 A vertical strip of retroreflective white material, not less than 2 inches in width, shall be used on each Crossbuck support at passive grade crossings for the full length of the back of the support from the Crossbuck sign or Number of Tracks plaque to within 2 feet above the ground, except as provided in Paragraph 16.
December 2009 Sect. 8B.04 Page 758 2009 Edition
Option: 16 The vertical strip of retroreflective material may be omitted from the back sides of Crossbuck sign supports installed on one-way streets. 17 If a YIELD or STOP sign is installed on the same support as the Crossbuck sign, a vertical strip of red (see Section 2A.21) or white retroreflective material that is at least 2 inches wide may be used on the front of the support from the YIELD or STOP sign to within 2 feet above the ground. Standard: 18 If a Crossbuck sign support at a passive grade crossing does not include a YIELD or STOP sign (either because the YIELD or STOP sign is placed on a separate support or because a YIELD or STOP sign is not present on the approach), a vertical strip of retroreflective white material, not less than 2 inches in width, shall be used for the full length of the front of the support from the Crossbuck sign or Number of Tracks plaque to within 2 feet above the ground. 19 At all grade crossings where YIELD or STOP signs are installed, Yield Ahead (W3-2) or Stop Ahead (W3-1) signs shall also be installed if the criteria for their installation in Section 2C.36 is met. Support: 20 Section 8B.28 contains provisions regarding the use of stop lines or yield lines at grade crossings. Section 8B.05 Use of STOP (R1-1) or YIELD (R1-2) Signs without Crossbuck Signs at Highway-LRT Grade Crossings Standard: 01 For all highway-LRT grade crossings where only STOP (R1-1) or YIELD (R1-2) signs are installed, the placement shall comply with the requirements of Section 2B.10. Stop Ahead (W3-1) or Yield Ahead (W3-2) Advance Warning signs (see Figure 2C-6) shall also be installed if the criteria for their installation given in Section 2C.36 is met. Guidance: 02 The use of only STOP or YIELD signs for road users at highway-LRT grade crossings should be limited to those crossings where the need and feasibility is established by an engineering study. Such crossings should have all of the following characteristics: A. The crossing roadways should be secondary in character (such as a minor street with one lane in each direction, an alley, or a driveway) with low traffic volumes and low speed limits. The specific thresholds of traffic volumes and speed limits should be determined by the local agencies. B. LRT speeds do not exceed 25 mph. C. The line of sight for an approaching LRT operator is adequate from a sufficient distance such that the operator can sound an audible signal and bring the LRT equipment to a stop before arriving at the crossing. D. The road user has sufficient sight distance at the stop line to permit the vehicle to cross the tracks before the arrival of the LRT equipment. E. If at an intersection of two roadways, the intersection does not meet the warrants for a traffic control signal as provided in Chapter 4C. F. The LRT tracks are located such that highway vehicles are not likely to stop on the tracks while waiting to enter a cross street or highway. Section 8B.06 Grade Crossing Advance Warning Signs (W10 Series) Standard: 01 A Highway-Rail Grade Crossing Advance Warning (W10-1) sign (see Figure 8B-4) shall be used on each highway in advance of every highway-rail grade crossing, and every highway-LRT grade crossing in semi-exclusive alignments, except in the following circumstances: A. On an approach to a grade crossing from a T-intersection with a parallel highway if the distance from the edge of the track to the edge of the parallel roadway is less than 100 feet and W10-3 signs are used on both approaches of the parallel highway; B. On low-volume, low-speed highways crossing minor spurs or other tracks that are infrequently used and road users are directed by an authorized person on the ground to not enter the crossing at all times that approaching rail traffic is about to occupy the crossing; C. In business or commercial areas where active grade crossing traffic control devices are in use; or D. Where physical conditions do not permit even a partially effective display of the sign. 02 The placement of the Grade Crossing Advance Warning sign shall be in accordance with Section 2C.05 and Table 2C-4.
Sect. 8B.04 to 8B.06 December 2009 2009 Edition Page 759
Figure 8B-4. Warning Signs and Plaques for Grade Crossings
W10-5
W10-5P W10-1 W10-1aP W10-2 W10-3 W10-4
W10-7 Activated Blank-Out W10-8 W10-9 W10-9P W10-11 W10-11a W10-11b W10-12
Note: The W10-11 sign is a W10-3 sign modified for geometrics. Other signs can be oriented or revised as needed to better portray the geometrics of the W10-13P W10-14P W10-14aP W10-15P roadways and the tracks.
03 A Yield Ahead (W3-2) or Stop Ahead (W3-1) Advance Warning sign (see Figure 2C-6) shall also be installed if the criteria for their installation given in Section 2C.36 is met. If a Yield Ahead or Stop Ahead sign is installed on the approach to the crossing, the W10-1 sign shall be installed upstream from the Yield Ahead or Stop Ahead sign. The Yield Ahead or Stop Ahead sign shall be located in accordance with Table 2C-4. The minimum distance between the signs shall be in accordance with Section 2C.05 and Table 2C-4. Option: 04 On divided highways and one-way streets, an additional W10-1 sign may be installed on the left-hand side of the roadway. Standard: 05 If the distance between the tracks and a parallel highway, from the edge of the tracks to the edge of the parallel roadway, is less than 100 feet, W10-2, W10-3, or W10-4 signs (see Figure 8B-4) shall be installed on each approach of the parallel highway to warn road users making a turn that they will encounter a grade crossing soon after making a turn, and a W10-1 sign for the approach to the tracks shall not be required to be between the tracks and the parallel highway. 06 If the W10-2, W10-3, or W10-4 signs are used, sign placement in accordance with the guidelines for Intersection Warning signs in Table 2C-4 using the speed of through traffic shall be measured from the highway intersection. Guidance: 07 If the distance between the tracks and the parallel highway, from the edge of the tracks to the edge of the parallel roadway, is 100 feet or more, a W10-1 sign should be installed in advance of the grade crossing, and the W10-2, W10-3, or W10-4 signs should not be used on the parallel highway. Section 8B.07 EXEMPT Highway-Rail Grade Crossing Plaques (R15-3P, W10-1aP) Option: 01 When authorized by law or regulation, a supplemental EXEMPT (R15-3P) plaque (see Figure 8B-1) with a white background may be used below the Crossbuck sign or Number of Tracks plaque, if present, at the grade crossing, and a supplemental EXEMPT (W10-1aP) plaque (see Figure 8B-4) with a yellow background may be used below the Grade Crossing Advance Warning (W10 series) sign. 02 Where neither the Crossbuck sign nor the advance warning signs exist for a particular highway-LRT grade crossing, an EXEMPT (R15-3P) plaque with a white background may be placed on its own post on the near right-hand side of the approach to the crossing.
December 2009 Sect. 8B.06 to 8B.07 Page 760 2009 Edition
Support: 03 These supplemental plaques inform drivers of highway vehicles carrying passengers for hire, school buses carrying students, or highway vehicles carrying hazardous materials that a stop is not required at certain designated grade crossings, except when rail traffic is approaching or occupying the grade crossing, or the driver’s view is blocked. Section 8B.08 Turn Restrictions During Preemption Guidance: 01 At a signalized intersection that is located within 200 feet of a highway-rail grade crossing, measured from the edge of the track to the edge of the roadway, where the intersection traffic control signals are preempted by the approach of a train, all existing turning movements toward the highway-rail grade crossing should be prohibited during the signal preemption sequences. Option: 02 A blank-out or changeable message sign and/or appropriate highway traffic signal indication or other similar type sign may be used to prohibit turning movements toward the highway-rail grade crossing during preemption. The R3-1a and R3-2a signs shown in Figure 8B-1 may be used for this purpose. Support: 03 LRT operations can include the use of activated blank-out sign technology for turn prohibition signs. The signs are typically used on roads paralleling a semi-exclusive or mixed-use LRT alignment where road users might turn across the LRT tracks. A blank-out sign displays its message only when activated. When not activated, the sign face is blank. Guidance: 04 An LRT-activated blank-out turn prohibition (R3-1a or R3-2a) sign should be used where an intersection adjacent to a highway-LRT crossing is controlled by STOP signs, or is controlled by traffic control signals with permissive turn movements for road users crossing the tracks. Option: 05 An LRT-activated blank-out turn prohibition (R3-1a or R3-2a) sign may be used for turning movements that cross the tracks. 06 As an alternative to LRT-activated blank-out turn prohibition signs at intersections with traffic control signals, exclusive traffic control signal phases such that all movements that cross the tracks have a steady red indication may be used in combination with No Turn on Red (R10-11, R10-11a, or R10-11b) signs (see Section 2B.53). Standard: 07 Turn prohibition signs that are associated with preemption shall be visible or activated only when the grade crossing restriction is in effect. Section 8B.09 DO NOT STOP ON TRACKS Sign (R8-8) Guidance: 01 A DO NOT STOP ON TRACKS (R8-8) sign (see Figure 8B-1) should be installed whenever an engineering study determines that the potential for highway vehicles stopping on the tracks at a grade crossing is significant. Placement of the R8-8 sign should be determined as part of the engineering study. The sign, if used, should be located on the right-hand side of the highway on either the near or far side of the grade crossing, depending upon which position provides better visibility to approaching drivers. 02 If a STOP or YIELD sign is installed at a location, including at a circular intersection, that is downstream from the grade crossing such that highway vehicle queues are likely to extend beyond the tracks, a DO NOT STOP ON TRACKS sign (R8-8) should be used. Option: 03 DO NOT STOP ON TRACKS signs may be placed on both sides of the track. 04 On divided highways and one-way streets, a second DO NOT STOP ON TRACKS sign may be placed on the near or far left-hand side of the highway at the grade crossing to further improve visibility of the sign. Section 8B.10 TRACKS OUT OF SERVICE Sign (R8-9) Option: 01 The TRACKS OUT OF SERVICE (R8-9) sign (see Figure 8B-1) may be used at a grade crossing instead of a Crossbuck (R15-1) sign and a Number of Tracks (R15-2P) plaque or instead of a Crossbuck Assembly when
Sect. 8B.07 to 8B.10 December 2009 2009 Edition Page 761
railroad or LRT tracks have been temporarily or permanently abandoned, but only until such time that the tracks are removed or covered. Standard: 02 When tracks are out of service, traffic control devices and gate arms shall be removed and the signal heads shall be removed or hooded or turned from view to clearly indicate that they are not in operation. 03 The R8-9 sign shall be removed when the tracks have been removed or covered or when the grade crossing is returned to service. Section 8B.11 STOP HERE WHEN FLASHING Signs (R8-10, R8-10a) Option: 01 The STOP HERE WHEN FLASHING (R8-10, R8-10a) sign (see Figure 8B-1) may be used at a grade crossing to inform drivers of the location of the stop line or the point at which to stop when the flashing-light signals (see Section 8C.02) are activated. Section 8B.12 STOP HERE ON RED Signs (R10-6, R10-6a) Support: 01 The STOP HERE ON RED (R10-6, R10-6a) sign (see Figure 8B-1) defines and facilitates observance of stop lines at traffic control signals. Option: 02 A STOP HERE ON RED sign may be used at locations where highway vehicles frequently violate the stop line or where it is not obvious to road users where to stop. Guidance: 03 If possible, stop lines should be placed at a point where the highway vehicle driver has adequate sight distance along the track. Section 8B.13 Light Rail Transit Only Lane Signs (R15-4 Series) Support: 01 The Light Rail Transit Only Lane (R15-4 series) signs (see Figure 8B-1) are used for multi-lane operations, where road users might need additional guidance on lane use and/or restrictions. Option: 02 Light Rail Transit Only Lane signs may be used on a roadway lane limited to only LRT use to indicate the restricted use of a lane in semi-exclusive and mixed alignments. Guidance: 03 If used, the R15-4a, R15-4b, and R15-4c signs should be installed on posts adjacent to the roadway containing the LRT tracks or overhead above the LRT only lane. Option: 04 If the trackway is paved, preferential lane markings (see Chapter 3D) may be installed but only in combination with Light Rail Transit Only Lane signs. Support: 05 The trackway is the continuous way designated for LRT, including the entire dynamic envelope. Section 8B.29 contains more information regarding the dynamic envelope. Section 8B.14 Do Not Pass Light Rail Transit Signs (R15-5, R15-5a) Support: 01 A Do Not Pass Light Rail Transit (R15-5) sign (see Figure 8B-1) is used to indicate that motor vehicles are not allowed to pass LRT vehicles that are loading or unloading passengers where there is no raised platform or physical separation from the lanes upon which other motor vehicles are operating. Option: 02 The R15-5 sign may be used in mixed-use alignments and may be mounted overhead where there are multiple lanes. 03 Instead of the R15-5 symbol sign, a regulatory sign with the word message DO NOT PASS STOPPED TRAIN (R15-5a) may be used (see Figure 8B-1). Guidance: 04 If used, the R15-5 sign should be located immediately before the LRT boarding area.
December 2009 Sect. 8B.10 to 8B.14 Page 762 2009 Edition
Section 8B.15 No Motor Vehicles On Tracks Signs (R15-6, R15-6a) Support: 01 The No Motor Vehicles On Tracks (R15-6) sign (see Figure 8B-1) is used where there are adjacent traffic lanes separated from the LRT lane by a curb or pavement markings. Guidance: 02 The DO NOT ENTER (R5-1) sign should be used where a road user could wrongly enter an LRT only street. Option: 03 A No Motor Vehicles On Tracks sign may be used to deter motor vehicles from driving on the trackway. It may be installed on a 3-foot flexible post between double tracks, on a post alongside the tracks, or overhead. 04 Instead of the R15-6 symbol sign, a regulatory sign with the word message DO NOT DRIVE ON TRACKS (R15-6a) may be used (see Figure 8B-1). 05 A reduced size of 12 x 12 inches may be used if the R15-6 sign is installed between double tracks. Standard: 06 The smallest size for the R15-6 sign shall be 12 x 12 inches. Section 8B.16 Divided Highway with Light Rail Transit Crossing Signs (R15-7 Series) Option: 01 The Divided Highway with Light Rail Transit Crossing (R15-7) sign (see Figure 8B-1) may be used as a supplemental sign on the approach legs of a roadway that intersects with a divided highway where LRT equipment operates in the median. The sign may be placed beneath a STOP sign or mounted separately. Guidance 02 The number of tracks displayed on the R15-7 sign should be the same as the actual number of tracks. Standard: 03 When the Divided Highway With Light Rail Transit Crossing sign is used at a four-legged intersection, the R15-7 sign shall be used. When used at a T-intersection, the R15-7a sign shall be used. Section 8B.17 LOOK Sign (R15-8) Option: 01 At grade crossings, the LOOK (R15-8) sign (see Figure 8B-1) may be mounted as a supplemental plaque on the Crossbuck support, or on a separate post in the immediate vicinity of the grade crossing on the railroad or LRT right-of-way. Guidance: 02 A LOOK sign should not be mounted as a supplemental plaque on a Crossbuck Assembly that has a YIELD or STOP sign mounted on the same support as the Crossbuck. Section 8B.18 Emergency Notification Sign (I-13) Guidance: 01 Emergency Notification (I-13) signs (see Figure 8B-5) should be installed at all highway-rail grade crossings, and at all highway-LRT grade crossings on semi-exclusive alignments, to provide information to road users so that they can notify the railroad company or LRT agency about emergencies or malfunctioning traffic control devices. Standard: 02 When Emergency Notification signs are used at a highway-rail Figure 8B-5. Example of an grade crossing, they shall, at a minimum, include the USDOT grade Emergency Notification Sign crossing inventory number and the emergency contact telephone number. 03 When Emergency Notification signs are used at a highway-LRT grade crossing, they shall, at a minimum, include a unique crossing identifier and the emergency contact telephone number. 04 Emergency Notification Signs shall have a white legend and border on a blue background. 05 The Emergency Notification signs shall be positioned so as to not obstruct any traffic control devices or limit the view of rail traffic approaching the grade crossing. I-13
Sect. 8B.15 to 8B.18 December 2009 2009 Edition Page 763
Guidance: 06 Emergency Notification signs should be retroreflective. 07 Emergency Notification signs should be oriented so as to face highway vehicles stopped on or at the grade crossing or on the traveled way near the grade crossing. 08 At station crossings, Emergency Notification signs or information should be posted in a conspicuous location. 09 Emergency Notification signs mounted on Crossbuck Assemblies or signal masts should only be large enough to provide the necessary contact information. Use of larger signs that might obstruct the view of rail traffic or other highway vehicles should be avoided. Section 8B.19 Light Rail Transit Approaching-Activated Blank-Out Warning Sign (W10-7) Support: 01 The Light Rail Transit Approaching-Activated Blank-Out (W10-7) warning sign (see Figure 8B-4) supplements the traffic control devices to warn road users crossing the tracks of approaching LRT equipment. Option: 02 A Light Rail Transit Approaching-Activated Blank-Out warning sign may be used at signalized intersections near highway-LRT grade crossings or at crossings controlled by STOP signs or automatic gates. Section 8B.20 TRAINS MAY EXCEED 80 MPH Sign (W10-8) Guidance: 01 Where trains are permitted to travel at speeds exceeding 80 mph, a TRAINS MAY EXCEED 80 MPH (W10-8) sign (see Figure 8B-4) should be installed facing road users approaching the highway-rail grade crossing. 02 If used, the TRAINS MAY EXCEED 80 MPH signs should be installed between the Grade Crossing Advance Warning (W10 series) sign (see Figure 8B-4) and the highway-rail grade crossing on all approaches to the highway-rail grade crossing. The locations should be determined based on specific site conditions. Section 8B.21 NO TRAIN HORN Sign or Plaque (W10-9, W10-9P) Standard: 01 Either a NO TRAIN HORN (W10-9) sign (see Figure 8B-4) or a NO TRAIN HORN (W10-9P) plaque shall be installed in each direction at each highway-rail grade crossing where a quiet zone has been established in compliance with 49 CFR Part 222. If a W10-9P plaque is used, it shall supplement and be mounted directly below the Grade Crossing Advance Warning (W10 series) sign (see Figure 8B-4). Section 8B.22 NO GATES OR LIGHTS Plaque (W10-13P) Option: 01 The NO GATES OR LIGHTS (W10-13P) sign plaque (see Figure 8B-4) may be mounted below the Grade Crossing Advance Warning (W10 series) sign at grade crossings that are not equipped with automated signals. Section 8B.23 Low Ground Clearance Grade Crossing Sign (W10-5) Guidance: 01 If the highway profile conditions are sufficiently abrupt to create a hang-up situation for long wheelbase vehicles or for trailers with low ground clearance, the Low Ground Clearance Grade Crossing (W10-5) sign (see Figure 8B-4) should be installed in advance of the grade crossing. 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: 03 Auxiliary plaques such as AHEAD, NEXT CROSSING, or USE NEXT CROSSING (with appropriate arrows), or a supplemental distance plaque should be placed below the W10-5 sign at the nearest intersecting highway where a vehicle can detour or at a point on the highway wide enough to permit a U-turn. 04 If engineering judgment of roadway geometric and operating conditions confirms that highway vehicle speeds across the tracks should be below the posted speed limit, a W13-1P advisory speed plaque should be posted.
December 2009 Sect. 8B.18 to 8B.23 Page 764 2009 Edition
Option: 05 If the grade crossing is rough, word message signs such as BUMP, DIP, or ROUGH CROSSING may be installed. A W13-1P advisory speed plaque may be installed below the word message sign in advance of rough crossings. Support: 06 Information on ground clearance requirements at grade crossings is available in the “American Railway Engineering and Maintenance-of-Way Association’s Engineering Manual,” or the American Association of State Highway and Transportation Officials’ “Policy on Geometric Design of Highways and Streets” (see Section 1A.11). Section 8B.24 Storage Space Signs (W10-11, W10-11a, W10-11b) Guidance: 01 A Storage Space (W10-11) sign supplemented by a word message storage distance (W10-11a) sign (see Figure 8B-4) should be used where there is a highway intersection in close proximity to the grade crossing and an engineering study determines that adequate space is not available to store a design vehicle(s) between the highway intersection and the train or LRT equipment dynamic envelope. 02 The Storage Space (W10-11 and W10-11a) signs should be mounted in advance of the grade crossing at an appropriate location to advise drivers of the space available for highway vehicle storage between the highway intersection and the grade crossing. Option: 03 A Storage Space (W10-11b) sign (see Figure 8B-4) may be mounted beyond the grade crossing at the highway intersection under the STOP or YIELD sign or just prior to the signalized intersection to remind drivers of the storage space between the tracks and the highway intersection. Section 8B.25 Skewed Crossing Sign (W10-12) Option: 01 The Skewed Crossing (W10-12) sign (see Figure 8B-4) may be used at a skewed grade crossing to warn road users that the tracks are not perpendicular to the highway. Guidance: 02 If the Skewed Crossing sign is used, the symbol should show the direction of the crossing (near left to far right as shown in Figure 8B-4, or the mirror image if the track goes from far left to near right). If the Skewed Crossing sign is used where the angle of the crossing is significantly different than 45 degrees, the symbol should show the approximate angle of the crossing. Standard: 03 The Skewed Crossing sign shall not be used as a replacement for the required Advance Warning (W10-1) sign. If used, the Skewed Crossing sign shall supplement the W10-1 sign and shall be mounted on a separate post. Section 8B.26 Light Rail Transit Station Sign (I-12) Option: 01 The Light Rail Transit Station (I-12) sign (see Figure 2H-1) may be used to direct road users to an LRT station or boarding location. It may be supplemented by the name of the transit system and by arrows as provided in Section 2D.08. Section 8B.27 Pavement Markings Standard: 01 All grade crossing pavement markings shall be retroreflectorized white. All other markings shall be in accordance with Part 3. 02 On paved roadways, pavement markings in advance of a grade crossing shall consist of an X, the letters RR, a no-passing zone marking (on two-lane, two-way highways with center line markings in compliance with Section 3B.01), and certain transverse lines as shown in Figures 8B-6 and 8B-7. 03 Identical markings shall be placed in each approach lane on all paved approaches to grade crossings where signals or automatic gates are located, and at all other grade crossings where the posted or statutory highway speed is 40 mph or greater. 04 Pavement markings shall not be required at grade crossings where the posted or statutory highway speed is less than 40 mph if an engineering study indicates that other installed devices provide suitable
Sect. 8B.23 to 8B.27 December 2009 2009 Edition Page 765
Figure 8B-6. Example of Placement of Warning Signs and Pavement Markings at Grade Crossings
Legend Direction of travel Dynamic envelope Dynamic (see Figure 8B-8) envelope pavement A three-lane roadway should be marked with a marking center line for two-lane approach operation on (optional) the approach to a grade crossing.
If transverse lines are used at the grade crossing, yield lines may be used instead approx. 15 ft of stop lines if YIELD signs are used at the grade crossing. 24 inches
Stop line approximately 8 ft upstream from gate (if present)
OR
See On multi-lane roads, the transverse bands (if needed) (if needed) Chapter 2C, should extend across all approach lanes, Table 2C-4 and individual RXR symbols should be used in each approach lane. 24 inches * When used, a portion of the 50 ft pavement marking symbol should be directly opposite the Advance Warning Sign (W10-1). Pavement If needed, supplemental Marking pavement marking symbol(s) Symbol* may be placed between the (see Figure 8B-7) Advance Warning Sign and the grade crossing, but should be at least 50 feet from the stop or yield line. 24 inches Note: In an effort to simplify the figure to show warning sign and pavement marking (optional) placement, not all required traffic control devices are shown.
warning and control. Pavement markings shall not be required at grade crossings in urban areas if an engineering study indicates that other installed devices provide suitable warning and control. Guidance: 05 When pavement markings are used, a portion of the X symbol should be directly opposite the Grade Crossing Advance Warning sign. The X symbol and letters should be elongated to allow for the low angle at which they will be viewed. Option: 06 When justified by engineering judgment, supplemental pavement marking symbol(s) may be placed between the Grade Crossing Advance Warning sign and the grade crossing.
December 2009 Sect. 8B.27 Page 766 2009 Edition
Figure 8B-7. Grade Crossing Pavement Markings
A - Grade crossing pavement B - Grade crossing alternative (narrow) marking symbol pavement marking symbol
15 ft 16 ft 8 ft* 6.6 ft 16 inches 16 inches
50 ft
6 ft 20 ft 20 ft
60 ft
1.6 ft
6 ft 15 ft Center of lane 3.3 ft
24 ft 24 inches
*Width may vary according to lane width
Note: Refer to Figure 8B-6 for placement 24 inches
Section 8B.28 Stop and Yield Lines Standard: 01 On paved roadways at grade crossings that are equipped with active control devices such as flashing-light signals, gates, or traffic control signals, a stop line (see Section 3B.16) shall be installed to indicate the point behind which highway vehicles are or might be required to stop. Guidance: 02 On paved roadway approaches to passive grade crossings where a STOP sign is installed in conjunction with the Crossbuck sign, a stop line should be installed to indicate the point behind which highway vehicles are required to stop or as near to that point as practical. 03 If a stop line is used, it should be a transverse line at a right angle to the traveled way and should be placed approximately 8 feet in advance of the gate (if present), but no closer than 15 feet in advance of the nearest rail.
Sect. 8B.28 December 2009 2009 Edition Page 767
Option: 04 On paved roadway approaches to passive grade crossings where a YIELD sign is installed in conjunction with the Crossbuck sign, a yield line (see Section 3B.16) or a stop line may be installed to indicate the point behind which highway vehicles are required to yield or stop or as near to that point as practical. Guidance: 05 If a yield line is used, it should be a transverse line (see Figure 3B-16) at a right angle to the traveled way and should be placed no closer than 15 feet in advance of the nearest rail (see Figure 8B-7). Section 8B.29 Dynamic Envelope Markings Support: 01 The dynamic envelope (see Figures 8B-8 and 8B-9) markings indicate the clearance required for the train or LRT equipment overhang resulting from any combination of loading, lateral motion, or suspension failure. Option: 02 Dynamic envelope markings may be installed at all grade crossings, unless a Four-Quadrant Gate system (see Section 8C.06) is used. Standard: 03 If used, pavement markings for indicating the dynamic envelope shall comply with the provisions of Part 3 and shall be a 4-inch normal solid white line or contrasting pavement color and/or contrasting pavement texture. Guidance: 04 If pavement markings are used to convey the dynamic envelope, they should be placed completely outside of the dynamic envelope. If used, dynamic envelope pavement markings should be placed on the highway 6 feet
Figure 8B-8. Example of Dynamic Envelope Pavement Markings at Grade Crossings
Dynamic Legend envelope Direction of travel
Note: In an effort to simplify the figure to show the dynamic envelope markings, not Optional 4-inch all pavement markings or other required white pavement traffic control devices are shown. markings
The distance between the rail and the dynamic envelope pavement marking should be equal to 6 feet unless otherwise advised by the operating railroad or light rail transit agency.
Dynamic envelope
December 2009 Sect. 8B.28 to 8B.29 Page 768 2009 Edition
Figure 8B-9. Examples of Light Rail Transit Vehicle Dynamic Envelope Markings for Mixed-Use Alignments A - Pavement Markings B - Contrasting Color and/or Texture
Differential or contrasting pavement color and/or texture
Additional clearance for Additional clearance for light rail vehicle ends and light rail vehicle ends and middle ordinate overhang middle ordinate overhang around curves around curves
Legend Direction of travel
Roadway or sidewalk Light rail transit Roadway or sidewalk vehicle dynamic envelope Edge pavement markings Edge pavement markings
Differential, contrasting pavement texture and/or color
from and parallel to the nearest rail unless the operating railroad company or LRT agency advises otherwise. The pavement markings should extend across the roadway as shown in Figure 8B-8. The dynamic envelope pavement markings should not be placed perpendicular to the roadway at skewed grade crossings. Option: 05 In semi-exclusive LRT alignments, the dynamic envelope markings may be along the LRT trackway between intersections where the trackway is immediately adjacent to travel lanes and no physical barrier is present. 06 In mixed-use LRT alignments, the dynamic envelope markings may be continuous between intersections (see Figure 8B-9). 07 In mixed-use LRT alignments, pavement markings for adjacent travel or parking lanes may be used instead of dynamic envelope markings if the lines are outside the dynamic envelope.
Sect. 8B.29 December 2009 2009 Edition Page 769
CHAPTER 8C. FLASHING-LIGHT SIGNALS, GATES, AND TRAFFIC CONTROL SIGNALS Section 8C.01 Introduction Support: 01 Active traffic control systems inform road users of the approach or presence of rail traffic at grade crossings. These systems include four-quadrant gate systems, automatic gates, flashing-light signals, traffic control signals, actuated blank-out and variable message signs, and other active traffic control devices. 02 A composite drawing (see Figure 8C-1) shows a post-mounted flashing-light signal (two light units mounted in a horizontal line), a flashing-light signal mounted on an overhead structure, and an automatic gate assembly. Option: 03 Post-mounted and overhead flashing-light signals may be used separately or in combination with each other as determined by an engineering study. Also, flashing-light signals may be used without automatic gate assemblies, as determined by an engineering study. Standard: 04 The meaning of flashing-light signals and gates shall be as stated in the “Uniform Vehicle Code” (see Sections 11-701 and 11-703 of the UVC), which is available from the National Committee on Uniform Traffic Laws and Ordinances (see Page i for the address). 05 Location and clearance dimensions for flashing-light signals and gates shall be as shown in Figure 8C-1. 06 When there is a curb, a horizontal offset of at least 2 feet shall be provided from the face of the vertical curb to the closest part of the signal or gate arm in its upright position. When a cantilevered-arm flashing-light signal is used, the vertical clearance shall be at least 17 feet above the crown of the highway to the lowest point of the signal unit. 07 Where there is a shoulder, but no curb, a horizontal offset of at least 2 feet from the edge of a paved or surfaced shoulder shall be provided, with an offset of at least 6 feet from the edge of the traveled way. 08 Where there is no curb or shoulder, the minimum horizontal offset shall be 6 feet from the edge of the traveled way. Guidance: 09 Equipment housings (controller cabinets) should have a lateral offset of at least 30 feet from the edge of the highway, and where railroad or LRT property and conditions allow, at least 25 feet from the nearest rail. 10 If a pedestrian route is provided, sufficient clearance from supports, posts, and gate mechanisms should be maintained for pedestrian travel. 11 When determined by an engineering study, a lateral escape route to the right of the highway in advance of the grade crossing traffic control devices should be kept free of guardrail or other ground obstructions. Where guardrail is not deemed necessary or appropriate, barriers should not be used for protecting signal supports. 12 The same lateral offset and roadside safety features should apply to flashing-light signal and automatic gate locations on both the right-hand and left-hand sides of the roadway. Option: 13 In industrial or other areas involving only low-speed highway traffic or where signals are vulnerable to damage by turning truck traffic, guardrail may be installed to provide protection for the signal assembly. Guidance: 14 Where both traffic control signals and flashing-light signals (with or without automatic gates) are in operation at the same highway-LRT grade crossing, the operation of the devices should be coordinated to avoid any display of conflicting signal indications. Support: 15 LRT typically operates through grade crossings in semi-exclusive and mixed-use alignments at speeds between 10 and 65 mph. 16 When LRT speed is cited in this Part, it refers to the maximum speed at which LRT equipment is permitted to traverse a particular grade crossing. Section 8C.02 Flashing-Light Signals Support: 01 Section 8C.03 contains additional information regarding flashing-light signals at highway-LRT grade crossings in semi-exclusive and mixed-use alignments.
December 2009 Sect. 8C.01 to 8C.02 Page 770 2009 Edition
Figure 8C-1. Composite Drawing of Active Traffic Control Devices for Grade Crossings Showing Clearances
Length as specified
8 inches or 12 inches 17 ft MIN. clearance above crown of roadway
Edge of the traffic control device that is nearest to the 30 inches roadway
15 inches 7.5 ft MIN. 4.25 ft MAX. 9.5 ft MAX. 25.4 inches MAX. Minimum of three red lights positioned as appropriate for approaching traffic
Counterweight (see Note 1) 3.5 ft MIN. 4.5 ft MAX. 2 ft* 4 inches MAX. above ground level (see Note 2)
Crown of the roadway *For locating this reference line on an approach that does not have a curb, see Section 8C.01.
Notes: 1. Where gates are located in the median, additional median width may be required to provide the minimum clearance for the counterweight supports. 2. The top of the signal foundation should be no more than 4 inches above the surface of the ground and should be at the same elevation as the crown of the roadway. Where site conditions would not allow this to be achieved, the shoulder side slope should be re-graded or the height of the signal post should be adjusted to meet the 17-foot vertical clearance requirement.
Sect. 8C.02 December 2009 2009 Edition Page 771
Standard: 02 If used, the flashing-light signal assembly (shown in Figure 8C-1) on the side of the highway shall include a standard Crossbuck (R15-1) sign, and where there is more than one track, a supplemental Number of Tracks (R15-2P) plaque, all of which indicate to motorists, bicyclists, and pedestrians the location of a grade crossing. Option: 03 At highway-rail grade crossings, bells or other audible warning devices may be included in the assembly and may be operated in conjunction with the flashing lights to provide additional warning for pedestrians, bicyclists, and/or other non-motorized road users. Standard: 04 When indicating the approach or presence of rail traffic, the flashing-light signal shall display toward approaching highway traffic two red lights mounted in a horizontal line flashing alternately. 05 If used, flashing-light signals shall be placed to the right of approaching highway traffic on all highway approaches to a grade crossing. They shall be located laterally with respect to the highway in compliance with Figure 8C-1 except where such location would adversely affect signal visibility. 06 If used at a grade crossing with highway traffic in both directions, back-to-back pairs of lights shall be placed on each side of the tracks. On multi-lane one-way streets and divided highways, flashing-light signals shall be placed on the approach side of the grade crossing on both sides of the roadway or shall be placed above the highway. 07 Each red signal unit in the flashing-light signal shall flash alternately. The number of flashes per minute for each lamp shall be 35 minimum and 65 maximum. Each lamp shall be illuminated approximately the same length of time. Total time of illumination of each pair of lamps shall be the entire operating time. Flashing-light units shall use either 8-inch or 12-inch nominal diameter lenses. Guidance: 08 In choosing between the 8-inch or 12-inch nominal diameter lenses for use in grade crossing flashing-light signals, consideration should be given to the principles stated in Section 4D.07. Standard: 09 Grade crossing flashing-light signals shall operate at a low voltage using storage batteries either as a primary or stand-by source of electrical energy. Provision shall be made to provide a source of energy for charging batteries. Option: 10 Additional pairs of flashing-light units may be mounted on the same supporting post and directed toward vehicular traffic approaching the grade crossing from other than the principal highway route, such as where there are approaching routes on highways closely adjacent to and parallel to the track(s). Standard: 11 References to lenses in this Section shall not be used to limit flashing-light signal optical units to incandescent lamps within optical assemblies that include lenses. Support: 12 Research has resulted in flashing-light signal optical units that are not lenses, such as, but not limited to, light emitting diode (LED) flashing-light signal modules. Option: 13 Flashing-light signals may be installed on overhead structures or cantilevered supports as shown in Figure 8C-1 where needed for additional emphasis, or for better visibility to approaching traffic, particularly on multi-lane approaches or highways with profile restrictions. 14 If it is determined by an engineering study that one set of flashing lights on the cantilever arm is not sufficiently visible to road users, one or more additional sets of flashing lights may be mounted on the supporting post and/or on the cantilever arm. Standard: 15 Breakaway or frangible bases shall not be used for overhead structures or cantilevered supports. 16 Except as otherwise provided in Paragraphs 13 through 15, flashing-light signals mounted overhead shall comply with the applicable provisions of this Section.
December 2009 Sect. 8C.02 Page 772 2009 Edition
Section 8C.03 Flashing-Light Signals at Highway-LRT Grade Crossings Support: 01 Section 8C.02 contains additional provisions regarding the design and operation of flashing-light signals, including those installed at highway-LRT grade crossings. Standard: 02 Highway-LRT grade crossings in semi-exclusive alignments shall be equipped with flashing-light signals where LRT speeds exceed 35 mph. Flashing-light signals shall be clearly visible to motorists, pedestrians, and bicyclists. 03 If flashing-light signals are in operation at a highway-LRT crossing that is used by pedestrians, bicyclists, and/or other non-motorized road users, an audible device such as a bell shall also be provided and shall be operated in conjunction with the flashing-light signals. Guidance: 04 Where the crossing is at a location other than an intersection and LRT speeds exceed 25 mph, flashing-light signals should be installed. Option: 05 Traffic control signals may be used instead of flashing-light signals at highway-LRT grade crossings within highway-highway intersections where LRT speeds do not exceed 35 mph. Traffic control signals or flashing-light signals may be used where the crossing is at a location other than an intersection, where LRT speeds do not exceed 25 mph, and when the roadway is a low-volume street where prevailing speeds do not exceed 25 mph. Section 8C.04 Automatic Gates Support: 01 An automatic gate is a traffic control device used in conjunction with flashing-light signals. Standard: 02 The automatic gate (see Figure 8C-1) shall consist of a drive mechanism and a fully retroreflectorized red- and white-striped gate arm with lights. When in the down position, the gate arm shall extend across the approaching lanes of highway traffic. 03 In the normal sequence of operation, unless constant warning time detection or other advanced system requires otherwise, the flashing-light signals and the lights on the gate arm (in its normal upright position) shall be activated immediately upon detection of approaching rail traffic. The gate arm shall start its downward motion not less than 3 seconds after the flashing-light signals start to operate, shall reach its horizontal position at least 5 seconds before the arrival of the rail traffic, and shall remain in the down position as long as the rail traffic occupies the grade crossing. 04 When the rail traffic clears the grade crossing, and if no other rail traffic is detected, the gate arm shall ascend to its upright position, following which the flashing-light signals and the lights on the gate arm shall cease operation. 05 Gate arms shall be fully retroreflectorized on both sides and shall have vertical stripes alternately red and white at 16-inch intervals measured horizontally. Support: 06 It is acceptable to replace a damaged gate with a gate having vertical stripes even if the other existing gates at the same grade crossing have diagonal stripes; however, it is also acceptable to replace a damaged gate with a gate having diagonal stripes if the other existing gates at the same grade crossing have diagonal stripes in order to maintain consistency per the provisions of Paragraph 24 of the Introduction. Standard: 07 Gate arms shall have at least three red lights as provided in Figure 8C-1. 08 When activated, the gate arm light nearest the tip shall be illuminated continuously and the other lights shall flash alternately in unison with the flashing-light signals. 09 The entrance gate arm mechanism shall be designed to fail safe in the down position. Guidance: 10 The gate arm should ascend to its upright position in 12 seconds or less. 11 In its normal upright position, when no rail traffic is approaching or occupying the grade crossing, the gate arm should be either vertical or nearly so (see Figure 8C-1). 12 In the design of individual installations, consideration should be given to timing the operation of the gate arm to accommodate large and/or slow-moving highway vehicles.
Sect. 8C.03 to 8C.04 December 2009 2009 Edition Page 773
13 The gates should cover the approaching highway to block all highway vehicles from being driven around the gate without crossing the center line. Option: 14 The effectiveness of gates may be enhanced by the use of channelizing devices or raised median islands to discourage driving around lowered automatic gates. 15 Where gates are located in the median, additional median width may be required to provide the minimum clearance for the counterweight supports. 16 Automatic gates may be supplemented by cantilevered flashing-light signals (see Figure 8C-1) where there is a need for additional emphasis or better visibility. Section 8C.05 Use of Automatic Gates at LRT Grade Crossings Guidance: 01 Highway-LRT grade crossings in semi-exclusive alignments should be equipped with automatic gates and flashing-light signals (see Sections 8C.02 and 8C.03) where LRT speeds exceed 35 mph. Option: 02 Where a highway-LRT grade crossing is at a location other than an intersection, where LRT speeds exceed 25 mph, automatic gates and flashing-light signals may be installed. 03 Traffic control signals may be used instead of automatic gates at highway-LRT grade crossings within highway-highway intersections where LRT speeds do not exceed 35 mph. Traffic control signals or flashing-light signals without automatic gates may be used where the crossing is at a location other than an intersection and where LRT speeds do not exceed 25 mph and the roadway is a low-volume street where prevailing speeds do not exceed 25 mph. Section 8C.06 Four-Quadrant Gate Systems Option: 01 Four-Quadrant Gate systems may be installed to improve safety at grade crossings based on an engineering study when less restrictive measures, such as automatic gates and median islands, are not effective. Standard: 02 A Four-Quadrant Gate system shall consist of entrance and exit gates that control and block road users on all lanes entering and exiting the grade crossing. 03 The Four-Quadrant Gate system shall use a series of drive mechanisms and fully retroreflectorized red- and white-striped gate arms with lights, and when in the down position the gate arms extend individually across the entrance and exit lanes of the roadway as shown in Figure 8C-2. Standards contained in Sections 8C.01 through 8C.03 for flashing-light signals shall be followed for signal specifications, location, and clearance distances. 04 In the normal sequence of operation, unless constant warning time detection or other advanced system requires otherwise, the flashing-light signals and the lights on the gate arms (in their normal upright positions) shall be activated immediately upon the detection of approaching rail traffic. The gate arms for the entrance lanes of traffic shall start their downward motion not less than 3 seconds after the flashing-light signals start to operate and shall reach their horizontal position at least 5 seconds before the arrival of the rail traffic. Exit gate arm activation and downward motion shall be based on detection or timing requirements established by an engineering study of the individual site. The gate arms shall remain in the down position as long as the rail traffic occupies the grade crossing. 05 When the rail traffic clears the grade crossing, and if no other rail traffic is detected, the gate arms shall ascend to their upright positions, following which the flashing-light signals and the lights on the gate arms shall cease operation. 06 Gate arm design, colors, and lighting requirements shall be in accordance with the Standards contained in Section 8C.04. 07 Except as provided in Paragraph 19, the exit gate arm mechanism shall be designed to fail-safe in the up position. 08 At locations where gate arms are offset a sufficient distance for highway vehicles to drive between the entrance and exit gate arms, median islands (see Figure 8C-2) shall be installed in accordance with the needs established by an engineering study. Guidance: 09 The gate arm should ascend to its upright position in 12 seconds or less.
December 2009 Sect. 8C.04 to 8C.06 Page 774 2009 Edition
Figure 8C-2. Example of Location Plan for Flashing-Light Signals and Four-Quadrant Gates
Median island between gates (as determined by an engineering study)
12 ft 12 ft MIN. MIN. CK TRA
TRA CK 10 ft 10 ft MIN. MIN. 10 ft 10 ft MIN. MIN. TRA CK CK TRA
12 ft 12 ft MIN. MIN.
OBTUSE ANGLE ACUTE ANGLE
12 ft MIN. 12 ft MIN.
TRACK
12 ft MIN. 12 ft MIN.
Lateral clearances shall be in accordance with Figure 8C-1 and Chapter 8C. Legend RIGHT ANGLE Note: In an effort to simplify the figure Direction of travel to show typical location plans for Entrance gate flashing-light signals and four- Exit gate quadrant gates, not all traffic control devices are shown on this figure.
Sect. 8C.06 December 2009 2009 Edition Page 775
10 Four-Quadrant Gate systems should only be used in locations with constant warning time detection. 11 The operating mode of the exit gates should be determined based upon an engineering study, with input from the affected railroad company or LRT agency. 12 If the Timed Exit Gate Operating Mode is used, the engineering study, with input from the affected railroad company or LRT agency, should also determine the Exit Gate Clearance Time (see definition in Section 1A.13). 13 If the Dynamic Exit Gate Operating Mode is used, highway vehicle intrusion detection devices that are part of a system that incorporates processing logic to detect the presence of highway vehicles within the minimum track clearance distance should be installed to control exit gate operation. 14 Regardless of which exit gate operating mode is used, the Exit Gate Clearance Time should be considered when determining additional time requirements for the Minimum Warning Time. 15 If a Four-Quadrant Gate system is used at a location that is adjacent to an intersection that could cause highway vehicles to queue within the minimum track clearance distance, the Dynamic Exit Gate Operating Mode should be used unless an engineering study indicates otherwise. 16 If a Four-Quadrant Gate system is interconnected with a highway traffic signal, backup or standby power should be considered for the highway traffic signal. Also, circuitry should be installed to prevent the highway traffic signal from leaving the track clearance green interval until all of the gates are lowered. 17 At locations where sufficient space is available, exit gates should be positioned downstream from the track a distance that provides a safety zone long enough to accommodate at least one design vehicle between the exit gate and the nearest rail. 18 Four-Quadrant Gate systems should include remote health (status) monitoring capable of automatically notifying railroad or LRT signal maintenance personnel when anomalies have occurred within the system. Option: 19 Exit gate arms may fail in the down position if the grade crossing is equipped with remote health (status) monitoring. 20 Four-Quadrant Gate installations may include median islands between opposing lanes on an approach to a grade crossing. Guidance: 21 Where sufficient space is available, median islands should be at least 60 feet in length. Section 8C.07 Wayside Horn Systems Option: 01 A wayside horn system (see definition in Section 1A.13) may be installed in compliance with 49 CFR Part 222 to provide audible warning directed toward the road users at a highway-rail or highway-LRT grade crossing or at a pathway grade crossing. Standard: 02 Wayside horn systems used at grade crossings where the locomotive horn is not sounded shall be equipped and shall operate in compliance with the requirements of Appendix E to 49 CFR Part 222. Guidance: 03 The same lateral clearance and roadside safety features should apply to wayside horn systems as described in the Standards contained in Section 8C.01. Wayside horn systems, when mounted on a separate pole assembly, should be installed no closer than 15 feet from the center of the nearest track and should be positioned to not obstruct the motorists’ line of sight of the flashing-light signals. Section 8C.08 Rail Traffic Detection Standard: 01 The devices employed in active traffic control systems shall be actuated by some form of rail traffic detection. 02 Rail traffic detection circuits, insofar as practical, shall be designed on the fail-safe principle. 03 Flashing-light signals shall operate for at least 20 seconds before the arrival of any rail traffic, except as provided in Paragraph 4. Option: 04 On tracks where all rail traffic operates at less than 20 mph and where road users are directed by an authorized person on the ground to not enter the crossing at all times that approaching rail traffic is about to occupy the crossing, a shorter signal operating time for the flashing-light signals may be used.
December 2009 Sect. 8C.06 to 8C.08 Page 776 2009 Edition
05 Additional warning time may be provided when determined by an engineering study. Guidance: 06 Where the speeds of different rail traffic on a given track vary considerably under normal operation, special devices or circuits should be installed to provide reasonably uniform notice in advance of all rail traffic movements over the grade crossing. Special control features should be used to eliminate the effects of station stops and switching operations within approach control circuits to prevent excessive activation of the traffic control devices while rail traffic is stopped on or switching upon the approach track control circuits. Section 8C.09 Traffic Control Signals at or Near Highway-Rail Grade Crossings Option: 01 Traffic control signals may be used instead of flashing-light signals to control road users at industrial highway-rail grade crossings and other places where train movements are very slow, such as in switching operations. Standard: 02 The appropriate provisions of Part 4 relating to traffic control signal design, installation, and operation shall be applicable where traffic control signals are used to control road users instead of flashing-light signals at highway-rail grade crossings. 03 Traffic control signals shall not be used instead of flashing-light signals to control road users at a mainline highway-rail grade crossing. Guidance: 04 If a highway-rail grade crossing is equipped with a flashing-light signal system and is located within 200 feet of an intersection or midblock location controlled by a traffic control signal, the traffic control signal should be provided with preemption in accordance with Section 4D.27. 05 Coordination with the flashing-light signal system, queue detection, or other alternatives should be considered for traffic control signals located farther than 200 feet from the highway-rail grade crossing. Factors to be considered should include traffic volumes, highway vehicle mix, highway vehicle and train approach speeds, frequency of trains, and queue lengths. 06 The highway agency or authority with jurisdiction and the regulatory agency with statutory authority, if applicable, should jointly determine the preemption operation and the timing of traffic control signals interconnected with highway-rail grade crossings adjacent to signalized highway intersections. Support: 07 Section 4D.27 includes a recommendation that traffic control signals that are adjacent to highway-rail grade crossings and that are coordinated with the flashing-light signals or that include railroad preemption features be provided with a back-up power supply. Standard: 08 Information regarding the type of preemption and any related timing parameters shall be provided to the railroad company so that they can design the appropriate train detection circuitry. 09 If preemption is provided, the normal sequence of traffic control signal indications shall be preempted upon the approach of trains to avoid entrapment of highway vehicles on the highway-rail grade crossing. 10 This preemption feature shall have an electrical circuit of the closed-circuit principle, or a supervised communication circuit between the control circuits of the highway-rail grade crossing warning system and the traffic control signal controller. The traffic control signal controller preemptor shall be activated via the supervised communication circuit or the electrical circuit that is normally energized by the control circuits of the highway-rail grade crossing warning system. The approach of a train to a highway-rail grade crossing shall de-energize the electrical circuit or activate the supervised communication circuit, which in turn shall activate the traffic control signal controller preemptor. This shall establish and maintain the preemption condition during the time the highway-rail grade crossing warning system is activated, except that when crossing gates exist, the preemption condition shall be maintained until the crossing gates are energized to start their upward movement. When multiple or successive preemptions occur, train activation shall receive first priority. Guidance: 11 If a highway-rail grade crossing is located within 50 feet (or within 75 feet for a highway that is regularly used by multi-unit highway vehicles) of an intersection controlled by a traffic control signal, the use of pre-signals to control traffic approaching the grade crossing should be considered.
Sect. 8C.08 to 8C.09 December 2009 2009 Edition Page 777
Standard: 12 If used, the pre-signals shall display a steady red signal indication during the track clearance portion of a signal preemption sequence to prohibit additional highway vehicles from crossing the railroad track. Guidance: 13 Consideration should be given to using visibility-limited signal faces (see definition in Section 1A.13) at the intersection for the downstream signal faces that control the approach that is equipped with pre-signals. Option: 14 The pre-signal phase sequencing may be timed with an offset from the downstream signalized intersection such that the railroad track area and the area between the railroad track and the downstream signalized intersection is generally kept clear of stopped highway vehicles. Standard: 15 If a pre-signal is installed at an interconnected highway-rail grade crossing near a signalized intersection, a STOP HERE ON RED (R10-6) sign shall be installed near the pre-signal or at the stop line if used. If there is a nearby signalized intersection with insufficient clear storage distance for a design vehicle, or the highway-rail grade crossing does not have gates, a No Turn on Red (R10-11, R10-11a, or R10-11b) sign (see Section 2B.53) shall be installed for the approach that crosses the railroad track, if applicable. Option: 16 At locations where a highway-rail grade crossing is located more than 50 feet (or more than 75 feet for a highway regularly used by multi-unit highway vehicles) from an intersection controlled by a traffic control signal, a pre-signal may be used if an engineering study determines a need. 17 If highway traffic signals must be located within close proximity to the flashing-light signal system, the highway traffic signals may be mounted on the same overhead structure as the flashing-light signals. Support: 18 Section 4C.10 describes the Intersection Near a Grade Crossing signal warrant that is intended for use at a location where the proximity to the intersection of a grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic control signal. 19 Section 4D.27 describes additional considerations regarding preemption of traffic control signals at or near highway-rail grade crossings. Section 8C.10 Traffic Control Signals at or Near Highway-LRT Grade Crossings Support: 01 There are two types of traffic control signals for controlling vehicular and LRT movements at interfaces of the two modes. The first is the standard traffic control signal described in Part 4, which is the focus of this Section. The other type of signal is referred to as an LRT signal and is discussed in Section 8C.11. Standard: 02 The provisions of Part 4 and Section 8C.09 relating to traffic control signal design, installation, and operation, including interconnection with nearby automatic gates or flashing-light signals, shall be applicable as appropriate where traffic control signals are used at highway-LRT grade crossings. 03 If traffic control signals are in operation at a crossing that is used by pedestrians, bicyclists, and/ or other non-motorized road users, an audible device such as a bell shall also be provided and shall be operated in conjunction with the traffic control signals. Guidance: 04 When a highway-LRT grade crossing equipped with a flashing-light signal system is located within 200 feet of an intersection or midblock location controlled by a traffic control signal, the traffic control signal should be provided with preemption in accordance with Section 4D.27. 05 Coordination with the flashing-light signal system should be considered for traffic control signals located more than 200 feet from the crossing. Factors to be considered should include traffic volumes, highway vehicle mix, highway vehicle and LRT approach speeds, frequency of LRT traffic, and queue lengths. 06 If the highway traffic signal has emergency-vehicle preemption capability, it should be coordinated with LRT operation. 07 Where LRT operates in a wide median, highway vehicles crossing the tracks and being controlled by both near and far side traffic signal faces should receive a protected left-turn green phase from the far side signal face to clear highway vehicles from the crossing when LRT equipment is approaching the crossing.
December 2009 Sect. 8C.09 to 8C.10 Page 778 2009 Edition
Option: 08 Green indications may be provided during LRT phases for highway vehicle, pedestrian, and bicycle movements that do not conflict with LRT movements. 09 Traffic control signals may be installed in addition to four-quadrant gate systems and automatic gates at a highway-LRT crossing if the crossing occurs within a highway-highway intersection and if the traffic control signals meet the warrants described in Chapter 4C. 10 At a location other than an intersection, when LRT speeds are less than 25 mph, traffic control signals alone may be used to control road users at highway-LRT grade crossings only when justified by an engineering study. 11 Typical circumstances may include: A. Geometric conditions preclude the installation of highway-LRT grade crossing warning devices. B. LRT vehicles share the same roadway with road users. C. Traffic control signals already exist. Support: 12 Section 4D.27 contains information regarding traffic control signals at or near highway-LRT grade crossings that are not equipped with highway-LRT grade crossing warning devices. 13 Section 4C.10 describes the Intersection Near a Grade Crossing signal warrant that is intended for use at a location where the proximity to the intersection of a grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic control signal. Guidance: 14 When a highway-LRT grade crossing exists within a signalized intersection, consideration should be given to providing separate turn signal faces (see definition in Section 1A.13) for the movements crossing the tracks. Standard: 15 Separate turn signal faces that are provided for turn movements toward the crossing shall display a steady red indication during the approach and/or passage of LRT traffic. Guidance: 16 When a signalized intersection that is located within 200 feet of a highway-LRT grade crossing is preempted, all existing turning movements toward the highway-LRT grade crossing should be prohibited. Support: 17 Section 8B.08 contains information regarding the prohibition of turning movements toward the crossing during preemption. 18 Part 4 contains information regarding signal phasing and timing requirements. Section 8C.11 Use of Traffic Control Signals for Control of LRT Vehicles at Grade Crossings Guidance: 01 LRT movements in semi-exclusive alignments at non-gated grade crossings that are equipped with traffic control signals should be controlled by special LRT signal indications. 02 LRT traffic control signals that are used to control LRT movements only should display the signal indications illustrated in Figure 8C-3. Support: 03 Section 4D.27 contains information about the use of the signal indications shown in Figure 8C-3 for the control of exclusive bus movements at “queue jumper lanes” and for the control of exclusive bus rapid transit movements on semi-exclusive or mixed-use alignments. Option: 04 Standard traffic control signals may be used instead of LRT traffic control signals to control the movement of LRT vehicles (see Section 8C.10). Standard: 05 If a separate set of standard traffic control signal indications (red, yellow, and green circular and arrow indications) is used to control LRT movements, the indications shall be positioned so they are not visible to motorists, pedestrians, and bicyclists (see Section 4D.12). 06 If the LRT crossing control is separate from the intersection control, the two shall be interconnected. The LRT signal phase shall not be terminated until after the LRT vehicle has cleared the crossing.
Sect. 8C.10 to 8C.11 December 2009 2009 Edition Page 779
Option: 07 LRT signals may be used at grade crossings and at intersections in mixed-use alignments in conjunction with standard traffic control signals where special LRT signal phases are used to accommodate turning LRT vehicles or where additional LRT clearance time is desirable. Guidance: 08 LRT signal faces should be separated vertically or horizontally from the nearest highway traffic signal face for the same approach by at least 3 feet.
Figure 8C-3. Light Rail Transit Signals
Three-Lens Signal Two-Lens Signal
SINGLE LRT STOP ROUTE PREPARE Flashing STOP TO STOP (2) GO GO
TWO LRT ROUTE DIVERSION
Flashing
(1) (1),(2)
Flashing
(1) (1),(2)
THREE LRT ROUTE DIVERSION Flashing
(1) (1),(2)
Notes: All aspects (or signal indications) are white. (1) Could be in single housing. (2) “Go” lens may be used in flashing mode to indicate “prepare to stop”.
December 2009 Sect. 8C.11 Page 780 2009 Edition
Section 8C.12 Grade Crossings Within or In Close Proximity to Circular Intersections Support: 01 At circular intersections, such as roundabouts and traffic circles, that include or are within close proximity to a grade crossing, a queue of vehicular traffic could cause highway vehicles to stop on the grade crossing. Standard: 02 Where circular intersections include or are within 200 feet of a grade crossing, an engineering study shall be made to determine if queuing could impact the grade crossing. If traffic queues impact the grade crossing, provisions shall be made to clear highway traffic from the grade crossing prior to the arrival of rail traffic. Support: 03 Among the actions that can be taken to keep the grade crossing clear of traffic or to clear traffic from the grade crossing prior to the arrival of rail traffic are the following: A. Elimination of the circular intersection, B. Geometric design revisions, C. Grade crossing regulatory and warning devices, D. Highway traffic signals, E. Traffic metering devices, F. Activated signs, or G. A combination of these or other actions. Section 8C.13 Pedestrian and Bicycle Signals and Crossings at LRT Grade Crossings Guidance: 01 Where LRT tracks are immediately adjacent to other tracks or a road, pedestrian signalization should be designed to avoid having pedestrians wait between sets of tracks or between the tracks and the road. If adequate space exists for a pedestrian refuge and is justified based on engineering judgment, additional pedestrian signal heads, signing, and detectors should be installed (see Section 4E.08). Standard: 02 When used at LRT crossings, pedestrian signal heads shall comply with the provisions of Section 4E.04. Guidance: 03 Flashing-light signals (see Figure 8C-4) with a Crossbuck (R15-1) sign and an audible device should be installed at pedestrian and bicycle crossings where an engineering study has determined that the sight distance is not sufficient for pedestrians and bicyclists to complete their crossing prior to the arrival of the LRT traffic at the crossing, or where LRT speeds exceed 35 mph. 04 If an engineering study shows that flashing-light signals with a Crossbuck sign and an audible device would not provide sufficient notice of an approaching LRT traffic, the LOOK (R15-8) sign (see Figure 8C-4) and/or pedestrian gates should be considered (see Figures 8C-5 through 8C-7). Support: 05 A pedestrian gate is similar to an automatic gate except the gate arm is shorter. 06 The swing gate alerts pedestrians to the LRT tracks that are to be crossed. Swing gates are designed to open away from the tracks, requiring users to pull the gate open to cross, but permitting a quick exit from the trackway, and to automatically close. Option: 07 Swing gates may be installed across pedestrian and bicycle walkways (see Figure 8C-8). 08 Pedestrian barriers at offset crossings may be used at pedestrian and bicycle crossings as passive devices that force users to face approaching LRT before entering the trackway (see Figures 8C-9 and 8C-10).
Sect. 8C.12 to 8C.13 December 2009 2009 Edition Page 781
Figure 8C-4. Example of Flashing-Light Signal Assembly for Pedestrian Crossings
Audible device
R15-8
7.5 ft MIN. to 9.5 ft MAX.
7 ft MIN.
Pipe post
4 inches MAX.
Ground level
December 2009 Sect. 8C.13 Page 782 2009 Edition
Figure 8C-5. Example of a Shared Pedestrian/Roadway Gate Audible device
4 inches MAX. Curb Sidewalk
7 ft MIN.
Figure 8C-6. Example of a Separate Pedestrian Gate Audible device
For locating this reference line on an approach that does not have a curb, see Section 8C.01.
Note: The provision of a separate pedestrian gate is optional based upon site-specific conditions. If a separate pedestrian gate is provided, the need for a separate Crossbuck sign, audible device, and flashing-light signals should be determined based upon site-specific conditions such as the proximity of the sidewalk or shared-use path to the roadway grade crossing devices.
4 inches MAX. Sidewalk or Curb shared-use path
2 ft.*
Sect. 8C.13 December 2009 2009 Edition Page 783
Figure 8C-7. Examples of Placement of Pedestrian Gates
Fence with 43-inch MAX. height Fence with 43-inch MAX. height
Pedestrian gate Pedestrian/roadway gate Sidewalk
CL CL Contrasting pavement color or texture Legend GATE SUPPORT BEHIND SIDEWALK Direction of travel
Fence with 43-inch MAX. height Fence with 43-inch MAX. height
Pedestrian gate Pedestrian gate Sidewalk
CL CL Contrasting pavement Roadway gate color or texture
GATE SUPPORT BETWEEN SIDEWALK AND ROADWAY
December 2009 Sect. 8C.13 Page 784 2009 Edition
Figure 8C-8. Example of Swing Gates
Fence with 43-inch MAX. height
Contrasting pavement Legend color or texture Direction of travel
CL
4 ft MIN. 6.25 ft MIN.
Fence with 43-inch MAX. height
Figure 8C-9. Example of Pedestrian Barriers at an Offset Grade Crossing
Fence with 43-inch MAX. height Fence with 43-inch MAX. height
2 ft Legend Direction of travel Pedestrian path
2 ft
2 ft
Contrasting pavement Pedestrian barriers with color or texture 43-inch MAX. height
Sect. 8C.13 December 2009 2009 Edition Page 785
Figure 8C-10. Examples of Pedestrian Barrier Installation at an Offset Non-Intersection Grade Crossing
Fence with 43-inch MAX. height Fence with 43-inch MAX. height
Contrasting pavement color or texture
2 ft
6.25 ft MIN.
CL Legend Direction of travel
Fence with 43-inch MAX. height Fence with 43-inch MAX. height
Contrasting pavement color or texture
2 ft
6.25 ft MIN.
CL
December 2009 Sect. 8C.13 Page 786 2009 Edition
CHAPTER 8D. PATHWAY GRADE CROSSINGS Section 8D.01 Purpose Support: 01 Traffic control for pathway grade crossings includes all signs, signals, markings, other warning devices, and their supports at pathway grade crossings and along pathway approaches to grade crossings. The function of this traffic control is to promote safety and provide effective operation of both rail and pathway traffic at pathway grade crossings. 02 Except as specifically provided in this Chapter, sidewalks are considered to be part of a highway-rail or highway-LRT grade crossing rather than a pathway grade crossing, and are covered by the provisions of Chapters 8B and 8C rather than by the provisions of this Chapter. However, many of the treatments outlined in this Chapter are applicable to sidewalks adjacent to highway-rail or highway-LRT grade crossings, including detectable warnings, swing gates, and automatic gates. 03 Crosswalks at intersections where pedestrians cross LRT tracks in mixed-use alignments are covered by the provisions of Section 3B.18 rather than by the provisions of this Chapter. Section 8D.02 Use of Standard Devices, Systems, and Practices Guidance: 01 The public agency with jurisdiction over the pathway and the regulatory agency with statutory authority, if applicable, should jointly determine the need and selection of devices at a pathway grade crossing, including the appropriate traffic control system to be used. Section 8D.03 Pathway Grade Crossing Signs and Markings Standard: 01 Pathway grade crossing signs shall be standard in shape, legend, and color. 02 Traffic control devices mounted adjacent to pathways at a height of less than 8 feet measured vertically from the bottom edge of the device to the elevation of the near edge of the pathway surface shall have a minimum lateral offset of 2 feet from the near edge of the device to the near edge of the pathway (see Figure 9B-1). 03 The minimum mounting height for post-mounted signs on pathways shall be 4 feet, measured vertically from the bottom edge of the sign to the elevation of the near edge of the pathway surface (see Figure 9B-1). 04 Pathway grade crossing traffic control devices shall be located a minimum of 12 feet from the center of the nearest track. 05 The minimum sizes of pathway grade crossing signs shall be as shown in the shared-use path column in Table 9B-1. 06 When overhead traffic control devices are used on pathways, the clearance from the bottom edge of the device to the pathway surface directly under the sign or device shall be at least 8 feet. Guidance: 07 If pathway users include those who travel faster than pedestrians, such as bicyclists or skaters, the use of warning signs and pavement markings in advance of the pathway grade crossing (see Figure 8D-1) should be considered. Section 8D.04 Stop Lines, Edge Lines, and Detectable Warnings Guidance: 01 If used at pathway grade crossings, the pathway stop line should be a transverse line at the point where a pathway user is to stop. The pathway stop line should be placed at least 2 feet further from the nearest rail than the gate, counterweight, or flashing-light signals (if any of these are present) is placed, and at least 12 feet from the nearest rail. Option: 02 Edge lines (see Section 3B.06) may be used on approach to and across the tracks at a pathway grade crossing, a sidewalk at a highway-rail or highway-LRT grade crossing, or a station crossing to delineate the designated pathway user route. Support: 03 Edge line delineation can be beneficial where the distance across the tracks is long, commonly because of a skewed grade crossing or because of multiple tracks, or where the pathway surface is immediately adjacent to a traveled way.
Sect. 8D.01 to 8D.04 December 2009 2009 Edition Page 787
Figure 8D-1. Example of Signing and Markings for a Pathway Grade Crossing
12 ft MIN. Shared-use path
R15-8 (optional)
R15-1 YIELD or STOP signs are used at passive 50 ft R15-2P crossings only OR R1-2 R1-1
50 ft
W10-1
04 Detectable warning surfaces (see Section 3B.18) that contrast visually with adjacent walking surfaces, either light-on-dark or dark-on-light, can be used to warn pedestrians about the locations of the tracks at a grade crossing. The “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see Section 1A.11) contains specifications for design and placement of detectable warning surfaces. Section 8D.05 Passive Devices for Pathway Grade Crossings Standard: 01 Except as provided in Paragraph 2, where active traffic control devices are not used, a Crossbuck Assembly shall be installed on each approach to a pathway grade crossing. Option: 02 The Crossbuck Assembly may be omitted at station crossings and on the approaches to a pathway grade crossing that is located within 25 feet of the traveled way at a highway-rail or highway-LRT grade crossing. Guidance: 03 The pathway user’s ability to detect the presence of approaching rail traffic should be considered in determining the type and placement of traffic control devices or design features (such as fencing or swing gates). 04 Nighttime visibility should be considered if design features (such as fencing or swing gates) are used to channelize pathway users. 05 If automatic gates and swing gates are used, the pathway should be channelized to direct users to the entrance to and exit from the pathway grade crossing. December 2009 Sect. 8D.04 to 8D.05 Page 788 2009 Edition
Standard: 06 If used, swing gates shall be designed to open away from the track(s) so that pathway users can quickly push the gate open when moving away from the track(s). If used, swing gates shall be designed to automatically return to the closed position after each use. Option: 07 When used in conjunction with automatic gates at pathway grade crossings, swing gates may be equipped with a latching device that permits the gate to be opened only from the track side of the gate. Support: 08 The “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see Section 1A.11) contains information regarding spring hinges and door and gate opening forces for swing gates. Section 8D.06 Active Traffic Control Systems for Pathway Grade Crossings Standard: 01 If used at a pathway grade crossing, an active traffic control system shall include flashing-light signals for each direction of the pathway. A bell or other audible warning device shall also be provided. Option: 02 Separate active traffic control devices may be omitted at a pathway grade crossing that is located within 25 feet of the traveled way of a highway-rail or highway-LRT grade crossing that is equipped with an active traffic control system. Standard: 03 If used at pathway grade crossings, alternately flashing red lights shall be aligned horizontally and the light units shall have a diameter of at least 4 inches. The minimum mounting height of the flashing red lights shall be 4 feet, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway surface. Option: 04 Traffic control devices may be installed between the tracks at multiple track crossings at stations. Standard: 05 The mounting height for flashing lights that are installed between the tracks at multiple track crossings at stations shall be a minimum of 1 foot, measured vertically from the bottom edge of the lights to the elevation of the near edge of the pathway surface. Option: 06 Automatic gates may be used at pathway grade crossings. Guidance: 07 If used at a pathway grade crossing, the height of the automatic gate arm when in the down position should be a minimum of 2.5 feet and a maximum of 4 feet above the sidewalk. 08 If used, the gate configuration, which might include a combination of automatic gates and swing gates, should provide for full width coverage of the pathway on both approaches to the track. Standard: 09 Where a sidewalk is located between the edge of a roadway and the support for a gate arm that extends across the sidewalk and into the roadway, the location, placement, and height prescribed for vehicular gates shall be used (see Section 8C.04). Guidance: 10 If a separate automatic gate is used for a sidewalk, the height of the gate arm when in the down position should be a minimum of 2.5 feet and a maximum of 4 feet above the sidewalk. 11 If a separate automatic gate is used for a sidewalk at a highway-rail or highway-LRT grade crossing, instead of a supplemental or auxiliary gate arm installed as a part of the same mechanism as the vehicular gate, a separate mechanism should be provided for the sidewalk gate to prevent a pedestrian from raising the vehicular gate.
Sect. 8D.05 to 8D.06 December 2009
Official Interpretations of Part 8 of the MUTCD:
• 8(09)-1 - Width of Retroreflective Strip on Round Support (3/10/2010) • 8(09)-2 - Compliance Date for Vertical Stripes on RR Gates (8/17/2010) • 8(09)-3 - Use of Single Gate Mechanisms at Grade Crossings (8/24/2010) • 8(09)-7 - Size of YIELD and STOP Signs at Grade Crossings (4/8/2011) • 8(09)-19 - Positioning of Signal Faces at Pre-Signals (11/5/2014) • 8(09)-21 - Use of Tubular Markers at Grade Crossings (3/9/2016)
http://mutcd.fhwa.dot.gov/resources/interpretations/index.htm
Part 8 – Traffic Control for Railroad and Light Rail Transit Grade Crossings: Frequently Asked Questions
http://mutcd.fhwa.dot.gov/knowledge/faqs/faq_part8.htm
General
1. Q: Are trolleys considered light rail transit for the purposes of the MUTCD? A: Yes, streetcars and trolleys are considered to be LRT traffic or equipment. Definition 104 in Section 1A.13 in the 2009 MUTCD specifically mentions these types of LRT vehicles. 2. Q: How are temporary traffic control zones addressed in the MUTCD in urban areas where trolleys operate in a mixed-use alignment (trolleys operate in the street with motor vehicles)? A: The MUTCD contains provisions regarding temporary traffic control zones involving LRT operations in Section 8A.08 in the 2009 MUTCD. These apply to both mixed-use and semi- exclusive alignments.
Signs and Markings
1. Q: Some Crossbuck signs at passive grade crossings have a white retroreflective strip on the sign support, and some do not. Shouldn't all Crossbuck signs at passive grade crossings have this strip, to help make the crossings more conspicuous? A: Yes, and eventually they all will have the retroreflective strips. The requirement for these white retroreflective strips on both the front and back of Crossbuck sign supports at passive highway-rail and highway-light rail transit grade crossings was added with the 2000 Edition of the MUTCD. At the same time, a requirement was added to place a white retroreflective strip on the back of each blade of the Crossbuck sign itself at both passive and active grade crossings. For details, see Paragraph 7 of Section 8B.03 and Paragraphs 15 through 18 of Section 8B.04 in the 2009 MUTCD. In the 2000 MUTCD, the FHWA established a 10-year compliance period (until January 17, 2011) for these retroreflective white strips to be added to the Crossbuck sign blades and supports. However, Revision 2 to the 2009 MUTCD revised this compliance date to December 31, 2019 to make it simultaneous with the compliance date for Crossbuck Assemblies. Please also note that Paragraph 17 of Section 8B.04 in the 2009 MUTCD gives the option of using a red retroreflective strip instead of a white retroreflective strip on the front side of a Crossbuck sign support if a YIELD or STOP sign is also installed on the same support.
2. Q: Who is responsible for installing the retroreflective strips on the Crossbuck sign and its support, the public agency or the railroad? A: The responsibility for installation of the strips would be determined by the laws of each State, which might specify either the highway agency owning the road or the railroad company as being responsible for installing and maintaining the Crossbuck sign, its support, and other associated devices. 3. Q: Is a YIELD or STOP sign required in addition to the Crossbuck sign at all passive highway-rail grade crossings? A: Yes, except for those crossings where road users are always directed by an authorized person on the ground to not enter the crossing at all times that an approaching train is about to occupy the crossing. The combination of a YIELD or STOP sign and a Crossbuck sign is called a Crossbuck Assembly. The details of this assembly are described in Section 8B.04 and shown in Figures 8B-2 and 8B-3 in the 2009 MUTCD. Paragraphs 5 and 6 mention that the use of STOP signs in Crossbuck Assemblies at passive crossings should be limited to unusual conditions where requiring all vehicles to make a full stop is deemed essential by an engineering study that considers factors such as lines of sight, highway and railroad characteristics, and crash history. Indiscriminate use of the STOP sign at all or many passive grade crossings can result in poor compliance, which increases the collision risk at the crossing. 4. Q: Is a YIELD or STOP sign required in addition to the Crossbuck sign at passive highway-light rail transit grade crossings also? A: Yes, but only at highway-LRT grade crossings where a Crossbuck sign is used. Paragraphs 3 and 4 of Section 8B.03 in the 2009 MUTCD indicate that the use of a Crossbuck sign is required at all highway-rail grade crossings, but is optional at highway-LRT grade crossings. 5. Q: Is there a compliance date for the installation of YIELD or STOP signs in addition to the Crossbuck sign at passive grade crossings? A: Yes, the FHWA established a 10-year compliance period (until December 31, 2019) in the 2009 MUTCD for the installation of Crossbuck Assemblies at passive grade crossings. 6. Q: I understand that there are regulations that require certain commercial vehicles and school buses to stop at all highway-rail grade crossings except those posted as EXEMPT with an R15-3 sign. Who determines whether a grade crossing is exempt from the requirement for certain vehicles to always stop? A: Even if a YIELD sign is posted at a highway-rail grade crossing as a part of a Crossbuck Assembly, the Code of Federal Regulations (49 CFR 392.10) requires drivers of vehicles carrying passengers for hire, school buses carrying students, and vehicles carrying hazardous materials to stop before crossing the tracks. State or local laws or regulations establish which crossings may be posted as "exempt" from this requirement to stop, except when a train, locomotive, or other railroad equipment is approaching or occupying the highway-rail grade crossing, or the driver's view is blocked.
7. Q: Why is the "LOOK" sign in Part 8 of the MUTCD black-and-white rather than black-and-yellow? A: The LOOK (R15-8) sign is designed as a regulatory sign (black-on-white) because it reminds road users of the regulatory requirement to look both ways for trains before crossing, and it is placed at the point where this regulation applies, rather than in advance.
Flashing-Light Signals, Gates, and Traffic Control Signals
1. Q: At locations where traffic signals are at or near highway-rail grade crossings, how does the MUTCD address the fact that school buses are required to stop at crossings even if the traffic signal shows a green indication? A: Federal Motor Carrier Safety Administration regulations govern the operation of school buses and other types of commercial motor vehicles' operations at highway-rail grade crossings. This is not an MUTCD issue. 2. Q: Are there any requirements related to quiet zones and wayside horns in the MUTCD? A: Yes, quiet zone treatments are covered in Section 8A.07 in the 2009 MUTCD and wayside horn systems are covered in Section 8C.07. Both sections refer the reader to Title 49, Part 222, of the Code of Federal Regulations (49 CFR Part 222). 3. Q: Do the stripes on gate arms have to be vertical rather than diagonal? Is there a compliance date by which these stripes have to be changed? A: Yes, Paragraph 5 of Section 8C.04 in the 2009 MUTCD requires that the gate stripes be vertical. The FHWA did not establish a compliance date for this requirement, so the existing gate arms may remain in place until they reach the end of their useful service life or until systematic upgrading, whichever occurs first, per the provisions of Paragraphs 21 through 24 of the MUTCD Introduction. Paragraph 6 in Section 8C.04 also addresses the issue of gate replacement. All new gates shall have vertical stripes.
NCUTCD Recommendations to the FHWA:
• June 2009 – Arrow and Edge Line Markings at Highway-Rail and Light Rail Transit Grade Crossings • January 2011 – Revision of Signing and Marking Requirements for Grade Crossings (RRLRT Item 2) • January 2011 – Revision of Signing and Marking Requirements for Grade Crossings (RRLRT Item 4) • January 2013 – Active Devices at Highway-LRT Grade Crossings • June 2013 – Proposed Changes and Additions to Pathway Grade Crossings and Related Sections • June 2014 – Traffic Signal Preemption for Grade Crossings (Joint RRLRT & Signals Item 1) • June 2014 – Traffic Signal Preemption for Grade Crossings (Joint RRLRT & Signals Item 2) • June 2014 – Proposed Changes and Additions to Chapter 8B (RRLRT Item 1) • June 2014 – Busway Grade Crossings • June 2014 – Proposed Changes and Additions to Chapter 8B (RRLRT Item 3) • June 2014 – Proposed Changes and Additions to Flashing-Light Signals, Section 8C.02 • June 2014 – Proposed Changes and Additions to Section 8C.06
(The National Committee on Uniform Traffic Control Devices (NCUTCD) website address is http://www.ncutcd.org) 1 ATTACHMENT NO. 6 2 3 RRLRT Item No. 1 4 5 TECHNICAL COMMITTEE: Railroad / Light Rail Transit Technical Committee 6 7 8 TOPIC: Arrow and Edge Line Markings at Highway-Rail and Light Rail Transit 9 Grade Crossings 10 11 12 STATUS/DATE OF ACTION: Send for Sponsor Comment 13 TC Drafts: 02/28/2009 14 RRLRT TC Approval: Jan 2009 15 Transmitted to Sponsors: Jan 2009 16 Council Approval: 06/20/2009 17 18 ORIGIN OF REQUEST: RR/LRT TC 19 20 AFFECTED SECTIONS OF MUTCD: 3B.19/20 Change, 8B.23 New, 8B.24 New, 21 10C.25 New and 10C.26 New, 22 23 24 SUMMARY: 25 26 The purpose of this change is to address five train-auto crashes which have occurred 27 within the last 7 months. In all of these incidents, a roadway user made an improper turn 28 and turned onto the railroad rather than at an adjacent intersection immediately beyond 29 the grade crossing. It is believed that there are two areas where some additional 30 language may be beneficial to guide roadway users at grade crossings. The first is that 31 in all five incidents, an arrow pavement marking denoting an exclusive lane was located 32 on the roadway between the stop line for the grade crossing and the track area. The 33 second issue is that the roadway edge line stopped near the stop line for the grade 34 crossing and did not continue across the track area. It is believed that the proposed 35 change will lead road users to more clearly understand where the turn is to be made, 36 even under adverse conditions. 37 38 These changes have been supported by the AAR who has sent a letter to FHWA 39 recommending adoption of the changes into MUTCD.
Page 1of 4 40 41 42 DISCUSSION 43 44 The proposed changes have been reviewed by both the RR/LRT TC and the marking 45 TC. It is recommended that the proposed changes be sent for sponsor comment. 46 47 RECOMMENDED CHANGE(S) TO THE MUTCD 48 49 Note: Proposed changes to the MUTCD are shown in underline red. 50 51 52 Proposed New Section 8B.23: 53 54 Section 8B.23 Arrow Markings 55 56 Standard: 57 Arrow pavement markings for turn lanes (see Fig. 3B-21) shall not be placed 58 between the stop line for the highway-rail grade crossing and the tracks. 59 60 Guidance: 61 Arrow pavement markings, if used, should be placed a minimum of 30 m (100 ft) in 62 advance of the stop line for the highway-rail grade crossing when sufficient turn lane 63 storage length exists. Arrow pavement markings, if used, should be placed no less than 64 6.4 m (20 ft) beyond the far rail. 65 66 67 Proposed New Section 8B.24: 68 69 Section 8B.24 Edge Lines at Highway-Rail Grade Crossings 70 71 Guidance: 72 When used on paved roadways, edge lines (see Section 3A.03) should be continued 73 on approaches to and across the track(s) at a highway-rail grade crossing to delineate 74 the edge of the traveled way across the track(s). 75 76 Option: 77 The edge line may be omitted from the crossing surface if the surface cannot retain the 78 application of the marking. 79 80 Support: 81 This delineation is desirable where the crossing is in close proximity to a highway 82 intersection. 83 84 85 Proposed Change to Section 3B.19/3B.20:
Page 2of 4 86 87 Blue formatting is from the NPA, not this proposed action. 88 89 Section 3B.19 3B.20 Pavement Word, and Symbol, and Arrow Markings 90 paragraphs were 91 92 Support: 93 Word, and symbol, and arrow markings on the pavement are used for the purpose of 94 guiding, warning, or regulating traffic. These pavement markings can be helpful to road 95 users in some locations by supplementing signs and providing additional emphasis for 96 important regulatory, warning, or guidance messages, because the markings do not 97 require diversion of the road user’s attention from the roadway surface. Symbol 98 messages are preferable to word messages. Examples of standard word and arrow 99 pavement markings are shown in Figures 3B-23 and 3B-24. 100 For arrow pavement markings in the vicinity of highway-rail grade crossings, see 101 Section 8B.23. For arrow pavement markings in the vicinity of highway-light rail transit 102 grade crossing, see Section 10C.25. 103 104 105 Proposed New Section 10C.25: 106 107 Section 10C.25 Arrow Markings 108 109 Standard: 110 Arrow pavement markings for turn lanes (see Fig. 3B-21) shall not be placed 111 between the stop line for the highway-light rail transit grade crossing and the 112 track(s). 113 114 Guidance: 115 Arrow pavement markings, if used, should be placed a minimum of 30 m (100 ft) in 116 advance of the stop line for the highway-rail grade crossing when sufficient turn lane 117 storage length exists. Arrow pavement markings, if used, should be placed no less than 118 6.4 m (20 ft) beyond the far rail. 119 120 121 Proposed New Section 10C.26: 122 123 Section 10C.26 Edge Lines at Highway-Light Rail Transit Grade Crossings 124 125 Guidance: 126 When used on paved roadways, edge lines (see Section 3A.03) should be continued on 127 approaches to and across the track(s) at a highway-light rail transit grade crossing to 128 delineate the edge of the traveled way across the track(s). 129 130 Option:
Page 3of 4 131 The edge line may be omitted from the crossing surface if the surface cannot retain the 132 application of the marking. 133 134 Support: 135 This delineation is desirable where the crossing is in close proximity to a highway 136 intersection. 137 138 139 140 Sponsor Comments: 141 142 52 Concur 143 4 Concur in Part 144 2 Do Not Concur 145 146 DISCUSSION IN RESPONSE TO SPONSOR COMMENTS: 147 148 Technical Committee 149 150 For 151 Opposed 152 Abstentions
Page 4of 4 1 ATTACHMENT NO. 9 2 3 RRLRT ITEM 2 4 5 6 TECHNICAL COMMITTEE: Railroad / Light Rail Transit Technical Committee 7 8 9 TOPIC: Revision of signing and marking requirements for grade crossings 10 11 12 STATUS/DATE OF ACTION: Send for Sponsor Comment 13 TC Drafts: 06/30/2010 14 RR/LRT TC Approval: 07/01/2010 15 Transmitted to Sponsors: 10/28/2010 16 Council Approval: 01/21/2011 17 18 ORIGIN OF REQUEST: RR/LRT TC 19 20 AFFECTED SECTIONS OF MUTCD: 8B.03 Change, 8B.05 Change, 8B.06 21 Change, 8B.17 Delete, 8B.27 Change 22 23 24 SUMMARY: 25 26 The purpose of these changes is to revise signing and marking traffic control 27 requirements at grade crossings. 28 29 1) Require Number of Tracks (R15-2P) supplemental plaque at all grade crossings 30 with two or more tracks, even if automatic gates are present. 31 32 2) Delete the requirement for low speed as a criterion for the installation of STOP or 33 YIELD signs at highway-LRT grade crossings, and clarify the use of YIELD signs. 34 35 3) Reduce the number of locations where Grade Crossing Advance Warning Signs 36 (W10 Series) are required at highway-LRT grade crossings. 37 38 4) Delete the LOOK sign (R15-8). It is not needed at active crossings because the 39 active devices advise road users of approaching trains. It is not needed at 40 passive crossings because the STOP and YIELD Crossbuck Assemblies require 41 road users to look both ways before crossing. The sign will be redesigned and 42 moved to Chapter 8D. Pathway Grade Crossings. 43 44 5) Reduce the number of locations where pavement markings will be required at 45 highway-LRT grade crossings. 46
Page 1of 4 47 48 DISCUSSION 49 50 The proposed changes have been reviewed by the RR/LRT TC. It is recommended that 51 the proposed changes be sent for sponsor comment. 52 53 54 RECOMMENDED CHANGES TO THE MUTCD 55 56 Note: Existing MUTCD text to be deleted is shown in double-strikethrough red. 57 New text to be added is shown in underline blue. 58 59 60 1) Revised Section 8B.03: 61 62 Standard: 63 05 If automatic gates are not present and if there are two or more tracks at a grade 64 crossing, the number of tracks shall be indicated on a supplemental Number of Tracks 65 (R15-2P) plaque (see Figure 8B-1) of inverted T shape mounted below the Crossbuck 66 sign in the manner shown in Figure 8B-2. 67 68 69 2) Revised Section 8B.05: 70 71 Guidance: 72 02 The use of only STOP or YIELD signs for road users at highway-LRT grade crossings should 73 be limited to those crossings where the need and feasibility is established by an engineering 74 study. Such crossings should have all of the following characteristics: 75 A. The crossing roadways should be are secondary in character (such as a minor street with 76 one lane in each direction, an alley, or a driveway) with low traffic volumes and low 77 speed limits. The specific thresholds of traffic volumes and speed limits should be 78 determined by the local agencies. 79 B. LRT speeds do not exceed 25 mph. . 80 C. The line of sight for an approaching LRT operator is adequate from a sufficient distance 81 such that the operator can sound an audible signal and bring the LRT equipment to a 82 stop before arriving at the crossing. 83 D. The road user has sufficient sight distance at the stop line to permit the vehicle to cross 84 the tracks before the arrival of the LRT equipment. A YIELD sign may be used where 85 conditions are such that a stop is not always required. 86 E. If at an intersection of two roadways, the intersection does not meet the warrants for a 87 traffic control signal as provided in Chapter 4C. 88 F. The LRT tracks are located such that highway vehicles are not likely to stop on the tracks 89 while waiting to enter a cross street or highway. 90 91
Page 2of 4 92 93 3) Revised Section 8B.06: 94 95 Standard: 96 01 A Grade Crossing Advance Warning (W10-1) sign (see Figure 8B-4) shall be used on 97 each highway in advance of every highway-rail grade crossing, and every highway-LRT 98 grade crossing in semi-exclusive alignments, except in the following circumstances: 99 A. On an approach to a grade crossing from a T-intersection with a parallel 100 highway if the distance from the edge of the track to the edge of the parallel 101 roadway is less than 100 feet and W10-3 signs are used on both approaches of 102 the parallel highway; 103 B. On low-volume, low-speed highways crossing minor spurs or other tracks that 104 are infrequently used and road users are directed by an authorized person on 105 the ground to not enter the crossing at all times that approaching rail traffic is 106 about to occupy the crossing; 107 C. In business or commercial areas where active grade crossing traffic control 108 devices systems are in use; or 109 D. Where physical conditions do not permit even a partially effective display of the 110 sign. 111 E. At LRT grade crossings, where crossbuck signs are not used. 112 113 02 A Grade Crossing Advanced Warning sign shall be used on each highway in advance of 114 every highway-LRT grade crossing where a Crossbuck sign, either in a Crossbuck 115 Assembly or in combination with flashing-light signals, is placed at the crossing. 116 117 118 4) Deleted Section 8B.17: 119 120 Section 8B.17 LOOK Sign (R15-8) 121 Option: 122 At grade crossings, the LOOK (R15-8) sign (see Figure 8B-1) may be mounted as a 123 supplemental plaque on the Crossbuck support, or on a separate post in the immediate 124 vicinity of the grade crossing on the railroad or LRT right-of-way. 125 Guidance: 126 A LOOK sign should not be mounted as a supplemental plaque on a Crossbuck 127 Assembly that has a YIELD or STOP sign mounted on the same support as the 128 Crossbuck. 129 130 131 5) Revised Section 8B.27: 132 133 Standard: 134 01 All grade crossing pavement markings shall be retroreflectorized white. All 135 other markings shall be in accordance with Part 3.
Page 3of 4 136 137 02 On paved roadways, pavement markings in advance of a grade crossing shall 138 consist of an X, the letters RR, a no-passing zone marking (on two-lane, two- 139 way highways with center line markings in compliance with Section 3B.01), 140 and certain transverse lines as shown in Figures 8B-6 and 8B-7. 141 142 03 Identical markings shall be placed in each approach lane on all paved 143 approaches to highway-rail grade crossings where signals or automatic gates 144 are located, and at all other highway-rail grade crossings where the posted or 145 statutory highway speed is 40 mph or greater. 146 147 04 Pavement markings shall not be required at highway-rail grade crossings 148 where the posted or statutory highway speed is less than 40 mph if an 149 engineering study indicates that other installed devices provide suitable 150 warning and control. 151 152 05 Pavement markings shall not be required at highway-rail grade crossings in 153 urban areas if an engineering study indicates that other installed devices 154 provide suitable warning and control. 155 156 06 Pavement markings shall be placed in each approach lane on all paved 157 approaches to highway-LRT grade crossings where a Crossbuck sign, either 158 in a Crossbuck Assembly or in combination with flashing-light signals with or 159 without gates, is placed at the crossing. 160 161 162 163 164 DISCUSSION IN RESPONSE TO SPONSOR COMMENTS: 165 166 167 168 169 170 VOTE: For: 171 Opposed: 172 Abstentions:
Page 4of 4 1 ATTACHMENT NO. 11 2 3 RRLRT ITEM 4 4 5 6 TECHNICAL COMMITTEE: Railroad / Light Rail Transit Technical Committee 7 8 9 TOPIC: Revision of signing and marking requirements for grade crossings 10 11 12 STATUS/DATE OF ACTION: Send for Sponsor Comment 13 TC Drafts: 06/30/2010 14 RRLRT TC Approval: 07/01/2010 15 Transmitted to Sponsors: 10/28/2010 16 Council Approval: 01/21/2011 17 18 ORIGIN OF REQUEST: RR/LRT TC 19 20 AFFECTED SECTIONS OF MUTCD: 8A.08 Change, 8B.01 Change, 8B.09 21 Change, 8B.10 Change, 8C.07 Change 22 23 24 SUMMARY: 25 26 The purpose of these changes is to clarify wording. These changes do not affect the 27 meaning of the wording, and may be considered editorial in nature. 28 29 30 DISCUSSION 31 32 The proposed changes have been reviewed by the RR/LRT TC. It is recommended that 33 the proposed changes be sent for sponsor comment. 34 35 36 RECOMMENDED CHANGES TO THE MUTCD 37 38 Note: Existing MUTCD text to be deleted is shown in double-strikethrough red. 39 New text to be added is shown in underline blue. 40 41 42 1) Revised Section 8A.08: 43 44 Standard: 45
Page 1of 3 46 01 When a grade crossing exists either within or in the vicinity of a temporary traffic 47 control zone, lane restrictions, flagging (see Chapter 6E), or other operations shall not 48 be performed in a manner that would cause highway vehicles to stop on the railroad or 49 LRT tracks, unless a flagger or uniformed law enforcement officer is provided at the 50 grade crossing to minimize the possibility of Hhighway vehicles stopping on the tracks, 51 even if automatic warning devices are in place. 52 53 Guidance: 54 55 05 The agencies responsible for the operation of the LRT and highway should be contacted 56 when the initial planning begins for any temporary traffic control zone that might directly or 57 indirectly influence the flow of traffic on mixed-use facilities where LRT and road users 58 operate. 59 60 2) Revised Section 8B.01: 61 62 Support: 63 64 01 Passive traffic control systems, consisting of signs and pavement markings only, identify and 65 direct attention to the location of a grade crossing and advise road users to slow down or stop 66 at the grade crossing as necessary in order to yield to any rail traffic occupying, or 67 approaching and in proximity to, the grade crossing. 68 69 3) Revised Section 8B.09: 70 71 Guidance: 72 73 02 If a STOP or YIELD sign is installed at a location, including at a circular intersection, that is 74 downstream from the grade crossing such that highway vehicle queues are likely to extend 75 beyond onto the tracks, a DO NOT STOP ON TRACKS sign (R8-8) should be used. 76 77 4) Revised Section 8B.10: 78 79 Standard: 80 81 03 The R8-9 sign shall be removed when the tracks have been removed,covered paved over 82 or when the grade crossing is returned to service. 83 84 85 5) Revised Section 8C.07: 86 87 Option: 88 89 01 A wayside horn system (see definition in Section 1A.13) may be installed in compliance with 90 49 CFR Part 222 to provide audible warning directed toward the road users at a highway-raill 91 or highway-LRT grade crossing or at a pathway grade crossing. 92
Page 2of 3 93 94 DISCUSSION IN RESPONSE TO SPONSOR COMMENTS: 95 96 97 VOTE: For: 98 Opposed: 99 Abstentions:
Page 3of 3 Attachment No. 9 RRLRT No. 3
TECHNICAL COMMITTEE: Railroad / Light Rail Transit Technical Committee
TOPIC: Active devices at highway-LRT grade crossings
STATUS/DATE OF ACTION:
TC Drafts: 06/21/2012 RRLRT TC Approval: 06/21/2012 Transmitted to Sponsors: 09/08/2012 Council Approval: 01/11/2013
ORIGIN OF REQUEST: RR/LRT TC
AFFECTED SECTIONS OF MUTCD: 8C.03 Change, 8C.05 Change
SUMMARY:
The purpose of these changes is to combine and simplify Sections 8C.03 and 8C.05. Treatment of pedestrians at LRT grade crossings is being addressed under proposed changes to Part 8D. The only significant change is to increase the LRT speed at which automatic gates are required from 35 mph to 40 mph. This change was made based on the safety experience of modern LRT systems in the US and Europe.
DISCUSSION:
The proposed changes have been reviewed by the RR/LRT TC. It is recommended that the proposed changes be sent for sponsor comment.
RECOMMENDED CHANGES TO THE MUTCD:
Page 1of 3 Attachment No. 9 RRLRT No. 3 Note: Existing MUTCD text to be deleted is shown in double-strikethrough red. New text to be added is shown in underline blue.
Changes made on 01/09/2013 based on sponsor comment are shown in yellow highlight. 1 2 Existing Section 8C.03: 3 4 Section 8C.03 Flashing-Light Signals at Highway-LRT Grade Crossings 5 Support: 6 01 Section 8C.02 contains additional provisions regarding the design and operation of 7 flashing-light signals, including those installed at highway-LRT grade crossings. 8 Standard: 9 02 Highway-LRT grade crossings in semi-exclusive alignments shall be equipped 10 with flashing-light signals where LRT speeds exceed 35 mph. Flashing-light 11 signals shall be clearly visible to motorists, pedestrians, and bicyclists. 12 03 If flashing-light signals are in operation at a highway-LRT crossing that is used 13 by pedestrians, 14 bicyclists, and/or other non-motorized road users, an audible device such as a 15 bell shall also be provided and shall be operated in conjunction with the flashing- 16 light signals. 17 Guidance: 18 04 Where the crossing is at a location other than an intersection and LRT speeds 19 exceed 25 mph, flashing-light signals should be installed. 20 Option: 21 05 Traffic control signals may be used instead of flashing-light signals at highway-LRT 22 grade crossings within highway-highway intersections where LRT speeds do not exceed 23 35 mph. Traffic or flashing-light signals may be used where the crossing is at a location 24 other than an intersection, where LRT speeds do not exceed 25 mph, and when the 25 roadway is a low-volume street where prevailing speeds do not exceed 25 mph. 26 27 28 Existing Section 8C.05 29 30 Section 8C.05 Use of Automatic Gates at LRT Grade Crossings 31 Guidance: 32 01 Highway-LRT grade crossings in semi-exclusive alignments should be equipped with 33 automatic gates and flashing-light signals (see Sections 8C.02 and 8C.03) where LRT 34 speeds exceed 35 mph. 35 Option: 36 02 Where a highway-LRT grade crossing is at a location other than an intersection, 37 where LRT speeds exceed 25 mph, automatic gates and flashing-light signals may be 38 installed. 39 03 Traffic control signals may be used instead of automatic gates at highway-LRT grade 40 crossings within highway-highway intersections where LRT speeds do not exceed 35 41 mph. Traffic control signals or flashing-light signals without automatic gates may be
Page 2of 3 Attachment No. 9 RRLRT No. 3
42 used where the crossing is at a location other than an intersection and where LRT 43 speeds do not exceed 25 mph and the roadway is a low-volume street where prevailing 44 speeds do not exceed 25 mph. 45 46 Revised Section 8C.05: 47 48 Section 8C.05 Use of Active Devices at Highway-LRT Grade Crossings 49 50 Support: 01 51 Active devices include activated signs, traffic control signals, active grade 52 crossing warning systems, or any combination thereof. 53 Where LRT speed is cited in this Part, it refers to the maximum speed at which 54 LRT equipment is permitted to traverse a particular grade crossing. 02 55 Sections 8C.02 and 8C.04 contain additional provisions regarding the design and 56 operation of flashing-light signals and automatic gates. 57 58 Guidance: 04 59 At highway-LRT grade crossings where LRT operating speeds are 25 mph or 60 less, active devices should be used unless an engineering study indicates that the use 61 of Crossbuck Assemblies, STOP signs alone, or YIELD signs alone would be adequate. 62 63 Standard: 05 64 At highway-LRT grade crossings where LRT operating speeds exceed 25 65 mph, active devices shall be used. 06 66 At highway-LRT grade crossings where LRT operating speeds exceed 40 67 mph, automatic gates shall be used. 68 69 Guidance: 07 70 Traffic control signals alone should not be used where the LRT grade crossing is 71 at a location other than an intersection and LRT operating speeds exceed 20 mph. 72 73 Editorial – Renumber Chapter 8C accordingly. 74 75 DISCUSSION IN RESPONSE TO SPONSOR COMMENTS: 76 77 78 VOTE: For: Unanimous 79 Opposed: None 80 Abstentions: None
Page 3of 3 ATTACHMENT NO. 4 RRLRT No.2a
TECHNICAL COMMITTEE: Railroad / Light Rail Transit Technical Committee
TOPIC: Proposed Changes and Additions to Pathway Grade Crossings and Related Sections
STATUS/DATE OF ACTION:
TC Drafts: 06/23/2011 RRLRT Approval: 06/21/2012 Transmitted to Sponsors: 09/07/2012 RRLRT editorial revisions & Approval: 01/10/2013 Council Approval: 06/28/2013
ORIGIN OF REQUEST: Railroad and Light Rail Transit Technical Committee
DISCUSSION:
Part 8 of the MUTCD has predominantly supported traffic control devices used at highway-rail grade crossings. Since publication of the ADA and ABA Accessibility Guidelines, increasing national awareness has been generated regarding accessibility for all users of traveled ways. With additional changes proposed in PROWAG, MUTCD is in need of modification to support accessibility at grade crossings. Further, with increasing ridership on light rail, commuter rail and passenger rail facilities, pedestrian interaction with trains has led to an increasing trend in pedestrian/rail incidents.
The RRLRT TC of the NCUTCD has been working to provide recommended changes to MUTCD to support not only accessibility, but increased safety through the use of appropriate traffic control devices at pathway, sidewalk and station crossings. These proposed changes to MUTCD are the work product of the TC.
In January 2011, Sponsor Comments were received on the October 28, 2010 RRLRT ITEM 5 regarding pathway and sidewalk grade crossings. Due to significant changes to the original Page 1 of 10
RRLRT Item 5, adoption of the 2009 MUTCD and Sponsor Commented received and reviewed by the TC, the RRLRT TC now proposes the following changes and additions to Pathway Grade Crossings (Sections 8C.13 and 8D.01 thru 8D.06). The purpose of the change is to provide information regarding the use of traffic control devices on pathway and sidewalk grade crossings to increase safety, provide for the uniform application of traffic control devices and facilitate accessibility for all pedestrians which are inter-twined with various traffic control devices and design features. The proposed language also details certain elements between highway-rail grade crossings and LRT grade crossings which resulted from the combining of Part 8 and 10.
Proposed changes and additions to Figures are included in a separate document which is provided as a companion to this document for review and comment.
SUMMARY OF PROPOSED CHANGES:
1) Add three new definitions to Section 1A.13 2) Delete Section 8C.13 and Figure 8C-4 thru 8C-10 and relocate into Section 8D. 3) Additions and Deletions to Section 8D text and deletion of Figure 8D-1. 4) Addition of 17 new figures to Section 8D (Figures 8D-1 thru 8D-17). 5) Addition of one new PUSH TO EXIT (R8-11) sign to Figure 8B-1 and Table 9B-1. 6) 1/10/13 editorial revisions based on Sponsor Comments, including dividing Section 8D.05 into smaller sections (Sections 8D.05 - 8D.07) and dividing Section 8D.06 into smaller sections (Sections 8D.08 – 8D.11) to facilitate the ability to read and search specific topics.
NEW DEFINITIONS:
Section 1A.13 Definitions of Headings, Words, and Phrases in this Manual
Diagnostic Team – a group of knowledgeable representatives of the parties of interest in a highway-rail crossing or group of crossings (see 23 CFR Section 109, Part 646.204).
Sidewalk Grade Crossing – the portion of a Grade Crossing where a sidewalk and railroad or light rail transit tracks cross at the same level, within which are included the tracks, sidewalk, and traffic control devices.
Swing Gate – a self-closing fence-type gate designated to swing open away from the track area and return to the closed position upon release.
Page 2 of 10
(Add new PUSH TO EXIT (R8-11) sign to Figure 8B-1 and Table 9B-1: Sign & Plaque name = PUSH TO EXIT, Sign Designation = R8-11, Section = 8D.03, Size for Shared-Use Path = 18 x 9, Size for Roadway = -- )
RELATED CHANGES:
(Section 8C.13 and associated figures were deleted or revised and relocated into Section 8D)
Page 3 of 10
1 CHAPTER 8D. PATHWAY AND SIDEWALK GRADE CROSSINGS 2 3 Section 8D.01 Purpose 4 Support: 5 01 Traffic control for pathway and sidewalk grade crossings includes all signs, signals, markings, 6 other warning devices, and their supports at pathway and sidewalk grade crossings and along pathway 7 and sidewalk approaches to grade crossings. The function of this traffic control is to promote safety and 8 provide effective operation of both rail and pathway or sidewalk traffic at pathway or sidewalk grade 9 crossings. 10 02 Many of the treatments outlined in this Chapter that are applicable to pathways and sidewalks at 11 grade crossings including detectable warnings, and swing gates. Physical requirements for pathways 12 and sidewalks are not traffic control devices, but are features that provide increased safety for users of 13 pathways and sidewalks. 14 03 Markings for crosswalks at intersections where pedestrians cross LRT or railroad tracks in mixed- 15 use alignments are covered by the provisions of Section 3B.18 rather than by the provisions of this 16 Chapter. 17 04 An example of the placement of signing and markings for pathways and sidewalks are shown in 18 Figure 8D-1. 19 20 Section 8D.02 Use of Standard Devices, Systems, and Practices 21 Guidance: 22 01 The appropriate traffic control system or design features referenced in this chapter 8D at a pathway 23 or sidewalk grade crossing should be developed by a diagnostic team that also includes the agency with 24 jurisdiction over the pathway or sidewalk. 25 26 Support: 27 02 Pedestrian safety is enhanced when pathways and sidewalks are designed such that they cross the 28 tracks at as close to a right angle as practical. 29 03 It is desirable that pathways and sidewalks be designed such that they maintain a relatively 30 consistent horizontal alignment and profile for 12 feet from the nearest rail, the distance from the nearest 31 rail to the detectable warning (if present), or the distance from the nearest rail to the stop line (if present), 32 whichever is greater, on each approach to the crossing. Providing a pedestrian refuge area in advance of 33 the stop line or detectable warning surface so that pedestrians have a place to wait while rail traffic 34 approaches and occupies the crossing can be beneficial to pedestrian safety. 35 04 When designing new sidewalk grade crossings, placing the sidewalk outside of the area occupied by 36 grade crossing traffic control devices for vehicular traffic is important. This includes making sure that the 37 counterweights and support arms for the automatic gates for vehicular traffic do not obstruct the sidewalk 38 when the gate is fully lowered (see Figures 8D-2 and 8D-3). 39 40 Option: 41 05 The adjustment, re-alignment, or relocation of existing sidewalk grade crossings may be considered 42 when determining the placement of traffic control devices for roadway users. 43 44 Support: 45 06 The casters of wheelchairs and the wheels of bicycles could fall into and might be constrained in the 46 flangeway gap at a skewed crossing. 47 07 The flangeway gap is typically 2 ½ inches at LRT grade crossings and 3 inches at railroad grade 48 crossings. 49 Page 4 of 10
1 Guidance: 2 08 The design and alignment of the pathway or sidewalk should meet the applicable requirements of the 3 “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see 4 Section 1A.11), or subsequent standards adopted for application to the public right-of-way. 5 6 Section 8D.03 Pathway and Sidewalk Grade Crossing Signs and Markings 7 Standard: 8 01 Pathway and sidewalk grade crossing signs shall be standard in shape, legend, and color. 9 02 Where used at a pathway grade crossing, the traffic control device or its support. shall be at 10 least 2 feet laterally from the near edge of the pathway. Where traffic control devices are placed 11 over a pathway or sidewalk, the vertical clearance shall be at least 8 feet for pathways and at least 7 12 feet for sidewalks (see Figure 9B-1). 13 14 Guidance: 15 03 No portion of a traffic control device or its support should protrude into the pathway or 16 sidewalk grade crossing. 17 18 Standard: 19 04 The minimum mounting height for post-mounted signs adjacent to pathways and sidewalks 20 shall be 4 feet, measured vertically from the bottom edge of the sign to the elevation of the near edge 21 of the pathway or sidewalk surface (see Figure 9B-1). 22 05 The minimum sizes of signs used at a pathway or sidewalk grade crossing shall be as shown in 23 the shared-use path column in Table 9B-1. 24 25 Guidance: 26 06 Where equestrians use the pathway, the vertical clearance should be at least 10 feet. 27 07 If pathway users include those who travel faster than pedestrians, such as bicyclists or skaters, 28 warning signs and pavement markings in advance of the pathway grade crossing (see Figure 8D-4 29 and 8D-5) should be installed. 30 08 The PUSH TO EXIT (R8-11) sign (see Figure 8B-1 and Table 9B-1) should be used on swing gates at 31 pathway grade crossings or sidewalk grade crossings to direct users away from the tracks (see Section 32 8D.05). 33 34 Option: 35 09 The Skewed Crossing Sign (W10-12) may be used to provide advance warning at a skewed sidewalk 36 or pathway grade crossing to warn users that the tracks are greater than a 10 degree skew (see Section 37 8B.25). 38 39 Guidance: 40 10 If used at a pathway or sidewalk grade crossing, a LOOK(R15-8) sign should be placed at least 12 41 feet from the center line of the track and should be mounted on a separate support post to the outside of the 42 Crossbuck Assembly (see Figure 8D-4). 43 44 Section 8D.04 Stop Lines, Edge Lines, and Detectable Warnings 45 Guidance: 46 01 A stop line should be provided at a pathway grade crossing if the surface where the marking is to be 47 applied is capable of retaining the application of the marking. 48 49 Option:
Page 5 of 10
1 02 A stop line may be provided at a sidewalk grade crossing if the surface where the marking is to be 2 applied is capable of retaining the application of the marking. 3 4 Guidance: 5 03 If used at pathway or sidewalk grade crossings, the stop line should be a transverse line at the 6 point where a pathway or sidewalk user is to stop. The stop line should be placed at least 2 feet farther 7 from the nearest rail than the gate, counterweight flashing-light signal or crossbuck assembly (if any of 8 these are present) is placed, and at least 12 feet from the nearest rail. 9 10 Standard: 11 04 Detectable warnings (see Section 3B.18) shall be used at pathway grade crossing where 12 pedestrian travel is permitted and at sidewalk grade crossings and shall extend across the full width 13 of the pathway or sidewalk. 14 15 Guidance: 16 05 Detectable warnings should be placed immediately in advance of the pathway or sidewalk stop line 17 (if present) or incorporated into and made a part of the stop line. 18 06 The near edge of the detectable warnings should be located no less than 12 feet from the nearest rail 19 and be at least 2 feet in depth (see Figures 8D-4 and 8D-5). 20 07 Where the distance between the center line of two tracks exceeds 38 feet, additional detectable warnings, 21 designating the limits of a pedestrian refuge area, should be used at sidewalk or pathway grade crossings 22 (see Figure 8D-9). 23 24 Support: 25 08 The “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities 26 (ADAAG)” (see Section 1A.11) contains guidelines for the design and placement of detectable warning 27 surfaces (see Section 3B.18). 28 29 Option: 30 09 Edge lines (see Section 3B.06) to delineate the designated user route may be used on approach to 31 and across the tracks at a pathway grade crossing, a sidewalk grade crossing, or a station crossing if the 32 surface where the marking is to be applied is capable of retaining the application of the marking (see 33 Figure 8D-8). 34 35 Support: 36 10 Edge line delineation can be beneficial where the distance across the tracks is long, commonly 37 because of a skewed grade crossing or because of multiple tracks or where the pathway or sidewalk 38 surface is immediately adjacent to a traveled way. 39 40 Section 8D.05 Passive Traffic Control Devices – Crossbuck Assemblies 41 Standard: 42 01 Where the edge of the pathway or sidewalk grade crossings are located greater than 25 feet 43 from the center of the traffic control warning device at a grade crossing, a Crossbuck Assembly shall 44 be installed on each approach. The distance shall be measured perpendicular to the traveled way 45 from the center line of the support post of a Crossbuck Assembly or the mast of an active traffic 46 control warning device at the grade crossing to the edge of the pathway or sidewalk surface on the 47 track (see Section 8D.04 and Figures 8D-2 and 8D-3). 48 49 Support: 50 02 An example of a Crossbuck Assembly for a pathway or sidewalk grade crossing is shown on Page 6 of 10
1 Figure 8D-6. 2 3 Option: 4 03 The Crossbuck Assembly may be omitted at station crossings. 5 04 A Crossbuck Assembly may be installed on the approaches to pathway or sidewalk grade crossings.. 6 05 A retroreflective strip may be omitted on the Crossbuck support at a pathway or sidewalk 7 grade crossing (see Figure 8D-6 and Section 8B.04). 8 06 Additional Crossbuck signs (R15-1) may be installed on the active traffic control devices at a grade 9 crossing for sidewalk or pathway users approaching the sidewalk or pathway grade crossing from the back 10 side of those devices. 11 12 Section 8D.06 Swing Gates 13 Guidance: 14 01 The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic should be 15 considered in determining the type and placement of traffic control devices. 16 17 Support: 18 02 The pathway or sidewalk user’s ability to detect the presence of approaching rail traffic needs to be 19 considered when designing features such as fencing, barriers, or swing gates. 20 03 Swing gates are designed to open away from the track(s) so that pathway or sidewalk users can 21 quickly push the gate open when moving away from the track(s), and to automatically return to the closed 22 position after each use. Latching devices that are used on swing gates need to be designed in a manner such 23 that they are operable by all users of the pathway or sidewalk. Examples of swing gates are shown in 24 Figures 8D-5, 8D-8, 8D-9, 8D-10, and 8D-14. 25 04 It is important to use retroreflectorized material, appropriate object markers, or signs (see Section 26 9B.26) on swing gates, maze fencing, or pedestrian barriers that are placed in the traveled way of a pathway 27 grade crossing. Illumination of such areas can also be beneficial. 28 05 Where automatic gates and swing gates are used, it is desirable that the pathway or sidewalk be 29 designed in a manner that channelizes or directs users to the entrance to and the exit from the pathway or 30 sidewalk grade crossing. 31 32 Option: 33 06 When used in conjunction with automatic gates at a pathway or sidewalk grade crossing, swing gates 34 may be equipped with a latching device that permits the gate to be opened only from the track side of the 35 gate. 36 07 A push bar, kick plate, or similar device may be used on a swing gate. 37 38 Guidance: 39 08 The swing gate should be equipped with a PUSH TO EXIT (new R8-11) sign on the track side of the 40 gate, and a DO NOT ENTER (R5-1) sign on the side of the gate facing away from the tracks (see Tables 41 8B-1 and 9B-1). 42 43 Support: 44 09 “The Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities 45 (ADAAG)” (see Section 1A.11) can serve as a guide for the design of swing gates and hardware. 46 47 Section 8D.07 Fencing and Barriers 48 Support: 49 01 Examples of fencing installation are shown on Figures 8D-5, 8D-7, 8D-8, and 8D-10. 50 02 Examples of pedestrian barriers at a pathway grade crossing are shown on Figure 8D-7. Page 7 of 10
1 03 Where fencing is installed to direct path or sidewalk users to the pathway or sidewalk grade crossing, 2 it is desirable that this fencing be connected to any continuous existing or new fencing or channelization 3 that has been installed parallel to the track(s) to discourage pedestrians from circumventing the grade 4 crossing. 5 04 Pedestrian barriers or fencing, sometimes referred to as a “maze fencing,” direct users to face 6 approaching rail traffic before entering a pathway grade crossing, station crossing or sidewalk grade 7 crossing (see Figure 8D-7). 8 05 Where used, maze fencing or pedestrian barriers need to be designed to permit the passage of 9 wheelchairs and power-assisted mobility devices, and if bicycles are permitted, to permit the passage of 10 dismounted bicyclists with tandem bicycles or bicycles with trailers. 11 12 Section 8D.08 Active Traffic Control Systems 13 Standard: 14 01 If used at a pathway grade crossing, an active traffic control system shall include flashing- 15 light signals on each approach to the crossing and a bell or other audible warning device (see 16 Figure 8D-11). 17 18 Option: 19 02 Flashing-light signals, bell or audible warning device may be omitted at pathway or sidewalk grade 20 crossings that are located within 25 feet of an active warning device at a grade crossing that is equipped 21 with those devices. 22 03 Additional pairs of flashing-light units, bell or audible warning device may be installed on the active 23 traffic control devices at a grade crossing for sidewalk users approaching the sidewalk grade crossing from 24 the back side of those devices. 25 26 Support: 27 04 Examples of active control systems and markings used at pathway and sidewalk grade crossings are 28 shown on Figures 8D-8 through 8D-17. 29 30 Section 8D.09 Active Traffic Control Devices – Signals 31 Standard: 32 01 Pedestrian signals as described in Chapter 4E utilizing Upraised Hand and Walking Person 33 symbols shall not be used at a pathway or sidewalk grade crossing except as provided in the following 34 option. 35 36 Option: 37 02 A pedestrian signal may be used at a pathway or sidewalk grade crossing where the movement of 38 LRT vehicles are controlled by a traffic control signal. 39 40 Support: 41 03 Pedestrian signals are typically used at highway-highway intersections where the pedestrian has some 42 expectation of right-of-way. At grade crossings where train movements do not stop, pedestrians do not have 43 right-of-way. Therefore, pedestrian signals are not used at a pathway or sidewalk grade crossing where 44 movements of trains do not stop. Instead, the universal application of horizontally aligned, alternately 45 flashing red lights are the uniform active traffic control device for all grade crossings including pathway 46 and sidewalk crossings. 47 48 Standard: 49 04 If used at a pathway or a sidewalk grade crossing, alternately flashing red lights shall be 50 aligned horizontally and the light units shall have a diameter of at least 4 inches. For 4 inch diameter Page 8 of 10
1 light units, the light centers shall be spaced approximately 16 inches apart and if used, the flashing 2 light unit backgrounds shall be a minimum of 8 inches in diameter. 3 05 Each red signal unit in the flashing-light signal shall flash alternately. The number of flashes 4 per minute for each lamp shall be 35 minimum and 65 maximum. Each lamp shall be illuminated 5 approximately the same length of time. Total time of illumination of each pair of lamps shall be the 6 entire operating time. 7 06 The minimum mounting height of the flashing red lights shall be 4 feet, measured vertically 8 from the bottom edge of the lights to the elevation of the near edge of the pathway surface. 9 10 Option: 11 07 At station, pathway or sidewalk crossings with multiple tracks, traffic control devices may be 12 installed between the tracks in compliance with railroad clearance requirements in Section 8C. 13 14 Standard: 15 08 The mounting height for flashing lights that are installed between the tracks at multiple track 16 station crossings shall be a minimum of 1 foot, measured vertically from the bottom edge of the lights 17 to the elevation of the near edge of the pathway surface. 18 19 Guidance: 20 09 Flashing-light signals (see Figure 8D-11) with a Crossbuck (R15-1) sign and an audible device 21 should be installed on LRT lines at station crossings, pathway crossings, or sidewalk grade crossings and 22 where an engineering study has determined that the sight distance is not sufficient for pathway or sidewalk 23 users to complete their crossing prior to the arrival of the LRT. 24 10 If an engineering study finds that flashing-light signals with a Crossbuck sign and an audible device 25 would not provide sufficient notice of approaching LRT traffic, the LOOK (R15-8) sign and/or pedestrian 26 gates should be considered (see Figures 8D-8, 8D-10, 8D-12 through 8D-15). 27 28 Section 8D.10 Active Traffic Control Devices – Automatic Gates 29 Option: 30 01 Automatic gates may be used at pathway or sidewalk grade crossings. 31 32 Standard: 33 02 If the maximum operating train speed is greater than 79 mph, pathway or sidewalk grade 34 crossings shall be equipped with a system of pedestrian gates, an escape area with swing gates and 35 fencing installed in the vicinity of the crossing to direct users to the pathway grade crossing or 36 sidewalk grade crossing unless an engineering study determines other safety treatments for the 37 crossings (see Figures 8D-5 and 8D-10). 38 39 Guidance: 40 03 When an automatic gate is used at a sidewalk grade crossing, a separate mechanism should be 41 provided for the sidewalk gate, instead of a supplemental or auxiliary gate arm installed as a part of the 42 same mechanism. 43 44 Option: 45 04 A supplemental or auxiliary automatic gate arm may be used for a sidewalk grade crossing if the 46 operating mechanism is designed to prevent a pedestrian from raising the roadway gate if the pedestrian 47 gate is raised. 48 49 Standard: 50 05 If used at a pathway or sidewalk grade crossing, automatic gate arms shall be provided with a Page 9 of 10
1 minimum of one light as shown in Figure 8D-12, 8D-13, and 8D-15. This light shall be continuously 2 illuminated whenever the warning system is active. 3 06 If used, additional lights on the automatic gate arm shall be installed in pairs and flashed 4 alternately in unison with other flashing light units. 5 6 Option: 7 07 The light on the automatic gate arms may be omitted at a pathway or sidewalk grade crossing that is 8 located within 25 feet of the traveled way at a grade crossing that is equipped with active warning devices. 9 10 Guidance: 11 08 If used at a pathway grade crossing or sidewalk grade crossing, the height of the automatic 12 pedestrian gate arm or pedestrian gate when in the down position should be a minimum of 3 feet and a 13 maximum of 4 feet above the pathway or sidewalk. 14 15 Option: 16 09 If used at a pathway grade crossing or a sidewalk grade crossing, the automatic pedestrian gates may 17 be equipped with a horizontal hanging bar attached to the gate for users with visual disabilities (see Figure 18 8D-13). 19 20 Guidance: 21 10 If used at a pathway or sidewalk grade crossing, the gate configuration, which might include a 22 combination of automatic pedestrian gates and swing gates, should provide for full width coverage of the 23 pathway or sidewalk on each approach to the crossing. 24 11 Where automatic pedestrian gates are installed across pathway or sidewalk grade crossings, an 25 emergency escape route should be available to provide egress away from the track area when the gates are 26 activated. 27 28 Section 8D.11 Active Traffic Control Devices – Multiple Track Crossings 29 Support: 30 01 Multiple tracks at or in the vicinity of the crossing can be occupied by a train or locomotive so as to 31 obscure the movement of an LRT train approaching the crossing, reducing the sight distance. 32 33 Guidance: 34 02 Where LRT tracks are immediately adjacent to other tracks, pedestrian movements should be 35 designed to avoid having pedestrians wait between sets of tracks. 36 03 Where LRT tracks are immediately adjacent to a road in a semi-exclusive alignment, a pedestrian 37 refuge area or island between the tracks and the road should be provided to permit pedestrians to stand 38 clear of the tracks while waiting to cross the roadway. If there is insufficient area for a pedestrian refuge 39 area or island between the tracks and the road, additional pedestrian signal heads, signing, and detectors 40 (see Section 4E.08) or flashing light signals should be installed based on engineering judgment.
Page 10 of 10 pathway right of way pathway right of way Figure 8D-1.ExampleofPathwayandSidewalkplacements
pathway pathway right of way pathway right of way
roadway right of way roadway right of way sidewalk railroad rightofway railroad rightofway roadway right of way roadway right of way Figure 8D-2. Example of Sidewalk Placements Outside of a Grade Crossing Gate (Right Angle)
stop line with detectable warning (TYP.)
a* a* 12 ft MIN. 12 ft MIN.
12 ft MIN. 12 ft MIN.
NOTES: a = distance from the edge of sidewalk grade crossing to centerline of traffic control warning devices at grade crossing. If a > 25 ft, Crossbuck Assemblies should be installed on approaches to sidewalk grade crossings (see Section 8D.05). Figure 8D-3. Example of Sidewalk Placements Outside of a Grade Crossing Gate (skewed crossing) curb curb
12 ft MIN.
12 ft MIN.
stop line with detectable warning (TYP.)
12 ft MIN.
12 ft MIN. curb curb iue8-.Eapeo inn n aknsfraPathway a for Markings and Signing of Example 8D-4. Figure eetbewarning detectable with line stop b =12ftMIN. a =2ftmin.forstoplinewithdetectablewarning a =2ftMIN.forstopline a =0ftMIN.fordetectablewarning YIELD orSTOPsignsareusedatpassivecrossingsonly. NOTES: rd Crossing Grade a* 50 ft 50 ft b* R15-2P
a* R1-2* R15-8 (optional) R15-1 R1-1* iue8-.Eapeo eetingt n mrec xtGate Exit Emergency and gate Pedestrian of Example 8D-5. Figure swing gate* route andoptional emergency exit warning detectable stop linewith lcmn o aha rd Crossing Grade Pathway a for Placement b =12ftMIN. a =2ftMIN. NOT ENTER(R5-1)signsperSection8D.06 Swings gatesshouldhavePUSHTOEXIT(R8-11)andDO NOTES: a* 50 ft 50 ft b*
a* barrier (TYP.) pedestrian fencing or present) fencing (if right ofway railroad connect to Figure 8D-6. Example of a Crossbuck Assembly for a Pathway or Sidewalk Grade Crossing
R15-1
R1-2
R1-1
a* Optional 2-inch red or white retroreflective strip on front and back (see Section 8B.04)
b*
pathway or sidewalk
NOTES: a = 4 ft MIN. for pathways = 7 ft MIN. for sidewalks = 4 feet MIN. for sidewalks, if b = 2 feet MIN. b = 2 ft MIN. for pathways = 0 ft MIN. for sidewalks be designedtofitpathwayusers. crossing. Mazefencingshould each pathwayapproachtothe with MAX.36-inchheighton pedestrian barriersorfencing iue8-.Eapeo aresa eetinol aha rd Crossing Grade Pathway Pedestrian-only a at Barriers of Example 8D-7. Figure detectable warning stop linewith f =36inchesMIN. e =36inchesMIN.,ifdis48orgreater e =48inchesMIN.,ifd< d =42inchesMIN.,if<48 d =36inchesMIN.,ifis48orgreater requiredbyrailroad c =MIN.distancefromcenterlineoftracktoendbarrier, as b =12ftMIN. a =2ftmin.forstoplinewithdetectablewarning a =2ftMIN.forstopline a =0ftMIN.fordetectablewarning a =distancefrom NOTES: c* e* d* d* f* f* a* 100 ftMIN.eachsideofpathway railroad rightofwayfencing, b* R15-2P
a* R1-2* R15-8 (optional) R15-1 R1-1* Figure 8D-8. Example of Placement of Pedestrian Gates at a Sidewalk Grade Crossing
stop line with detectable warning (TYP.) fence or pedestrian barriers* (TYP.) a*
12 ft MIN. pedestrian gate (TYP.)
edge lines may be used to designate emergency exit route (TYP.)
emergency exit route with emergency exit swing gate* (TYP.) Notes: Figure is shown with optional swing gates, fencing, and pedestrian barriers. a = distance from centerline of pedestrian gate to stop line. = 2 ft MIN. (see Section 8D.04) Figure 8D-9. Example of a Refuge Area and the use of markings on a Sidewalk Grade Crossing
old sidewalk old sidewalk emergency exit route with emergency exit swing gate
detectable warning
b* new sidewalk additional crossing surface
d* c*
additional crossing surface new sidewalk
a* detectable warning
old sidewalk
old sidewalk
NOTES: a = clearance distance from face-of-curb to warning device = 2 ft clearance (see Figure 8C-1 and Section 8C.01) with a sidewalk relocation b = the EXISTING sidewalk location requires greater than 2 ft clearance, pushing the warning device farther away from the traveled way. c = track centers. If 38 ft or greater, optional additional detectable warnings with optional refuge area may be used (See Section 8D.03). d = Refuge Area between tracks, 48 in. MIN. Figure 8D-10. Example of Placement of Pedestrian Gates at a Grade Crossing emergency exit stop line with route with emergency detectable exit swing gate* (TYP.) warning (TYP.)
12 ft MIN. pedestrian gate (TYP.) fence or pedestrian barriers* (TYP.) Connect to railroad right of way fence, if present Figure 8D-11. Example of Flashing-Light Signal Assembly for a Pathway or Sidewalk Grade Crossing
4 inches MIN. diameter flashing red lights
a*
b*
PATHWAY OR SIDEWALK
NOTES: a=4feetMIN.forpathways = 7 feet MIN. for sidewalks = 4 feet MIN. for sidewalks, if b = 2 feet MIN. b=2feetMIN.forpathways = 0 feet MIN. for sidewalks Figure 8D-12. Example of Pedestrian Gate Placement at a Pathway or Sidewalk Grade Crossing
4 inches MIN. diameter flashing red lights
d*
a*
c*
b*
PATHWAY OR SIDEWALK
NOTES: a=4feetMIN.forpathways = 7 feet MIN. for sidewalks = 4 feet MIN. for sidewalks, if b = 2 feet MIN. b=2feetMIN.forpathways = 0 feet MIN. for sidewalks c = 3 feet MIN., 4 feet MAX. for pathways and sidewalks d = optional gate light on sidewalks Figure 8D-13. Example of Pedestrian Gate with Horizontal Hanging Bar at a Pathway or Sidewalk Grade Crossing
AUDIBLE DEVICE
4 inches MIN. diameter flashing red lights
d*
a*
c* Horizontal Hanging Bar
b* e*
PATHWAY OR SIDEWALK
NOTES: a=4feetMIN.forpathways = 7 feet MIN. for sidewalks = 4 feet MIN. for sidewalks, if b = 2 feet MIN. b=2feetMIN.forpathways = 0 feet MIN. for sidewalks c = 3 feet MIN., 4 feet MAX. for pathways and sidewalks d = optional gate light on sidewalks e = 15 inches MAX. Figure 8D-14. Example of Existing Sidewalk Between the Roadway and Figure 8D-17.a Example Grade Crossing of Existing Gate Sidewalk with Optional Between Swing the Gate Roadway and a Grade Crossing Gate AUDIBLE DEVICE
DO NOT ENTER (R5-1) sign on the side of the swing gate facing away from the track. PUSH TO EXIT (R8-11) PUSH TO EXIT sign on the track side of R8-11 the swing gate.
DO NOT
DO NOT
ENTER
CURB SIDEWALK
Emergency Exit Route Figure 8D-15. Example of a Separate Pedestrian Gate
Figure 8D-18. Example of a Separate Pedestrian Gate Audible device
* For locating this reference line on an approach that does not have a curb, see Note: Section 8C.01. The provision of a separate pedestrian gate is optional based upon the recommendation of a diagnostic team. If a separate pedestrian gate is provided, the need for a separate Crossbuck sign (R15-1), audible device, flashing-light signals, and gate lights should be determined by a diagnostic team. Optional gate light on sidewalks
4 inches MAX. Sidewalk or Pathway
2ft* Figure 8D-16. Example of Grade Crossing Gate Placement Between the Roadway and a Sidewalk Figure 8D-17. Example of Grade Crossing Gate and Flasher-Light Signal Placement Between the Roadway and a Sidewalk AUDIBLE DEVICE
COUNTERWEIGHT
b* SIDEWALK
a*
NOTES: a = 4.25 feet MAX. (gate-down position) or 25.4 inches MAX. to the edge of mast (gate-up position) b=0feetMIN.forsidewalk (see Section 2A.19) The encroachment of any part of the Grade Crossing Traffic Control Device (see Figure 8C-1) on or over the sidewalk should meet applicable requirements of the "Americans with Disabilities Act" (ADAAG). (see Section 1A.11). Figure 8D-17. Example of Grade Crossing Flashing-light Signal Placement Between the Roadway and a Sidewalk Figure 8D-17B. Example of Grade Crossing Flasher-light Placement Between the Roadway and aA SidewalkUDIBLE DEVICE
a*b* Sidewalk
NOTES: a=0feetMIN.forsidewalks (see Section 2A.19) The encroachment of any part of the Grade Crossing Traffic Control Device (see Figure 8C-1) on or over the sidewalk should meet applicable requirements of the "Americans with Disabilities Act" (ADAAG). (see Section 1A.11). The adjustment, re-alignment, or relocation of existing sidewalk grade crossings should be considered by a diagnostic team when determining the placement of highway traffic control devices. 1 ATTACHMENT NO. 18 2 Joint RRLRT & Signals #1 3
4 5 6 NOTE: This is a recommendation by NCUTCD to FHWA to add or revise the content of 7 the MUTCD. This proposal by itself does not constitute official standards or guidance. 8 Regardless of NCUTCD approval status, any proposed change or revision has no legal or 9 official status until specifically approved by FHWA through either the Interim Approval 10 process or adoption into a new edition of the MUTCD 11 12 13 14 TECHNICAL COMMITTEE: Railroad and Light Rail Transit and 15 Signals Technical Committees 16 17 TOPIC: Draft Recommendation - Traffic signal 18 preemption for grade crossings 19 20 STATUS/DATE OF ACTION: Recommended to send to sponsors as a draft 21 recommendation at the June 2013 National 22 Committee Meeting by the by the Railroad and 23 Light Rail Transit Committee and the Signals 24 Technical Committee 25 26 Technical Committee Vote: RRLRT – Unanimous FOR 27 Signals – Unanimous FOR 28 29 Transmitted to Sponsors: July 2013 30 31 Council Approval: June 26, 2014 32 33 ORIGIN OF REQUEST: RRLRT 34 35 AFFECTED SECTIONS OF MUTCD: Various definitions and various sections in Part 8 36 37 SUMMARY: 38 39 The purpose of these proposed changes is to update the existing MUTCD standards, guidance, 40 and options for traffic signal preemption for grade crossings to incorporate current capabilities, 41 technology, and practice. This includes the addition of provisions for the use of queue cutter 42 signals at grade crossings. It also includes preemption features and operation for specified
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43 busways in addition to light rail transit. Additional information regarding BRT and busways 44 will be provided in a new section in the future. 45 46 The changes are extensive as preemption for grade crossings has remained largely untouched 47 through previous editions of MUTCD. The state of the practice has changed considerably 48 following the tragic crash between a train and school bus in Illinois in 1995. These changes are 49 considered of highest priority by the RRLRT TC to bring MUTCD into compliance with 50 current practice and to promote consistent design where applicable. In many cases, the 51 proposed changes serve to clarify and guide the successful implementation of preemption and 52 interconnection through additional support information. While the proposed changes are 53 extensive, the need for preemption remains a Guidance condition. It is the intent of the 54 Technical Committees to allow for site specific engineering to be conducted by a Diagnostic 55 Team. The Diagnostic Team must reach a consensus on the various elements of traffic control 56 devices and their application. The proposed changes support various elements which may be 57 used at a given location and provide Standards, Guidance and Options in order to provide for 58 uniform application of the devices. 59 60 DISCUSSION: 61 62 The RRLRT Technical Committee initiated work on these changes in 2008 and to date, there 63 have been three requests for comments sent to sponsors. In 2011, the RRLRT Technical 64 Committee presented a previous version of revisions to preemption for grade crossings to the 65 National Committee Council. The item received extensive discussion and was tabled to allow 66 for coordination with the Signals Technical Committee. 67 68 This draft recommendation has been developed through a series of conference calls between 69 several STC members and several RRLRT members plus follow-up discussions of the two 70 technical committees at recent National Committee meetings. It represents hundreds of man- 71 hours of work and has been debated in detail by the RRLRT Technical Committee over the last 72 four years. 73 74 This draft recommendation includes major changes to what currently exists in Part 8. The 75 amount of new, relocated, and deleted text makes it impractical to use underline and strike 76 through text to show the changes to the current MUTCD language. Therefore, except for 77 changes to existing MUTCD definitions, additions, relocations, and deletions are not color 78 coded or otherwise identified. However, changes to existing definitions are shown with red 79 underline (red underline) for new text and red double strike through (red double strikethrough) 80 for deleted text. 81 82 Items sent to Sponsors for review are joint technical committee recommendations that will 83 presented to the National Committee Council for action at the National Committee meeting in 84 June of 2014. This is now a final recommendation at this point. Due to its complexity and 85 since it is being developed jointly by the Railroad and Light Rail Transit Technical Committee 86 and the Signals Technical Committee, sponsors were asked to review and provide comments to 87 assist the technical committees in developing the final recommendation. The two technical 88 committees reviewed the comments received and made changes based on the comments, These 89 recommendations will now be forwarded to FHWA as a recommended change to the MUTCD 90 as approved by The National Committee Council.
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91 92 Some text in the draft recommendation is in yellow highlight. Yellow highlighting indicates 93 text that is providing supplemental information related to the draft recommendation, but it is 94 not part of the recommended text. 95 96 Traffic signal preemption for grade crossings is a complex topic. While most traffic signal 97 operations are governed only by the traffic signal controller unit and associated traffic signal 98 equipment, preemption for grade crossings is also governed by the railroad signal system. 99 Active railroad signal systems include lights and may also include gates. If equipped with 100 gates, the gates may be only on approach lanes or they may be four-quadrant gates covering 101 approach and departure lanes. As with traffic signal controller units, the capabilities of railroad 102 signal systems vary based on the age and sophistication of the equipment. 103 104 Since the overall operation of preemption for grade crossings is influenced by separate control 105 systems typically owned and operated by separate agencies, it is important that that specific 106 compliance dates or “trigger points” be specified for various items included in the 107 recommendation. It may be necessary to replace the traffic signal controller unit and related 108 equipment, the railroad signal system control equipment, or both in order to comply with the 109 operation described in this draft recommendation. Therefore, while it is not anticipated that 110 such compliance dates or “trigger points” would be included in the MUTCD text, they should 111 be included in the recommendation to FHWA. Comments are requested concerning whether or 112 not compliance dates or “trigger points” should be included in the recommendation to FHWA 113 as well as any recommendations on what the compliance dates or “trigger points” should be. 114
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115 RECOMMENDED CHANGES TO THE MUTCD 116 117 118 PROPOSED NEW OR REVISED DEFINITIONS 119 120 Note: Numbered definitions exist in the 2009 MUTCD. The changes to 121 the existing MUTCD definitions are shown. Definitions that are not 122 numbered are proposed new definitions to be added to the MUTCD. 123 124 The definitions for “bus” and “bus rapid transit” were added by RRLRT 125 during preparation of the draft recommendation following the June 126 meeting which will be presented to Council on June 28, 2014. 127 128 3. Grade Crossing Warning System—the flashing-light signals, with or without warning 129 automatic gates, together with the necessary control equipment used to inform road users 130 of the approach or presence of rail traffic at grade crossings. 131 132 Busway Grade Crossing Warning System - the traffic control signals, with or without 133 automatic gates, together with the necessary control equipment used to inform road users 134 of the approach or presence of buses at busway grade crossings. 135 136 Bus —a highway vehicle, including an articulated vehicle, which operates on rubber tires 137 and is designed to transport passengers from one location to another location usually 138 operating on a fixed route. A van, taxicab, limousine, or recreational vehicle is not 139 considered to be a bus. 140 141 Bus Rapid Transit (BRT) - is a mode of public transportation that employs buses that 142 operate on streets in mixed traffic, on a busway in a semi-exclusive right-of-way or on a 143 busway in an exclusive right-of-way. 144 145 Busway — A busway is a traveled way intended for exclusive use of buses in a semi- 146 exclusive or exclusive alignment. 147 148 Busway Grade Crossing – A busway grade crossing is the general area where a roadway 149 and busway cross at the same level, within which are included the busway, roadway, and 150 traffic control devices for bus operators and road users traversing that area. 151 152 Blank-out sign - A sign that displays a single predetermined message only when activated. 153 When not activated, the sign legend shall not be visible. 154 155 32. Clear Storage Distance—when used in Part 8, the distance available for vehicle 156 storage measured between 6 feet from the rail nearest the intersection to the intersection 157 stop line or the normal stopping point on the highway. At skewed grade crossings and 158 intersections, the 6-foot distance shall be measured perpendicular to the nearest rail 159 either along the center line or edge line of the highway, as appropriate, to obtain the 160 shorter distance. Where exit gates are used, the distance available for vehicle storage is 161 measured from the point where the rear of the vehicle would be clear of the exit gate arm. 162 In cases where the exit gate arm is parallel to the track(s) and is not perpendicular to the 163 highway, the distance is measured either along the center line or edge line of the highway,
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164 as appropriate, to obtain the shorter distance. See Manual Section 8A.04 for additional 165 information. 166 167 37. Constant Warning Time Train Detection - A means of detecting rail traffic that 168 provides relatively uniform warning time for the approach of through trains that are not 169 accelerating or decelerating after being detected. 170 171 Diagnostic Team – A group of knowledgeable representatives of the parties of interest in a 172 highway-rail crossing or group of crossings. (This definition was approved by the 173 Council following the June 2013 NCUTCD meeting as it is used in other portions of 174 MUTCD) 175 176 Fail-Safe – When used in Part 8, a railroad signal design philosophy applied to a system 177 or device such that the result of hardware failure or the effect of a software error shall 178 either prohibit the system or device from assuming or maintaining an unsafe state or shall 179 cause the system or device to assume a state known to be safe. 180 181 LED enhanced sign – a sign, other than a changeable message or blank-out sign, that 182 includes LED units as described in Section 2A.07 to improve the conspicuity or increase 183 the legibility of sign legends and borders. 184 185 LRT or Busway exclusive alignment (“exclusive alignment”) — LRT track(s) or a busway 186 alignment that is grade-separated or protected by a fence or traffic barrier. Motor 187 vehicles, pedestrians, and bicycles are prohibited within the traveled way. Subways and 188 aerial structures are included within this group. 189 190 LRT or Busway semi-exclusive alignment (“semi-exclusive alignment”) — LRT track(s) 191 or a busway alignment that is in a separate traveled way or along a street or railroad 192 right-of-way where motor vehicles, pedestrians, and bicycles have limited access and cross 193 at designated locations only. In a semi-exclusive alignment, the LRT vehicles or buses 194 usually have right-of-way over other roadway users at grade crossings. 195 196 LRT or Bus mixed-use alignment (“mixed-use alignment”) — An alignment where the 197 LRT vehicles or buses operate in mixed traffic with all types of road users. This includes 198 streets, transit malls and pedestrian malls where the traveled way is shared. In a mixed- 199 use alignment, the LRT vehicles or buses do not have right-or-way over other roadway 200 users at grade crossings and intersections. 201 202 116. Minimum Track Clearance Distance —for standard two-quadrant warning devices, 203 the Minimum Track Clearance Distance (MTCD) is the length along a highway at one or 204 more railroad or light rail transit tracks. Where flashing light signals with automatic 205 gates are used, the MTCD is measured from the portion of the gate arm farthest from the 206 near rail. Where flashing light signals are used without automatic gates, the MTCD is 207 measured from the stop line. Where passive traffic control devices are used, the MTCD is 208 measured from the stop line. Where the roadway is not paved, the MTCD is measured 209 from 10 feet perpendicular to the near rail. The MTCD ends 6 feet beyond the track(s) 210 measured perpendicular to the far rail, along the center line or edge line of the highway, 211 as appropriate, to obtain the longer distance. For Four-Quadrant Gate systems (where
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212 exit gates are used), the MTCD is extended to the point where a vehicle is clear of the exit 213 gate arm. In cases where the exit gate arm is parallel to the track(s) and is not 214 perpendicular to the highway, the distance is measured either along the center line or 215 edge line of the highway, as appropriate, to obtain the longer distance. See Manual 216 Section 8A.04 for additional information. 217 218 152. Preemption – the transfer of normal operation of a traffic control signal or a hybrid 219 beacon to a special control mode of operation. 220 221 Preemption Clearance Interval – the part of a traffic signal sequence displayed as a result 222 of a preemption request when vehicles are provided the opportunity to clear the railroad 223 or light rail transit tracks, a movable bridge, or a busway prior to the arrival of the train, 224 boat, or bus for which the traffic signal is being preempted. 225 226 92. Preemption Interconnection — When used in Part 8, the connection between the 227 grade crossing warning system , or busway grade crossing warning system and the traffic 228 signal controller assembly for the purpose of preemption. 229 230 Preemption Time Variability – the result that occurs when the traffic signal controller 231 enters the Preemption Clearance Interval with less than the maximum design Right-of- 232 Way Transfer Time or the speed of a train approaching the grade crossing varies. 233 234 154 Pre-signal — highway traffic signal faces located at a grade crossing that control 235 traffic approaching a the grade crossing and operated as a part of the adjacent 236 interconnected intersection traffic control signals. 237 238 Queue cutter signal — A traffic control signal that is intended to prevent vehicular 239 queuing across tracks at a grade crossing where traffic queuing occurs and is activated 240 for one direction of travel by an approaching train, by an approaching bus on a busway, 241 actuation from a downstream queue detection system, by time of day or a combination of 242 any of these. A queue cutter signal is not operated as a part of a downstream intersection 243 traffic control signal but is an independently controlled traffic control signal. 244 245 166. Quiet Zone —a segment of a rail line, within which is situated one or a number of 246 consecutive public highway-rail grade crossings at which locomotive horns are not 247 routinely sounded per 49 CFR Part 222. 248 249 175. Right-of-Way Transfer Time — When used in Part 8, the maximum amount of time 250 needed for the worst case condition, prior to display of the Preemption Clearance 251 Interval. This includes any railroad light rail transit, busway or highway traffic signal 252 control equipment time to react to a preemption call, and any traffic control signal green, 253 pedestrian walk and clearance, yellow change, and red clearance intervals for conflicting 254 traffic. 255 256 Through Train – a through train is a train movement that continues without stopping or 257 reversing direction throughout the entire length of the rail traffic detection circuit length 258 approaching a highway-rail grade crossing. 259
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260 255. Wayside Horn System —a stationary horn (or series of horns) located at a grade 261 crossing that is used in conjunction with train-activated or light rail transit-activated 262 warning systems to provide audible warning of approaching rail traffic to road users on 263 the highway or pathway approaches to a grade crossing, either as a supplement or 264 alternative to the sounding of a locomotive horn. 265
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266 267 CHAPTER 8A. GENERAL 268 Section 8A.01 Introduction 269 Support: 270 Whenever the acronym “LRT” is used in Part 8, it refers to “light rail transit.” 271 Whenever the acronym “BRT” is used in Part 8, it refers to “bus rapid transit.” 272 Part 8 describes the traffic control devices that are used at highway-rail and highway-LRT 273 grade crossings. Unless otherwise provided in the text or on a figure or table, the provisions of 274 Part 8 are applicable to all highway-rail or highway-LRT grade crossings. When the phrase 275 “grade crossing” is used by itself without the prefix “highway-rail,” or “highway-LRT”, it refers 276 to both highway-rail and highway-LRT grade crossings. 277 Chapter 8E describes some of the traffic control devices that are used at highway-busway 278 grade crossings. Where specified in Section 8E, other provisions of Part 8 are applicable at 279 highway-busway grade crossings. 280 Traffic control for grade crossings includes all signs, signals, markings, other warning 281 devices and their supports along highways approaching and at grade crossings. The function of 282 this traffic control is to promote safety and provide effective operation of rail and/or LRT and 283 highway traffic at grade crossings. 284 For purposes of design, installation, operation and maintenance of traffic control devices at 285 grade crossings, it is recognized that the crossing of the highway and rail tracks is situated on a 286 right-of-way available for the joint use of both highway traffic and railroad or LRT. 287 Grade crossings and the associated traffic control devices are unique in that in many cases, 288 both the highway agency or authority with jurisdiction, the regulatory agency with statutory 289 authority (if applicable) and the railroad or LRT authority are jointly involved in development 290 of engineering judgment or an engineering study. This joint process is accomplished through 291 the efforts of a Diagnostic Team. A Diagnostic Team is a group of knowledgeable individuals 292 of the parties of interest in a railroad-highway crossing or group of crossings. 293 The highway agency or authority with jurisdiction and the regulatory agency with statutory 294 authority (if applicable) jointly determine the need and selection of devices at a highway-rail 295 grade crossing. 296 The combination of traffic control devices selected or installed at a specific grade crossing 297 is referred to as a “traffic control system.”. The combination of railroad or LRT active traffic 298 control devices used to inform road users of the approach or presence of rail traffic and the 299 necessary control equipment for the devices at a grade crossing is referred to as a “grade 300 crossing warning system.” See Part 1.1.1 of the AREMA Communications & Signals Manual 301 published by the American Railway Engineering & Maintenance-of-Way Association 302 (AREMA). 303 Part 8 also describes the traffic control devices that are used in locations where light rail 304 vehicles (Light Rail Transit or LRT) operate along streets and highways in mixed traffic with 305 automotive vehicles. 306 LRT is a mode of public transportation that employs LRT vehicles (commonly known as 307 light rail vehicles, streetcars, or trolleys) that operate on rails in streets in mixed traffic or that
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308 operate in semi-exclusive or exclusive rights-of-way. Grade crossings with LRT can occur at 309 intersections or at midblock locations, including public and private driveways. 310 LRT alignments can be grouped into one of the following three types: 311 A. LRT exclusive alignment (“exclusive alignment”). This type of alignment does not 312 have grade crossings and is not further addressed in Part 8. 313 B. LRT semi-exclusive alignment (“semi-exclusive alignment”). 314 C. LRT lane mixed-use alignment (“mixed-use alignment”). 315 LRT operations within semi-exclusive or mixed-use alignments may operate in one of two 316 modes: 317 A. LRT vehicles do not have priority over other road users. 318 B. LRT vehicles have priority over other road users, 319 Guidance: 320 Where LRT vehicles have priority over other road users, active grade crossing traffic 321 control systems should be used unless otherwise determined by a Diagnostic Team. 322 Where LRT vehicles have priority over other road users, traffic signal preemption should 323 be used as provided in Section 8C.10 unless otherwise determined by a Diagnostic Team 324 Option: 325 Where LRT vehicles do not have priority over other road users, traffic signal priority or 326 preemption may be used as determined by a Diagnostic Team 327 328 Support: 329 An initial educational campaign along with an ongoing program to continue to educate new 330 drivers is beneficial when introducing LRT operations to an area and, hence, new traffic control 331 devices. 332 Standard: 333 Where LRT and railroads use the same tracks or adjacent tracks, the traffic control 334 devices, systems, and practices for highway-rail grade crossings shall be used. 335 Support: 336 To promote an understanding of common terminology between highway, railroad, LRT and 337 BRT signaling issues, definitions and acronyms pertaining to Part 8 are provided in Sections 338 1A.13 and 1A.14. 339 Section 8A.02 Use of Standard Devices, Systems, and Practices at Grade Crossings 340 Support: 341 Because of the large number of significant variables to be considered, no single standard 342 system of traffic control devices is universally applicable for all grade crossings. 343 Standard: 344 The appropriate traffic control system to be used at a grade crossing shall be 345 determined by an engineering study conducted by a Diagnostic Team involving the
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346 highway agency with jurisdiction, the regulatory agency with statutory authority (if 347 applicable) and the railroad company and/or transit agency, as applicable. 348 Option: 349 A regulatory agency with statutory authority may make the final determination of traffic control 350 devices at a grade crossing. 351 352 Guidance: 353 Factors to be considered in the determination of what should be installed include, but are 354 not limited to: road geometrics, stopping sight distance, clearing sight distance, the proximity 355 of nearby roadway intersections including the traffic control devices at the intersections, 356 adjacent driveways, traffic volume across the grade crossing, extent of queuing upstream or 357 downstream of the grade crossing, train volume, pedestrian volume, operation of passenger 358 trains, presence of nearby passenger station stops, variable train speeds, accelerating and 359 decelerating trains, multiple tracks, high speed train operation, number of school buses or 360 hazardous material haul vehicles or locations where a history of collisions occur. 361 Standard: 362 Operational changes made to a traffic control system at a grade crossing requiring the 363 use of engineering judgment or an engineering study shall be conducted or approved by a 364 Diagnostic Team. 365 The Diagnostic Team members shall reach a determination, documented as an 366 engineering study, on proposed changes to a traffic control system at a grade crossing. 367 The Diagnostic Team determination shall be made based on a consensus of the Diagnostic 368 Team members. 369 Option: 370 The Diagnostic Team determination may be based on site visits, meetings, conference calls, 371 or a combination of some or all of these methods. 372 When determined by the responsible public agency, the railroad company and/or transit 373 agency, minor operational changes or general maintenance activities to the traffic control 374 system at a grade crossing that do not have a negative impact on the overall operation of the 375 traffic control system may be made without a review and determination by a Diagnostic Team. 376 Guidance: 377 The determination made by the Diagnostic Team should be distributed to the Diagnostic 378 Team members. 379 Option: 380 The engineering study may include the Highway-Rail Intersection (HRI) components of the 381 National Intelligent Transportation Systems (ITS) architecture, which is a USDOT accepted 382 method for linking the highway, vehicles, and traffic management systems with rail operations 383 and wayside equipment. 384 Support:
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385 More detail on Highway-Rail Intersection components is available from the USDOT’s 386 Federal Railroad Administration, 1200 New Jersey Avenue, SE, Washington, DC 20590, or 387 www.fra.dot.gov. 388 Standard: 389 Before any new grade crossing traffic control system is installed or before 390 modifications are made to an existing system, approval shall be obtained from the 391 highway agency with jurisdiction, the regulatory agency with statutory authority (if 392 applicable) and from the railroad company and/or transit agency. 393 Support: 394 Many other details of grade crossing traffic control systems that are not set forth in Part 8 395 are contained in the publications listed in Section 1A.11, including the latest version of the 396 AREMA Communications & Signals Manual published by the American Railway Engineering 397 & Maintenance-of-Way Association (AREMA) and the latest version of “Preemption of Traffic 398 Signals Near Railroad Crossings” published by the Institute of Transportation Engineers (ITE). 399 Section 8A.03 Use of Standard Devices, Systems, and Practices at Highway-LRT Grade 400 Crossings 401 Support: 402 The combination of devices selected or installed at a specific highway-LRT grade crossing 403 is referred to as a “LRT traffic control system”. 404 The normal rules of the road and traffic control priority identified in the “Uniform Vehicle 405 Code” and its successor documents govern the order assigned to the movement of vehicles at an 406 intersection unless the local agency determines that it is appropriate to assign a higher priority 407 to LRT vehicles. Examples of different types of LRT priority control include separate traffic 408 control signal phases for LRT movements, restriction of movement of roadway vehicles in 409 favor of LRT operations and preemption of highway traffic signal control to accommodate LRT 410 movements. 411 Standard: 412 Highway-LRT grade crossings in semi-exclusive alignments outside of a roadway shall 413 be equipped with flashing-light signals with or without automatic gates, unless a 414 Diagnostic Team determines that the use of Crossbuck Assemblies, STOP signs, or 415 YIELD signs alone would be adequate. See Section 8C. for additional information.
416 Section 8A.04 Minimum Track Clearance Distance 417 Support: 418 At a grade crossing, the Minimum Track Clearance Distance (MTCD) defines, on a lane-by- 419 lane basis, the length of the roadway over the track(s) where a vehicle could be struck by rail 420 traffic. 421 Where flashing light signals with automatic gates are used, the MTCD is measured from the 422 portion of the gate arm farthest from the near rail. Where flashing light signals are used without 423 automatic gates, the MTCD is measured from the stop line farthest from the near rail. Where 424 passive traffic control devices are used, the MTCD is measured from the stop line. Where the 425 roadway is not paved, the MTCD is measured from 10 feet perpendicular to the nearest rail.
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426 The MTCD ends 6 feet beyond the track(s) measured perpendicular to the far rail, along the 427 center line or edge line of the highway, as appropriate, to obtain the longer distance. 428 For grade crossings with Four-Quadrant Gate systems (where exit gates are used), the length of 429 the MTCD is extended to the point where the rear of a vehicle is clear of the exit gate arm. In 430 cases where the exit gate arm is parallel to the track(s) and is not perpendicular to the highway, 431 the distance is measured either along the center line or edge line of the highway, as appropriate, 432 to obtain the longer distance. 433 Where an intersection is located beyond a grade crossing, the Clear Storage Distance (CSD) 434 defines, on a lane-by-lane basis, the area of the roadway beyond the MTCD extending to the 435 intersection stop line, flow line or normal stopping point on the highway. 436 The MTCD is used to determine the amount of additional Clearance Time to be provided by 437 the railroad where the MTCD exceeds 35 feet. One second is added for every 10 feet or portion 438 thereof where the MTCD exceeds 35 feet. See Part 3.3.10 of the AREMA Communications & 439 Signals Manual published by the American Railway Engineering & Maintenance-of-Way 440 Association (AREMA) for additional information. 441 The MTCD and CSD are used to assist the Diagnostic Team in determining the appropriate 442 traffic control devices and/or roadway treatments to be used at a grade crossing. 443 The MTCD and CSD may also be used to determine the queue start-up and queue clearance 444 time necessary where a traffic signal is interconnected with a grade crossing active warning 445 system. 446 The following figures depict various roadway configurations and the appropriate limits to 447 determine the MTCD: 448 449 Figure 8A-1. Single track 90° grade crossing with automatic gate
450 Figure 8A-2. Single track obtuse angle grade crossing with automatic gate
451 Figure 8A-3. Single track acute angle grade crossing with automatic gate
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452 Figure 8A-4. Single track acute angle grade crossing with automatic gate on one-way 453 roadway
454 Figure 8A-5. Single track acute angle grade crossing with automatic gate on multi-lane 455 roadway
456 Figure 8A-6. Double track 90° grade crossing with automatic gate
457 Figure 8A-7. Single track 90° grade crossing without automatic gate
458 Figure 8A-8. Single track obtuse angle grade crossing without automatic gate
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459 Figure 8A-9. Single track acute angle grade crossing without automatic gate
460 Figure 8A-10. Single track 90° grade crossing with passive traffic control devices on 461 unpaved roadway
462 Figure 8A-11. Single track obtuse angle grade crossing with passive traffic control devices 463 on unpaved roadway
464 Figure 8A-12. Single track acute angle grade crossing with passive traffic control devices 465 on unpaved roadway
466 Section 8A-05 Adjacent Grade Crossings 467 468 Support: 469 In certain cases, multiple grade crossings may exist within 200 feet of each another. These 470 grade crossings may encompass separate railroads or a railroad and LRT.
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471 472 Additional details of active traffic control device location and operation at adjacent grade 473 crossings located within 200’ of each other that are not set forth in Part 8 are contained in Part 474 3.1.11 of the AREMA Communications & Signals Manual published by the American Railway 475 Engineering & Maintenance-of-Way Association (AREMA). 476 477 Guidance: 478 Where grade crossings are located within 200’ of each other along the highway, the 479 Diagnostic Team should consider the arrival of a second train when one grade crossing is 480 occupied. 481 Where the distance between tracks, measured along the highway between the inside rails, is 482 100 feet or less, the grade crossings should be treated as one individual grade crossing. 483 Where the distance between tracks, measured along the highway between the inside rails, 484 exceeds 100 feet, additional signs or other appropriate traffic control devices should be used to 485 inform approaching road users of the long distance to cross the tracks. 486 Where the distance between tracks, measured along the highway between the inside rails, 487 exceeds 200 feet, the grade crossings should be treated as individual grade crossings and 488 traffic control devices should be installed between the grade crossings. 489 Where active traffic control devices are installed between grade crossings that are less than 490 200 feet apart, the operation of the devices should provide for additional time for vehicles to 491 clear the extended MTCD. The operation of the active traffic control devices should conform to 492 the recommendations in Part 3.1.11 of the AREMA Communications & Signals Manual 493 published by the American Railway Engineering & Maintenance-of-Way Association (AREMA). 494 495 Support: 496 The following figures depict examples of adjacent grade crossings: 497 Figure 8A-13. Two adjacent grade crossings with less than 100’ of separation
498 Figure 8A-14. Two adjacent grade crossings with more than 100’ but less than 200’ of 499 separation
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500 Figure 8A-15. Two adjacent grade crossings with more than 200’ of separation
501 Section 8A.06 Grade Crossing Elimination 502 Standard: 503 When a grade crossing is eliminated, the traffic control devices for the crossing shall 504 be removed. 505 If the existing traffic control devices at a multiple-track grade crossing become 506 improperly placed or no longer applicable because of the removal of some of the tracks, 507 the existing devices shall be relocated and/or modified. 508 Guidance: 509 Where a roadway is removed from a grade crossing, the roadway approaches in the 510 railroad or LRT right-of-way should also be removed and appropriate signs and object 511 markers should be placed at the roadway end in accordance with Section 2C.66. 512 Where a railroad or LRT is eliminated at a grade crossing, the tracks should be removed or 513 covered. 514 Option: 515 Based on engineering judgment, the TRACKS OUT OF SERVICE (R8-9) sign (see Figure 516 8B-1) may be temporarily installed until the tracks are removed or covered. The length of time 517 before the tracks will be removed or covered may be considered in making the decision as to 518 whether to install the sign.
519 Section 8A.07 Illumination at Grade Crossings 520 Support:
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521 Illumination is sometimes installed at or adjacent to a grade crossing in order to provide 522 better nighttime visibility of trains or LRT equipment and the grade crossing (for example, 523 where a substantial amount of railroad or LRT operations are conducted at night, where grade 524 crossings are blocked for extended periods of time, or where crash history indicates that road 525 users experience difficulty in seeing trains or LRT equipment or traffic control devices during 526 hours of darkness). 527 Recommended types and locations of luminaires for illuminating grade crossings are 528 contained in the American National Standards Institute’s (ANSI) “Practice for Roadway 529 Lighting RP-8,” which is available from the Illuminating Engineering Society (see Section 530 1A.11).
531 Section 8A.08 Quiet Zone Treatments at Highway-Rail Grade Crossings 532 Support: 533 49 CFR Part 222 (Use of Locomotive Horns at Highway-Rail Grade Crossings; Final Rule) 534 prescribes Quiet Zone requirements and treatments. 535 Standard: 536 Any traffic control device and its application where used as part of a Quiet Zone shall 537 comply with all applicable provisions of the MUTCD.
538 Section 8A.09 Temporary Traffic Control Zones 539 Support: 540 Temporary traffic control planning provides for continuity of operations (such as movement 541 of traffic, pedestrians and bicycles, transit operations, and access to property/utilities) when the 542 normal function of a roadway at a grade crossing is suspended because of temporary traffic 543 control operations. Temporary traffic control planning is also needed when roadway or grade 544 crossing construction results in the detouring of traffic over an existing grade crossing with 545 passive warning devices. 546 Standard: 547 Traffic controls for temporary traffic control zones that include grade crossings shall 548 be as outlined in Part 6. 549 When a grade crossing exists either within or in the vicinity of a temporary traffic 550 control zone, lane restrictions, flagging (see Chapter 6E), or other operations shall not be 551 performed in a manner that would cause highway vehicles to stop on the railroad or LRT 552 tracks, unless a flagger or uniformed law enforcement officer is provided at the grade 553 crossing to minimize the possibility of highway vehicles stopping on the tracks, even if 554 automatic warning devices are in place. 555 When a temporary traffic control zone extends over a grade crossing equipped with 556 automatic gates and one lane two-way or reversible lane operation is used, one or more 557 gate arms shall be removed to avoid stopping vehicles within the a Minimum Track 558 Clearance Distance by an improperly located gate. A railroad employee serving as a 559 flagger and one or more uniformed law enforcement officer(s) shall be in place at all times 560 that a train may occupy the grade crossing. 561 When traffic is detoured over an existing grade crossing with passive warning devices, 562 a traffic control plan shall be prepared in accordance with Section 6C.01 Temporary 563 Traffic Control Plans. 564
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565 Guidance: 566 Public and private agencies, including emergency services, businesses, and railroad or 567 LRT companies, should meet to plan appropriate traffic detours and the necessary signing, 568 marking, signalization, and flagging requirements for operations during a) temporary traffic 569 control zone activities; or b) activities that result in the detouring of traffic over a grade 570 crossing with passive warning devices. Consideration should be given to the length of time that 571 the grade crossing is to be closed and the length of time the detour is to be in place. In 572 addition, the type of rail or LRT and highway traffic affected, the time of day, and the materials 573 and techniques of repair. 574 The agencies responsible for the operation of the LRT and highway should be contacted 575 when the initial planning begins for any temporary traffic control zone that might directly or 576 indirectly influence the flow of traffic on mixed-use facilities where LRT and road users 577 operate. 578 Temporary traffic control operations should minimize the inconvenience, delay, and crash 579 potential to affected traffic. Prior notice should be given to affected public or private agencies, 580 emergency services, businesses, railroad or LRT companies, and road users before the free 581 movement of road users or rail traffic is infringed upon or blocked. 582 Temporary traffic control zone activities should not be permitted to extensively prolong the 583 closing of the grade crossing. 584 The width, grade, alignment, and riding quality of the highway surface at a grade crossing 585 should, at a minimum, be restored to correspond with the quality of the approaches to the 586 grade crossing. 587 Support: 588 Section 6G.18 contains additional information regarding temporary traffic control zones in 589 the vicinity of grade crossings, and Figure 6H-46 shows an example of a typical situation that 590 might be encountered.
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1 ATTACHMENT NO.19 2 Joint RRLRT & Signals #2 3
4 5 6 NOTE: This is a recommendation by NCUTCD to FHWA to add or revise the content of the 7 MUTCD. This proposal by itself does not constitute official standards or guidance. Regardless 8 of NCUTCD approval status, any proposed change or revision has no legal or official status 9 until specifically approved by FHWA through either the Interim Approval process or adoption 10 into a new edition of the MUTCD 11 12 13 TECHNICAL COMMITTEE: Railroad and Light Rail Transit and 14 Signals Technical Committees 15 16 TOPIC: Draft Recommendation - Traffic signal preemption 17 for grade crossings 18 19 STATUS/DATE OF ACTION: Recommended to send to sponsors as a draft 20 recommendation at the June 2013 National Committee 21 Meeting by the by the Railroad and Light Rail Transit 22 Committee and the Signals Technical Committee 23 24 Technical Committee Vote: RRLRT – Unanimous FOR 25 Signals – Unanimous FOR 26 27 Transmitted to Sponsors: July 2013 28 29 Council Approval: June 28, 2014 30 31 ORIGIN OF REQUEST: RRLRT 32 33 AFFECTED SECTIONS OF MUTCD: Various definitions and various sections in Part 8 34 35 SUMMARY: 36 37 The purpose of these proposed changes is to update the existing MUTCD standards, guidance, and 38 options for traffic signal preemption for grade crossings to incorporate current capabilities, 39 technology, and practice. This includes the addition of provisions for the use of queue cutter signals 40 at grade crossings. It also includes preemption features and operation for specified busways in 41 addition to light rail transit. Additional information regarding BRT and busways will be provided in 42 a new Chapter 8E. 43 44 The changes are extensive as preemption for grade crossings has remained largely untouched 45 through previous editions of MUTCD. The state of the practice has changed considerably following
Page 1 of 18 1 the tragic crash between a train and school bus in Illinois in 1995. These changes are considered of 2 highest priority by the RRLRT TC to bring MUTCD into compliance with current practice and to 3 promote consistent design where applicable. In many cases, the proposed changes serve to clarify 4 and guide the successful implementation of preemption and interconnection through additional 5 support information. While the proposed changes are extensive, the need for preemption remains a 6 Guidance condition. It is the intent of the Technical Committees to allow for site specific engineering 7 to be conducted by a Diagnostic Team. The Diagnostic Team must reach a consensus on the various 8 elements of traffic control devices and their application. The proposed changes support various 9 elements which may be used at a given location and provide Standards, Guidance and Options in 10 order to provide for uniform application of the devices. 11 12 DISCUSSION: 13 14 The RRLRT Technical Committee initiated work on these changes in 2008 and to date, there have 15 been three requests for comments sent to sponsors. In 2011, the RRLRT Technical Committee 16 presented a previous version of revisions to preemption for grade crossings to the National 17 Committee Council. The item received extensive discussion and was tabled to allow for 18 coordination with the Signals Technical Committee. 19 20 This draft recommendation has been developed through a series of conference calls between several 21 STC members and several RRLRT members plus follow-up discussions of the two technical 22 committees at recent National Committee meetings. It represents hundreds of man-hours of work and 23 has been debated in detail by the RRLRT Technical Committee over the last four years. 24 25 This draft recommendation includes major changes to what currently exists in Part 8. The amount of 26 new, relocated, and deleted text makes it impractical to use underline and strike through text to show 27 the changes to the current MUTCD language. Therefore, except for changes to existing MUTCD 28 definitions, additions, relocations, and deletions are not color coded or otherwise identified. 29 However, changes to existing definitions are shown with red underline (red underline) for new text 30 and red double strike through (red double strikethrough) for deleted text. 31 32 Items sent to Sponsors for review are joint technical committee recommendations that will presented 33 to the National Committee Council for action at the National Committee meeting in June of 2014. 34 This is now a final recommendation at this point. Due to its complexity and since it is being 35 developed jointly by the Railroad and Light Rail Transit Technical Committee and the Signals 36 Technical Committee, sponsors were asked to review and provide comments to assist the technical 37 committees in developing the final recommendation. The two technical committees reviewed the 38 comments received and made changes based on the comments, These recommendations will now be 39 forwarded to FHWA as a recommended change to the MUTCD as approved by The National 40 Committee Council. 41 42 Traffic signal preemption for grade crossings is a complex topic. While most traffic signal 43 operations are governed only by the traffic signal controller unit and associated traffic signal 44 equipment, preemption for grade crossings is also governed by the railroad signal system. Active 45 railroad signal systems include lights and may also include gates. If equipped with gates, the gates 46 may be only on approach lanes or they may be four-quadrant gates covering approach and departure 47 lanes. As with traffic signal controller units, the capabilities of railroad signal systems vary based on 48 the age and sophistication of the equipment. 49 50 Since the overall operation of preemption for grade crossings is influenced by separate control 51 systems typically owned and operated by separate agencies, it is important that that specific Page 2 of 18 1 compliance dates or “trigger points” be specified for various items included in the recommendation. 2 It may be necessary to replace the traffic signal controller unit and related equipment, the railroad 3 signal system control equipment, or both in order to comply with the operation described in this draft 4 recommendation. Therefore, while it is not anticipated that such compliance dates or “trigger points” 5 would be included in the MUTCD text, they should be included in the recommendation to FHWA. 6 Comments are requested concerning whether or not compliance dates or “trigger points” should be 7 included in the recommendation to FHWA as well as any recommendations on what the compliance 8 dates or “trigger points” should be.
Page 3 of 18 1 RECOMMENDED CHANGES TO THE MUTCD 2 3 4 CHAPTER 8C. FLASHING-LIGHT SIGNALS, GATES, AND TRAFFIC CONTROL 5 SIGNALS 6 Section 8C.09 Traffic Control Signals at or Near Highway-Rail Grade Crossings 7 Standard: 8 01 Except as provided in the option below, traffic control signals shall not be used instead 9 of flashing-light signals to control road users at a highway-rail grade crossing. 10 Option: 11 02 Traffic control signals may be used instead of flashing-light signals to control road users at 12 industrial highway-rail grade crossings and other places where the maximum speed of trains is 10 13 m.p.h. or less. 14 Standard: 15 03 The appropriate provisions of Part 4 relating to traffic control signal design, 16 installation, and operation shall be applicable where traffic control signals are used to 17 control road users instead of flashing-light signals at highway-rail grade crossings. 18 19 Section 8C.10 Preemption of Traffic Control Signals at Grade Crossings 20 Support: 21 01 Traffic signal preemption for grade crossings is a complex topic which requires very specific 22 understating of both traffic signals and grade crossing warning systems. While most traffic 23 signal operations are governed only by the traffic signal controller unit and associated traffic 24 signal equipment, preemption for grade crossings is also governed by the railroad warning 25 system. Active railroad warning systems include flashing light signals and may include 26 automatic gates as well as varying types of train detection equipment. When the two systems are 27 interconnected to each other for the purpose of preemption, a third system is created. It is the 28 third system which requires thorough understanding of the design and operating parameters in 29 order to provide proper operation of the preemption system. 30 02 The Federal Railroad Administration (FRA) has issued two documents which provide 31 additional information relating to preemption of traffic signals near grade crossings. The first 32 document is Technical Bulletin S-12-01, Guidance Regarding the Appropriate Process for the 33 Inspection of Highway-Rail Grade Crossing Warning System Pre-emption Interconnections with 34 Highway Traffic Signals The second document is Safety Advisory 2010-02 which addresses 35 Signal Recording Devices for Highway-Rail Grade Crossing Active Warning Systems that are 36 Interconnected with Highway Traffic Signal Systems. 37 Guidance: 38 03 If a grade crossing is equipped with a flashing-light signal system and is located within 200 39 feet of any traffic control signal or hybrid beacon, the traffic control signal or hybrid beacon 40 should be provided with preemption in accordance with Part 4. 41 04 Coordination with the flashing-light signal system, examples of which may include queue 42 detection, a queue cutter signal, blank-out signs, preemption, or other alternatives should be 43 considered for traffic control signals or hybrid beacons located farther than 200 feet from the 44 highway-rail grade crossing. Factors to be considered should include traffic volumes, highway 45 vehicle mix, highway vehicle and train approach speeds, frequency of trains, presence of 46 midblock driveways or unsignalized intersections, traffic backed up from a nearby downstream Page 4 of 18 1 railroad crossing and the likelihood of vehicular queues extending into the Minimum Track 2 Clearance Distance. 3 05 The highway agency or authority with jurisdiction and the regulatory agency with statutory 4 authority, if applicable, should jointly determine the preemption operation and the timing of 5 traffic control signals interconnected with highway-rail grade crossings adjacent to signalized 6 highway intersections. 7 06 If a traffic control signal or hybrid beacon is installed near a grade crossing with passive 8 traffic control devices and traffic is likely to queue onto the tracks, an active grade crossing 9 warning system should be installed at the grade crossing to provide a means to preempt the 10 traffic control signal or hybrid beacon in order to clear vehicles from the Minimum Track 11 Clearance Distance upon approach of a train. 12 07 If a traffic control signal is interconnected with a flashing light signal system, the flashing 13 light signal system should be provided with automatic gates unless a diagnostic team determines 14 otherwise. 15 Support: 16 08 If the Preemption Clearance Interval displays a green to vehicles to clear the MTCD, 17 automatic gates can prevent additional vehicles from being drawn into the MTCD. 18 Guidance: 19 09 The highway agency or authority with jurisdiction, and the regulatory agency with statutory 20 authority, if applicable and the railroad or LRT operator should jointly inspect and verify the 21 preemption operation, the amount of warning time and/or advanced preemption time being 22 provided by the railroad warning system and the timing of traffic control signals interconnected 23 and/or coordinated with flashing-light signals no less than once per year. 24 Support: 25 10 Section 4D.27 includes a recommendation that traffic control signals that are adjacent to 26 highway-rail grade crossings and that are coordinated with the flashing-light signals or that 27 include railroad preemption features be provided with a back-up power supply. 28 Guidance: 29 11 When a backup power supply is installed for a traffic control signal that is interconnected 30 with a grade crossing, the backup power supply should provide for a minimum operating period 31 sufficient to allow the implementation of alternative traffic control measures during a power 32 outage. 33 Standard: 34 12 Information regarding the type of preemption and any related timing parameters shall 35 be provided to the railroad company so that the railroad company can design the 36 appropriate train detection circuitry. 37 13 If preemption is provided, unless otherwise determined by a diagnostic team, the 38 normal sequence of traffic control signal indications shall be preempted upon the approach 39 of through trains to provide a preemption clearance interval of adequate duration to 40 minimize the likelihood of vehicles not having sufficient time to clear the minimum track 41 clearance distance prior to the arrival of the train. 42 14 Where a flashing light signal system is in place at a grade crossing, any traffic control 43 signal faces or hybrid beacon signal faces installed within 50 feet of any rail shall be
Page 5 of 18 1 preempted upon the approach of a train. The signal faces that control movements across 2 the grade crossing shall display RED indications in accordance with Section 4D.27 in order 3 to avoid conflicting indications with the flashing light signal system. 4 Guidance: 5 15 Where a flashing light signal system is in place at a grade crossing, the operation of any 6 flashing yellow beacon installed within 50 feet of any rail should be considered by a Diagnostic 7 Team to determine whether the operation of the beacon should be terminated during the 8 approach and passage of the train. 9 Standard: 10 16 The preemption special control mode shall be activated by a supervised preemption 11 interconnection using fail-safe design principles between the control circuits of the grade 12 crossing warning system and the traffic signal controller unit. The approach of a train to a 13 grade crossing shall de-energize the interconnection or send a message via a fail-safe data 14 communication protocol, which in turn shall activate the traffic signal controller 15 preemption sequence. This shall establish and maintain the preemption condition during 16 the time the grade crossing warning system is activated, except that when automatic gates 17 are used, the preemption condition shall be terminated at the point the automatic gates are 18 energized to start their upward movement. 19 Support: 20 17 A supervised preemption interconnection is one that incorporates both a normally-open and a 21 normally-closed circuit from the grade crossing warning system to verify the proper operation of 22 the interconnection. 23 18 An example of a fail-safe data communication protocol for preemption is IEEE 1570. 24 19 In lieu of supervision, a double-break preemption interconnection circuit which utilizes two 25 normally-closed circuits that open both the source and return energy circuits may be used. 26 20 A preemption interconnection may incorporate both supervision and double-break circuits. 27 Guidance: 28 21 Where no active devices exist at the grade crossing but train detection circuits are present, 29 the operation of the preemption interconnection should be treated as if active devices exist at the 30 crossing. 31 22 Where no active devices exist at the grade crossing but train detection circuits are present, 32 the preemption operation should be determined by a diagnostic team. 33 23 Where left turns are allowed from the approach that crosses the track and a delayed or 34 impeded left turn movement could prevent vehicles from clearing the track, a protected left turn 35 movement should be provided during the preemption clearance interval if green indications are 36 displayed for track clearance. 37 24 The decision to implement simultaneous or advance preemption should include consideration 38 of the Right-of-Way Transfer Time, Queue Clearance Time and the Separation Time in order to 39 determine the Maximum Preemption Time. These time periods should be compared to and 40 verified with the operation of the grade crossing traffic control devices in order to evaluate the 41 operation of the traffic control signal and the preemption operation. These factors should be 42 considered regardless of whether simultaneous or advance preemption operation is implemented 43 as they are based on traffic signal minimum timing, vehicle acceleration and physical distances 44 along the roadway. Page 6 of 18 1 Support: 2 25 Preemption time variability occurs when the traffic signal controller enters the preemption 3 clearance interval with less than the maximum design Right-of-Way Transfer Time or the speed 4 of a train approaching the grade crossing varies. 5 26 The time interval between the initiation of advance preemption and operation of the warning 6 system for a train will decrease in the event train speed is increasing. 7 Guidance: 8 27 Where preemption is used and gates are present, an analysis of a gate descending upon 9 vehicles should be conducted. 10 28 If simultaneous preemption is used, an analysis of extended grade crossing warning times 11 should be conducted as this condition is frequently encountered with simultaneous preemption 12 operation. 13 29 If advance preemption is used, an analysis of preemption operation and sequencing should be 14 conducted to identify preemption time variability. The analysis should include the condition 15 requiring the longest period of time to enter the preemption clearance interval and the condition 16 requiring the least amount of time to enter the preemption clearance interval. 17 Support: 18 30 The condition requiring the least amount of time to enter the preemption clearance interval 19 occurs when the currently displayed indications are the same as the preemption clearance interval 20 indications. 21 Standard: 22 31 Where automatic gates are present and the preemption clearance interval displays 23 green indications, the preemption sequence shall be designed such that the green 24 indications are not terminated until the automatic gate(s) that control access over the 25 crossing toward the intersection is/are fully lowered. 26 Support: 27 32 The following are two examples of mutually exclusive methods to resolve preemption time 28 variability: 29 1. Gate Down – Gate down circuitry is utilized to provide a means to hold the traffic signal 30 controller sequence in the preemption clearance interval until the gate(s) controlling 31 access over the grade crossing approaching the signalized intersection is/are down. 32 2. Timing Correction – Timing correction is utilized to resolve Preemption Time Variability 33 by adding the Right-of-Way Transfer Time to the preemption clearance interval in the 34 traffic signal controller unit and setting a fixed maximum period of time between the start 35 of advance preemption and the operation of the flashing light signals. 36 Standard: 37 33 Where Gate Down circuitry is used to resolve preemption time variability and a gate is 38 broken or is not fully lowered, the crossing control circuits shall release the preemption 39 clearance interval no earlier than when the train enters the crossing. 40 34 Where Timing Correction is utilized to resolve preemption time variability, a timing 41 circuit shall be employed to maintain a maximum time interval between the initiation of 42 advance preemption and operation of the warning system for a train movement where 43 speed is decreasing. Page 7 of 18 1 Guidance: 2 35 When a highway intersection controlled by traffic control signals is interconnected with a 3 grade crossing equipped with exit gates, advance preemption should be used due to the required 4 additional operating time for the exit gates. 5 36 Where trains routinely stop and re-start within or just outside of approaches to grade 6 crossings interconnected with traffic control signals, the effects of train operations on the 7 preemption operation should be considered. 8 37 Traffic signal control equipment should be capable of providing immediate re-service of 9 successive requests for preemption from the railroad warning devices, even if the initial 10 preemption sequence has not completed. As appropriate, the traffic control equipment should be 11 able to promptly return to the start of the preemption clearance interval at any time the demand 12 for preemption is cancelled and then reactivated. The traffic signal control equipment should 13 have the ability to provide this re-service from within any point of the preemption sequence. 14 Standard: 15 38 Where traffic control signals are programmed to operate in a flashing mode during the 16 preemption dwell interval (period following preemption clearance interval for the duration 17 of the activation of the preemption interconnection), the beginning of flashing mode shall be 18 delayed until the railroad equipment indicates that the train has entered the crossing. 19 Support: 20 39 Section 4C.10 describes the Intersection Near a Grade Crossing signal warrant that is 21 intended for use at a location where the proximity to the intersection of a grade crossing on an 22 intersection approach controlled by a STOP or YIELD sign is the principal reason to consider 23 installing a traffic control signal. 24 40 Section 4D.27 describes additional considerations regarding preemption of traffic control 25 signals at or near grade crossings. 26 Standard: 27 41 At locations where conflicting preemption calls may be received to serve boats and 28 trains, the Diagnostic Team shall determine which mode shall receive first priority when 29 conflicting preemption calls occur. Where the boat and the train do not conflict, the 30 Diagnostic Team shall determine the preemption sequence when the two preemption calls 31 occur simultaneously. The Coast Guard or other appropriate authority that regulates the 32 operation of the waterway shall be invited to participate on the Diagnostic Team and/or to 33 provide input to the Diagnostic Team. 34 35 Section 8C.11 Movements Prohibited During Preemption 36 Guidance: 37 01 At a signalized intersection where the distance to a grade crossing is 100 feet or less and the 38 intersection traffic control signals are preempted by the approach of a train, all movements from 39 the signalized intersection approaching the grade crossing should be prohibited during the 40 signal preemption sequences. 41 Option: 42 02 All movements toward the track may be prohibited at a signalized intersection that has a clear 43 storage distance of more than 100 feet.
Page 8 of 18 1 03 A blank-out or changeable message sign and/or appropriate highway traffic signal indication 2 or other similar type sign may be used to prohibit movements toward the grade crossing during 3 preemption. The R3-1 and R3-2 signs shown in Figure 8C-1 may be used for this purpose. 4 Figure 8C-1 – Example of Blank-out Sign
5 6 7 Option: 8 04 A supplemental blank-out legend which displays the word “TRAIN” may be included as a 9 part of the blank-out or changeable message sign. A supplemental blank-out legend which 10 displays the symbol for a train or a light-rail transit vehicle may be included as a part of the 11 blank-out or changeable message sign. See Section 2H-1 for train and LRT symbols. 12 Support: 13 05 Including the word “TRAIN” or a symbol for a train or light-rail transit vehicle as part of the 14 blank-out or changeable message sign advises road users that the prohibition being displayed by 15 the sign is in effect due to the presence of a train approaching or across a nearby rail grade 16 crossing. 17 06 Rail operations can include the use of activated blank-out signs for turn prohibitions at grade 18 crossings other than intersections controlled by a traffic control signal. The signs are typically 19 used where a semi-exclusive or mixed-use alignment is within or parallel to the roadway where 20 road users might turn across the tracks. 21 Guidance: 22 07 An LRT-activated blank-out turn prohibition (R3-1a or R3-2a) sign should be used where: 23 1. there is no active warning system for the LRT grade crossing, and 24 2. vehicles travelling along a roadway would typically be permitted to turn left or right 25 across tracks located within 100 feet of an adjacent roadway, and 26 3. the turning drivers are not controlled by a traffic signal. 27 Section 8C.12 Pre-Signals at or near Grade Crossings 28 Guidance: 29 01 If a highway-rail grade crossing is in close proximity to a signalized intersection and the 30 clear storage distance is less than the design vehicle length, the use of pre-signals to control 31 traffic approaching the grade crossing should be considered. 32 02 A pre-signal should be provided if a grade crossing equipped with flashing light signals but 33 without automatic gates is within 200 feet of a signalized intersection. 34 Option: 35 03 If used, the pre-signal faces may be located either upstream or downstream from the grade 36 crossing in order to provide the most effective display to road users approaching the crossing. 37 Standard:
Page 9 of 18 1 04 If used, the pre-signals shall display a steady red signal indication during the 2 preemption clearance interval portion of a signal preemption sequence to prohibit 3 additional highway vehicles from entering the Minimum Track Clearance Distance. 4 05 Pre-signal faces shall not display green indications when the grade crossing flashing- 5 light signal system is displaying flashing red indications. 6 Guidance: 7 06 Visibility-limited signal faces (see definition in Section 1A.13) should be considered at the 8 intersection for the downstream signal faces that control any approach that is equipped with a 9 pre-signal. 10 07 The traffic signal downstream of a pre-signal should be evaluated for measures during 11 normal (non-preempted) signal phasing to prevent the queuing of left-turn vehicles across the 12 Minimum Track Clearance Distance, such as additional left-turn lanes, reduced cycle length, 13 split phasing, a lagging left-turn phase and/or extended green time. 14 Option: 15 08 The duration of the extended green time may be adjusted by vehicle detection located 16 between the pre-signal and the downstream signalized intersection. 17 09 The pre-signal phase sequencing may be timed with an offset from the downstream 18 signalized intersection where the pre-signal green indication terminates before the downstream 19 signals such that the minimum track clearance distance and the clear storage distance is generally 20 kept clear of stopped highway vehicles. 21 Support: 22 10 The storage area for left-turn and right-turn lanes at signalized intersections that are 23 downstream from grade crossings sometimes extend from the signalized intersection back 24 to and across the grade crossing. In such cases, drivers that are in the turn lane are 25 required to make a straight-through movement when they cross the track(s) and then are 26 required to make a turn when they reach the downstream signalized intersection. 27 Guidance: 28 11 A separate signal face for the left-turn lane and/or right-turn lane should be provided as a 29 part of the pre-signal in addition to the signal faces provided for the through movement where 30 both of the following conditions are met: 31 A. The storage area for the turn lane extends from the signalized intersection back to 32 and across the grade crossing, 33 and 34 B. The green interval for the turning movement and the downstream intersection does 35 not always begin and end simultaneously with the green interval for the adjacent through 36 movement. 37 Standard: 38 12 All of the signal faces at a pre-signal shall be capable of displaying the following signal 39 indications: CIRCULAR RED, CIRCULAR YELLOW, and straight-through GREEN 40 ARROW. Left-turn GREEN ARROW, right-turn GREEN ARROW and CIRCULAR 41 GREEN signal indications shall not be used in signal faces at a pre-signal. 42 13 If a separate signal face is provided at a pre-signal for a left-turn and/or right-turn lane 43 that extends from the signalized intersection back to and across the grade crossing, the 44 separate signal face shall be devoted exclusively to controlling traffic in the turn land and: 45 A. Shall be visibility-limited from the adjacent through movement, Page 10 of 18 1 or 2 A. A LEFT LANE SIGNAL (R10-XX) sign or RIGHT LANE SIGNAL (10-XX) sign shall 3 be mounted adjacent to the separate signal face controlling traffic in a single turn lane 4 or in the turn lane that is farthest from the adjacent through lane(s) in multiple turn 5 lanes are present for a particular turning movement, and a LEFT TURN LANE 6 SIGNAL (R10-XX) sign or RIGHT TURN LANE SIGNAL (10-XX) sign shall be 7 mounted adjacent to the separate signal face controlling traffic in the other turn lanes if 8 multiple turn lanes are present for a particular turning movement. 9 Support: 10 14 The provisions in Section 4D.13 regarding the lateral positioning of separate turn signal faces 11 are applicable to the separate signal faces that are provided at pre-signals for a turn lane that 12 extends from the signalized intersection back to and across the grade crossing. 13 [NOTE: Revisions will also be made to Paragraphs 11 and 12 in Section 4D.05 to allow the 14 combinations of straight-through GREEN ARROW with CIRCULAR RED and with 15 CIRCULAR YELLOW and CIRCULAR RED with CIRCULAR YELLOW from multiple signal 16 faces at a pre-signal or a queue cutter signal. 17 Guidance: 18 15 If a pre-signal is installed at an interconnected grade crossing near a signalized intersection, 19 a STOP HERE ON RED (R10-6 or R10-6a) sign should be installed at the stop line. 20 Option: 21 16 A “DO NOT STOP ON TRACKS” (R8-8) sign may be installed in conjunction with a pre- 22 signal. 23 Standard: 24 17 If pre-signals are used, a NO TURN ON RED (R10-11, R10-11a, or R10-11b) sign (see 25 Section 2B.54) shall be installed for the approach that crosses the track in the direction of 26 the signalized intersection. 27 Option: 28 18 If traffic control signals must be located within close proximity to the flashing-light signal 29 system, the traffic control signals may be mounted on the same overhead structure as the 30 flashing-light signals. 31 Section 8C.13 Queue Cutter Signals at or near Grade Crossings 32 Support: 33 01 A queue cutter signal is a traffic control signal used to reduce the likelihood of vehicles 34 stopping within the Minimum Track Clearance Distance. A queue cutter signal is located at a 35 grade crossing in a manner similar to a pre-signal but is operated independently from a 36 downstream signalized intersection. 37 Option: 38 02 Queue cutter signal faces may be located either upstream or downstream from the grade 39 crossing in order to provide the most effective display to road users approaching the crossing. 40 Standard:
Page 11 of 18 1 03 All of the signal faces at a queue cutter signal shall be capable of displaying the following 2 signal indications: CIRCULAR RED, CIRCULAR YELLOW, and straight-through GREEN 3 ARROW. Left-turn GREEN ARROW, right-turn GREEN ARROW and CIRCULAR GREEN 4 signal indications shall not be used in signal faces at a queue cutter signal. 5 Support: 6 04 While queue cutter signals and queue jumping signals have similar names, their purpose, 7 design, and operation are quite different. Care must be taken to avoid confusion between queue 8 cutter signals used in conjunction with a grade crossing and queue jumping signals used with 9 transit operations. 10 Guidance: 11 05 A STOP HERE ON RED (R10-6) sign should be installed at the stop line in conjunction with 12 a queue cutter signal. 13 Option: 14 06 A “DO NOT STOP ON TRACKS” (R8-8) sign may be installed in conjunction with a queue 15 cutter signal. 16 07 If queue-cutter signal faces must be located within close proximity to the flashing-light signal 17 system, the highway signal faces may be mounted on the same overhead structure as the flashing- 18 light signals. 19 08 A queue cutter signals may be operated in one or all of the following modes: 20 Mode Operation
Non-Actuated In non-actuated mode, the queue cutter operates on a time of day plan based on anticipated downstream queues. This mode may replicate the functional operation of a pre-signal.
Actuated In actuated mode, the queue cutter operation is dependent on downstream detection of a growing queue.
Variable In variable mode, the queue cutter operation may use both actuated and non-actuated operation based on time of day, queue detection, a combination of the two or other means to limit the queue onto the MTCD 21 22 Support: 23 09 A pre-signal is generally used where the grade crossing is less than 200’ from a downstream 24 signalized intersection. 25 10 A non-actuated queue cutter signal is generally used where the grade crossing is greater than 26 200’ from a downstream signalized intersection. 27 11 An actuated queue cutter signal is generally used where the grade crossing is greater than 28 400’ from a downstream signalized intersection. 29 Guidance:
Page 12 of 18 1 12 Where a queue cutter signal operates in actuated mode based on vehicle presence detection, 2 the queue detector should be located to provide adequate distance to detect a growing queue, 3 permit the queue cutter signal to complete any programmed minimum green or yellow change 4 time and then allow a design vehicle which lawfully enters during the yellow change interval to 5 clear the minimum track clearance distance before the growing queue extends to the grade 6 crossing. 7 13 A queue cutter signal that is equipped with downstream detection and that is displaying 8 CIRCULAR RED indications should continue to display CIRCULAR RED indications after the 9 downstream signal changes to green as long as the vehicle presence detection system detects a 10 vehicular queue at the detection point on the departure side of the grade crossing. 11 14 Where a queue cutter signal operates in actuated mode based on vehicle presence detection, 12 consideration should be given to the potential for turning movements between the grade crossing 13 and the downstream signalized intersection which could create an intermediate queue of 14 vehicles. Supplemental queue detectors should be considered to detect the formation of these 15 queues to activate the queue cutter signal. 16 15 When a queue cutter signal is operated solely in non-actuated mode based on anticipated 17 queues, consideration should be given to operating the queue cutter in flashing mode when its 18 use in not required. 19 16 When operated on a non-actuated basis, a queue cutter signal should be coordinated with 20 adjacent signals for progressive movement of traffic. 21 Option: 22 17 A queue cutter signal operating in variable mode under non-actuated operation may use the 23 queue detector to extend the duration of the red period until it has been determined that the queue 24 is dissipating. 25 Standard: 26 18 A queue cutter signal shall be interconnected with a flashing light signal system. 27 19 If a queue cutter signal operates in flashing mode during certain times of the day, it 28 shall still change to red whenever a call for preemption is received from the railroad 29 flashing light signal system. 30 20 A queue-cutter signal operating in actuated mode shall display a CIRCULAR GREEN 31 indication except when it receives an actuation from the vehicle presence detection system 32 or is preempted by the approach of a train. When it receives an actuation from the vehicle 33 presence detection system, the queue-cutter signal shall finish timing any active minimum 34 green interval if used, then display YELLOW indications during the yellow change interval 35 followed by RED indications in accordance with Section 4D.26. 36 21 When a queue cutter signal is preempted by the approach of a train, it shall display 37 YELLOW indications during the yellow change interval followed by RED indications in 38 accordance with Section 4D.26 unless already displaying RED indications. 39 22 An actuated queue-cutter signal shall include a vehicle presence detection system 40 located between the highway-rail grade crossing and the downstream signalized 41 intersection. When queue lengths extend to the detection zone of the vehicle presence 42 detection system, an actuation shall be sent to the queue-cutter signal.
Page 13 of 18 1 23 When no preemption call is present and the queue length is such that no vehicles are 2 detected in the detection zone of the vehicle presence detection system, the queue-cutter 3 signal shall return the display of green indications. 4 24 The failure modes of the queue cutter signal control system and vehicle presence 5 detection circuitry shall be evaluated and accounted for in the design of any such system. 6 Because the purpose of the queue cutter signal system is to keep road users clear of the 7 Minimum Track Clearance Distance, fail-safe design techniques shall be used in the system 8 design. The vehicle presence detection system shall incorporate health monitoring and self- 9 check operation to validate the proper functioning of the system. If the queue detector fails 10 to properly self-check or the health circuit indicates a fault, the queue cutter signal shall 11 transition to FLASHING RED until the normal functioning of the system can be restored. 12 Guidance: 13 25 GREEN indications should not be displayed during the operation of the flashing light 14 signals. 15 Section 8C.14 Beacons or LED enhanced signs used for Advance Warning at Grade Crossings 16 Option: 17 01 Warning beacons or LED enhanced sign may be used to supplement warning signs installed 18 on an approach to grade crossings when additional emphasis is desired for the warning sign (see 19 Section 4L.03). Refer to Section 2A.07 and Section 2A.15J for information regarding LED 20 enhanced signs. 21 02 If used at or on approach to a grade crossing, a warning beacon or LED enhanced sign may 22 operate continuously or be activated upon approach of a train. 23 Support: 24 03 Signs, such as a W10-1 through W10-6 and aW10-8 through W10-15 warn of physical 25 conditions that exist whether or not a train is approaching or present. Therefore, a train activated 26 warning beacon or LED enhanced sign does not provide any additional information about the 27 physical conditions the signs warn about, but instead provides increased emphasis for the sign. 28 04 Other signs, such as a W3-4 BE PREPARED TO STOP sign, if used in advance of a grade 29 crossing and equipped with a W16-14 WHEN FLASHING plaque, provide information that is 30 typically not applicable except when a train is approaching or present. Likewise, a special word 31 message (See Section 2A.06) TRAIN WHEN FLASHING or other similar message sign 32 provides notice of a condition that does not exist when no train is approaching or present. If 33 these signs are used, consideration must be given to the message displayed to motorists when the 34 warning beacon or LED enhanced sign is not operating. 35 Standard: 36 05 If activated by the approach of a train, a warning beacon or LED enhanced sign that is used in 37 conjunction with a sign that includes “when flashing” in either the sign legend or on a 38 supplemental plaque shall be activated by a supervised preemption interconnection using fail- 39 safe design principles between the control circuits of the grade crossing warning system and the 40 warning beacon or LED enhanced sign (See Section 8C.10). 41 Support: 42 06 In the event of a system failure, the normal fault state for a train activated warning beacon or 43 LED enhanced sign using a fail-safe interconnection would be for the beacon or LED enhanced 44 sign to operate with no train present. Page 14 of 18 1 Option: 2 07 A warning beacon or LED enhanced sign that is activated by the approach of a train may 3 continue to operate for a period of time following the passage of the train to permit the standing 4 queue to start in motion. 5 Guidance: 6 08 If a warning beacon or LED enhanced sign is activated by the approach of a train, it should 7 begin its flashing operation prior to the beginning of operation of the flashing-light signals at the 8 grade crossing based upon the travel time of a design vehicle between the location of the 9 warning beacon or LED enhanced sign and the grade crossing. 10 09 If a warning beacon or LED enhanced sign is activated by the approach of a train, it should 11 be capable of providing a minimum operating period sufficient to allow the implementation of 12 alternative traffic control measures. A beacon or sign operated by commercial AC power should 13 be provided with a back-up power system. 14 Standard: 15 10 If a warning beacon or LED enhanced sign is activated to indicate that a train is either 16 approaching or present, one or both of the following shall be used in conjunction with the 17 warning beacon or LED enhanced sign: 18 1. A (W16-13P) WHEN FLASHING plaque 19 2. A WHEN FLASHING message included in the legend of a word message sign. 20 Section 8C.15 Traffic Control Signals at or Near Highway-LRT Grade Crossings 21 Support: 22 01 There are two types of traffic control signals for controlling vehicular and LRT movements at 23 interfaces of the two modes. The first is the standard traffic control signal described in Part 4, 24 which is the focus of this Section. The other type of signal is referred to as an LRT signal and is 25 discussed in Section 8C.16. 26 Standard: 27 02 The provisions of Part 4 and Sections 8C.10, 8C.11, 8C.12 and 8C.13 relating to traffic 28 control signal design, installation, and operation, including interconnection with nearby 29 automatic gates or flashing-light signals, shall be applicable as appropriate where traffic 30 control signals are used at highway-LRT grade crossings. 31 03 If traffic control signals are in operation at a crossing that is used by pedestrians, 32 bicyclists, and/or other non-motorized road users, an audible device such as a bell shall also 33 be provided and shall be operated in conjunction with the traffic control signals. 34 Guidance: 35 04 When a highway-LRT grade crossing equipped with a flashing-light signal system is located 36 within 200 feet of an intersection or midblock location controlled by a traffic control signal or a 37 hybrid beacon, the traffic control signal should be provided with preemption in accordance with 38 Sections 4D.27, 8C.10, 8C.11, 8C.12 and 8C.13 . 39 05 Coordination with the flashing-light signal system should be considered for traffic control 40 signals or hybrid beacons located more than 200 feet from the crossing. Factors to be 41 considered should include traffic volumes, highway vehicle mix, highway vehicle and train 42 approach speeds, frequency of trains, presence of midblock driveways or un-signalized 43 intersections, traffic backed up from a nearby downstream railroad crossing and the likelihood 44 of vehicular queues extending into the Minimum Track Clearance Distance.
Page 15 of 18 1 06 If the highway traffic signal has emergency-vehicle preemption capability, it should be 2 coordinated with LRT operation. 3 07 Where LRT operates in a wide median, highway vehicles crossing the tracks and being 4 controlled by both near and far side traffic signal faces should receive a protected left-turn green 5 indication from the far side signal face to clear highway vehicles from the crossing when LRT 6 equipment is approaching the crossing. 7 Option: 8 08 Green indications may be provided during LRT phases for highway vehicle, pedestrian, and 9 bicycle movements that do not conflict with LRT movements. 10 09 Traffic control signals may be installed in addition to four-quadrant gate systems and 11 automatic gates at a highway-LRT crossing if the crossing occurs within a highway-highway 12 intersection and if the traffic control signals meet the warrants described in Chapter 4C. 13 10 At a location other than an intersection, when LRT speeds are less than 25 mph, traffic 14 control signals alone may be used to control road users at highway-LRT grade crossings only 15 when justified by a Diagnostic Team. 16 Typical circumstances may include: 17 A. Geometric conditions preclude the installation of highway-LRT grade crossing warning 18 devices. 19 B. LRT vehicles share the same roadway with road users. 20 C. Traffic control signals already exist. 21 Support: 22 11 Section 4D.27 contains information regarding traffic control signals at or near highway-LRT 23 grade crossings that are not equipped with highway-LRT grade crossing warning devices. 24 12 Section 4C.10 describes the Intersection Near a Grade Crossing signal warrant that is 25 intended for use at a location where the proximity to the intersection of a grade crossing on an 26 intersection approach controlled by a STOP or YIELD sign is the principal reason to consider 27 installing a traffic control signal. 28 Guidance: 29 13 When a highway-LRT grade crossing exists within a signalized intersection, consideration 30 should be given to providing separate turn signal faces (see definition in Section 1A.13) for the 31 movements crossing the tracks. 32 Standard: 33 14 Separate turn signal faces that are provided for turn movements toward the crossing 34 shall display a steady red indication during the approach and/or passage of LRT traffic. 35 Section 8C.16 Use of Traffic Control Signals for Control of LRT Vehicles at Highway-LRT 36 Grade Crossings 37 Standard: 38 01 LRT movements in a semi-exclusive alignments at Highway-LRT grade crossings that 39 are only equipped with traffic control signals shall be controlled by special LRT signal 40 indications. 41 Guidance: 42 02 LRT traffic control signals that are used to control LRT movements only should display the 43 signal indications illustrated in Figure 8C-3. 44 Support:
Page 16 of 18 1 03 Section 4D.27 contains information about the use of the signal indications shown in Figure 2 8C-3 for the control of exclusive bus movements at “queue jumper lanes” and for the control of 3 exclusive bus rapid transit movements on semi-exclusive or mixed-use alignments. 4 Option: 5 04 Standard traffic control signals may be used instead of LRT traffic control signals to control 6 the movement of LRT vehicles (see Section 8C.15). 7 Standard: 8 05 If a separate set of standard traffic control signal indications (red, yellow, and green 9 circular and arrow indications) or red, yellow or green transit signals are used to control 10 LRT movements, the indications shall be positioned so they are not visible to motorists, 11 pedestrians, and bicyclists (see Section 4D.12). 12 06 If the LRT crossing control is separate from the intersection control, the two shall be 13 interconnected in accordance with Section 8C.10. The LRT signal phase shall not be 14 terminated until after the LRT vehicle has cleared the crossing. 15 Option: 16 07 LRT signals may be used at grade crossings and at intersections in mixed-use alignments in 17 conjunction with standard traffic control signals where special LRT signal phases are used to 18 accommodate turning LRT vehicles or where additional LRT clearance time is desirable. 19 Guidance: 20 08 LRT signal faces should be separated vertically or horizontally from the nearest highway 21 traffic signal face for the same approach by at least 3 feet. 22 Section 8C.17 Grade Crossings Within or In Close Proximity to Circular Intersections 23 Support: 24 01 At circular intersections, such as roundabouts and traffic circles, that include or are within 25 close proximity to a grade crossing, a queue of vehicular traffic could cause highway vehicles to 26 stop on the grade crossing. 27 Standard: 28 02 Where circular intersections include or are within 200 feet of a grade crossing, an 29 engineering study shall be made to determine if queuing could impact the grade crossing. 30 If traffic queues impact the grade crossing, provisions shall be made to clear highway 31 traffic from the grade crossing prior to the arrival of rail traffic. 32 Support: 33 03 Among the actions that can be taken to keep the grade crossing clear of traffic or to clear 34 traffic from the grade crossing prior to the arrival of rail traffic are the following: 35 A. Elimination of the circular intersection, 36 B. Geometric design revisions, 37 C. Grade crossing regulatory and warning devices, 38 D. Highway traffic signals, 39 E. Traffic metering devices, 40 F. Activated signs, or 41 G. A combination of these or other actions. 42 Section 8C.18 Pedestrian and Bicycle Signals and Crossings at LRT Grade Crossings 43 Support: 44 01 See Chapter 8D for information regarding traffic control devices at Pathway grade crossings 45 and at Sidewalk grade crossings 46 Standard: Page 17 of 18 1 02 Pedestrian signals as described in Chapter 4E utilizing Upraised Hand and Walking 2 Person symbols shall not be used at a pathway or sidewalk LRT grade crossing except as 3 provided in the following option. 4 Option: 5 03 A pedestrian signal may be used at a pathway or sidewalk LRT grade crossing where the 6 movement of LRT vehicles is controlled by a traffic control signal. 7 8
Page 18 of 18 ATTACHMENT NO. 22
RRLRT No.1
NOTE: This is a recommendation by NCUTCD to FHWA to add or revise the content of the MUTCD. This proposal by itself does not constitute official standards or guidance. Regardless of NCUTCD approval status, any proposed change or revision has no legal or official status until specifically approved by FHWA through either the Interim Approval process or adoption into a new edition of the MUTCD
TECHNICAL COMMITTEE: Railroad / Light Rail Transit Technical Committee
TOPIC: Proposed Changes and Additions to Chapter 8B
STATUS/DATE OF ACTION:
TC Drafts: 01/08/2014 RRLRT Approval: 06/26/2014 Transmitted to Sponsors: 03/25/2014 RRLRT editorial revisions & Approval: 06/27/2014 Council Approval: 06/28/2014
ORIGIN OF REQUEST: Railroad and Light Rail Transit Technical Committee
DISCUSSION:
In an effort to clarify existing Manual parts and improve consistency among Manual elements and updated Figures, the RRLRT TC of the NCUTCD is proposing these changes to Parts 8B.03, 8B.04 and Figure 8B.02.
Page 1 of 5
1 CHAPTER 8B. SIGNS AND MARKINGS 2 3 Section 8B.01 Purpose 4 Support: 5 01 Passive traffic control systems, consisting of signs and pavement markings only, identify and direct 6 attention to the location of a grade crossing and advise road users to slow down or stop at the grade 7 crossing as necessary in order to yield to any rail traffic occupying, or approaching and in proximity to, 8 the grade crossing. 9 02 Signs and markings regulate, warn, and guide the road users so that they, as well as LRT vehicle 10 operators on mixed-use alignments, can take appropriate action when approaching a grade crossing. 11 Standard: 12 03 The design and location of signs shall comply with the provisions of Part 2. The design and 13 location of pavement markings shall comply with the provisions of Part 3. 14 15 Section 8B.02 Sizes of Grade Crossing Signs 16 Standard: 17 01 The sizes of grade crossing signs shall be as shown in Table 8B-1. 18 Option: 19 02 Signs larger than those shown in Table 8B-1 may be used (see Section 2A.11). 20 21 Section 8B.03 Grade Crossing (Crossbuck) Sign (R15-1) and Number of Tracks Plaque (R15- 22 2P) at Active and Passive Grade Crossings 23 Standard: 24 01 The Grade Crossing (R15-1) sign (see Figure 8B-1), commonly identified as the Crossbuck sign, 25 shall be retroreflectorized white with the words RAILROAD CROSSING in black lettering, mounted 26 as shown in Figure 8B-2. 27 Support: 28 02 In most States, the Crossbuck sign requires road users to yield the right-of-way to rail traffic at a grade 29 crossing. 30 Standard: 31 03 As a minimum, one Crossbuck sign shall be used on each highway approach to every highway- 32 rail grade crossing, alone or in combination with other traffic control devices. 33 Option: 34 04 A Crossbuck sign may be used on a highway approach to a highway-LRT grade crossing on a semi- 35 exclusive or mixed-use alignment, alone or in combination with other traffic control devices. 36 Standard: 37 05 If automatic gates are not present and if there are two or more tracks at a grade crossing, the 38 number of tracks shall be indicated on a supplemental Number of Tracks (R15-2P) plaque (see 39 Figure 8B-1) of inverted T shape mounted below the Crossbuck sign in the manner shown in Figure 40 8B-2. 41 06 On each approach to a highway-rail grade crossing and, if used, on each approach to a 42 highway-LRT grade crossing, the Crossbuck sign shall be installed on the right-hand side of the 43 highway on each approach to the grade crossing. Where restricted sight distance or unfavorable 44 highway geometry exists on an approach to a grade crossing, an additional Crossbuck sign shall be 45 installed on the left-hand side of the highway, possibly placed back-to-back with the Crossbuck sign 46 for the opposite approach, or otherwise located so that two Crossbuck signs are displayed for that 47 approach. 48 07 At all passive grade crossings, a strip of retroreflective white material not less than 2 49 inches in width shall be used on the back of each blade of each Crossbuck sign for the length of Page 2 of 5
1 each blade, except those where Crossbuck signs have been installed back-to-back or where 2 double-faced Crossbuck signs have been installed. 3 Guidance: 4 08 Crossbuck signs should be located with respect to the highway pavement or shoulder in 5 accordance with the criteria in Chapter 2A and Figures 2A-2 and 2A-3. 6 09 The minimum lateral offset for the nearest edge of the Crossbuck sign should be 6 feet from the 7 edge of the shoulder or 6 feet from the edge of the traveled way in rural areas, and 2 feet from the 8 face of the curb in urban areas. 9 10 At a highway-rail grade crossing, the Crossbuck sign should be located a minimum of 12 feet from 10 the center of the nearest track. 11 11 Where unusual conditions make variations in location and lateral offset appropriate, engineering 12 judgment should be used to provide the best practical combination of view and clearances (See Section 13 2A.16). 14 15 Section 8B.04 Crossbuck Assemblies with YIELD or STOP Signs at Passive Grade Crossings 16 Standard: 17 01 A grade crossing Crossbuck Assembly shall consist of a Crossbuck (R15-1) sign, and a Number 18 of Tracks (R15-2P) plaque if two or more tracks are present, that complies with the provisions of 19 Section 8B.03, and either a YIELD (R1-2) or STOP (R1-1) sign installed on the same support, except 20 as provided in Paragraph 9. If used at a passive grade crossings, a YIELD or STOP sign shall be 21 installed in compliance with the provisions of Part 2, Section 2B.10, and Figures 8B-2 and 8B-3. 22 02 At all public highway-rail grade crossings that are not equipped with the active traffic control 23 systems that are described in Chapter 8C, except crossings where road users are directed by an 24 authorized person on the ground to not enter the crossing at all times that an approaching train is 25 about to occupy the crossing, a Crossbuck Assembly shall be installed on the right-hand side of the 26 highway on each approach to the highway-rail grade crossing. 27 03 If a Crossbuck sign is used on a highway approach to a public highway-LRT grade crossing 28 that is not equipped with the active traffic control systems that are described in Chapter 8C, a 29 Crossbuck Assembly shall be installed on the right-hand side of the highway on each approach to the 30 highway-LRT grade crossing. 31 04 Where restricted sight distance or unfavorable highway geometry exists on an approach to a 32 grade crossing that has a Crossbuck Assembly, or where there is a one-way multi-lane approach, an 33 additional Crossbuck Assembly shall be installed on the left-hand side of the highway. 34 05 A YIELD sign shall be the default traffic control device for Crossbuck Assemblies on all 35 highway approaches to passive grade crossings unless an engineering study performed by the 36 regulatory agency or highway authority having jurisdiction over the roadway approach determines 37 that a STOP sign is appropriate. 38 06 A STOP sign shall not be installed on a Crossbuck Assembly at an intersection that is controlled 39 by a traffic control signal that is not interconnected and not preempted. 40 07 A YIELD sign with a supplemental plaque “TO TRAINS” (RX-XX) shall be installed on a 41 Crossbuck Assembly where the grade crossing is within an intersection controlled by a traffic control 42 signal that is not preempted by a train. 43 44 Guidance: 45 08 The use of STOP signs at passive grade crossings should be limited to unusual conditions where 46 requiring all highway vehicles to make a full stop is deemed essential by an engineering study. Among the 47 factors that should be considered in the engineering study are the line of sight to approaching rail traffic 48 (giving due consideration to seasonal crops or vegetation beyond both the highway and railroad or LRT 49 rights-of-ways), the number of tracks, the speeds of trains or LRT equipment and highway vehicles, and the
Page 3 of 5
1 crash history at the grade crossing. 2 Support: 3 09 Sections 8A.02 and 8A.03 contain information regarding the responsibilities of the highway 4 agency and the railroad or LRT agency regarding the selection, design, and operation of traffic control 5 devices placed at grade crossings. 6 Option: 7 10 If a YIELD or STOP sign is installed for a Crossbuck Assembly at a grade crossing, it may be 8 installed on the same support as the Crossbuck sign or it may be installed on a separate support at a point 9 where the highway vehicle is to stop, or as near to that point as practical, but in either case, the YIELD or 10 STOP sign is considered to be a part of the Crossbuck Assembly. 11 Standard: 12 11 If a YIELD or STOP sign is installed on an existing Crossbuck sign support, the minimum 13 height, measured vertically from the bottom of the YIELD or STOP sign to the top of the curb, or in 14 the absence of curb, measured vertically from the bottom of the YIELD or STOP sign to the elevation 15 of the near edge of the traveled way, shall be 4 feet (see Figure 8B-2). 16 12 If a Crossbuck Assembly is installed on a new sign support (see Figure 8B-2) or if the YIELD or 17 STOP sign is installed on a separate support (see Figure 8B-3), the minimum height, measured 18 vertically from the bottom of the YIELD or STOP sign to the top of the curb, or in the absence of 19 curb, measured vertically from the bottom of the YIELD or STOP sign to the elevation of the near 20 edge of the traveled way, shall be 5 feet, and shall be 7 feet if the Crossbuck Assembly is installed in 21 an area where parking or pedestrian movements are likely to occur. 22 Guidance: 23 13 If a YIELD or STOP sign is installed for a Crossbuck Assembly at a grade crossing on a separate 24 support than the Crossbuck sign (see Figure 8B-3), the YIELD or STOP sign should be placed at a point 25 where the highway vehicle is to stop, or as near to that point as practical, but no closer than 15 feet 26 measured perpendicular from the nearest rail. 27 14 Where a highway-rail grade crossing is located less than the design vehicle length from a stop 28 controlled intersection and a STOP sign is recommended as part of the Crossbuck Assembly, consideration 29 should be given to installing a YIELD sign in lieu of a STOP sign at the intersection. 30 Support: 31 15 The meaning of a Crossbuck Assembly that includes a YIELD sign is that a road user approaching 32 the grade crossing needs to be prepared to decelerate, and when necessary, yield the right-of-way to any 33 rail traffic that might be occupying the crossing or might be approaching and in such close proximity to 34 the crossing that it would be unsafe for the road user to cross. 35 16 Certain commercial motor vehicles and school buses are required to stop at all grade crossings in 36 accordance with 49 CFR 392.10 even if a YIELD sign (or just a Crossbuck sign) is posted. 37 17 The meaning of a Crossbuck Assembly that includes a STOP sign is that a road user approaching 38 the grade crossing must come to a full and complete stop not less than 15 feet short of the nearest rail, 39 and remain stopped while the road user determines if there is rail traffic either occupying the crossing or 40 approaching and in such close proximity to the crossing that the road user must yield the right-of-way to 41 rail traffic. The road user is permitted to proceed when it is safe to cross. 42 Standard: 43 18 A vertical strip of retroreflective white material, not less than 2 inches in width, shall be used on 44 each Crossbuck support at passive grade crossings for the full length of the back of the support from 45 the Crossbuck sign or Number of Tracks plaque to within 2 feet above the ground or elevation of the 46 near edge of the traveled way (whichever is higher), except as provided in Paragraph 19. 47 Option: 48 19 The vertical strip of retroreflective material may be omitted from the back sides of Crossbuck sign 49 supports installed on one-way streets. 50 20 If a YIELD or STOP sign is installed on the same support as the Crossbuck sign, a vertical strip of Page 4 of 5
1 red (see Section 2A.21) or white retroreflective material that is at least 2 inches wide may be used on the 2 front of the support from the YIELD or STOP sign to within 2 feet above the ground or elevation of the 3 near edge of the traveled way (whichever is higher). 4 Standard: 5 21 If a Crossbuck sign support at a passive grade crossing does not include a YIELD or STOP sign 6 (either because the YIELD or STOP sign is placed on a separate support or because a YIELD or 7 STOP sign is not present on the approach), a vertical strip of retroreflective white material, not less 8 than 2 inches in width, shall be used for the full length of the front of the support from the Crossbuck 9 sign or Number of Tracks plaque to within 2 feet above the ground or elevation of the near edge of 10 the traveled way (whichever is higher). 11 22 At all grade crossings where YIELD or STOP signs are installed, Yield Ahead (W3-2) or Stop 12 Ahead (W3-1) signs shall also be installed if the criteria for their installation in Section 2C.36 is met. 13 Support: 14 23 Section 8B.28 contains provisions regarding the use of stop lines or yield lines at grade crossings.
Page 5 of 5
Figure 8B-2. Crossbuck Assembly with a YIELD or STOP Sign on the Crossbuck Sign Support
6 ft MIN.
2 inches MIN.
2 inches MIN.
Emergency OR Noti cation Sign
Minimum 2-inch white or red mounting re ective strip height see on front and back Notes 2, 3, 4 of support to within 2 ft MAX. 2 feet above the level edge of the traveled way
Edge of RURAL AREA traveled way
2 inches MIN.
2 inches MIN.
2 ft MIN. Emergency OR Noti cation Sign
Minimum 2-inch white or red mounting re ective strip height see on front and back Notes 2, 3, 4 of support to within 2 feet above the level edge of the traveled way
Face of 2 ft MAX. curb
AREA WITH PEDESTRIAN MOVEMENTS OR PARKING
Notes: 1. YIELD or STOP signs are used at passive crossings. A STOP sign is used only if an engineering study determines that it is appropriate for that particular approach. 2. Mounting height shall be at least 4 feet for installations of YIELD or STOP signs on existing Crossbuck sign supports. 3. Mounting height shall be at least 5 feet on new crossbuck assembly installations in areas without pedestrian movements or parking. 4. Mounting height shall be at least 7 feet on new crossbuck assembly installations in areas with pedestrian movements or parking, and on expressways. 5. Where unusual conditions make variations in location and lateral o set appropriate, engineering judgment should be used to provide the best practical combination of view and safety clearances. 6. Retrore ective strips should not interfere with the crash worthiness of the sign support. ATTACHMENT NO. 24
RRLRT No. 2
NOTE: This is a recommendation by NCUTCD to FHWA to add or revise the content of the MUTCD. This proposal by itself does not constitute official standards or guidance. Regardless of NCUTCD approval status, any proposed change or revision has no legal or official status until specifically approved by FHWA through either the Interim Approval process or adoption into a new edition of the MUTCD
TECHNICAL COMMITTEE: Railroad / Light Rail Transit Technical Committee
TOPIC: Busway Grade Crossings
STATUS/DATE OF ACTION
RRLRT TC Draft: 06/23/2011 RRLRT TC Approval: 06/27/2014 Transmitted to Sponsors: 03/25/2014 Council Approval: 06/28/2014
ORIGIN OF REQUEST: NCUTCD / RR/LRT TC
AFFECTED SECTIONS OF MUTCD: Proposed New Section 8E
SUMMARY:
The purpose of these changes is to provide standardization of traffic control devices for grade crossings of highways with busways. Busways operate similar to light rail transit, and the proposed traffic control devices are similar. Where it is determined to be necessary based on engineering judgment, automatic gates may be used to supplement and enhance the meaning of traffic signal indications. Automatic gates may especially be of benefit where there are potential turning movement conflicts with the busway, where the bus operates at a speed that prevents safe stopping short of an obstruction within the busway.
Page 1of 10 Where used, automatic gates at a highway-busway grade crossing would exhibit the operating characteristics of automatic gates used at highway-rail and highway-LRT grade crossings.
DISCUSSION:
The proposed changes have been reviewed by the RR/LRT TC. It was recommended that the proposed changes be sent for sponsor comment for review at the January 2013 meeting of the NCUTCD.
RECOMMENDED CHANGES TO THE MUTCD
Note: All text proposed in this Recommended Change NEW to the 2009Edition of the MUTCD is shown in BLACK. Explanatory comments are shown in GREEN.
Page 2of 10 1 CHAPTER 8E. BUSWAY GRADE CROSSINGS 2 3 Section 8E.01 Introduction 4 5 Support: 6 The design and operation of a busway is similar to light-rail transit in a semi-exclusive 7 alignment. 8 9 Guidance 10 Highway-busway grade crossings should be equipped with an active busway 11 grade crossing warning system unless an engineering study indicates that the use of 12 STOP signs or YIELD signs alone would be adequate. 13 14 Standard 15 Where a busway and a railroad are adjacent to one another such that the 16 active grade crossing warning system and the active busway grade crossing 17 warning system share common grade crossing traffic control devices, the warning 18 system for the railroad shall control the operation of all grade crossing traffic 19 control devices, and the warning system for the busway shall be interconnected 20 with the active grade crossing warning system to provide notification of an 21 approaching bus to the active grade crossing warning system. 22 23 Section 8E.02 Bus Only Lane Signs 24 25 Option: 26 A Bus Only Lane (R15-4d or R15-4e) sign may be used on a roadway lane 27 limited to only bus use to indicate the restricted use of a lane. 28 29 The overhead R15-4e Bus Only Lane sign may be used as an alternative to the 30 post-mounted R15-4d sign. 31 32 Guidance: 33 If used, the R15-4d Bus Only Lane sign should be installed on a post adjacent to 34 the roadway containing the bus lane. 35 36 Support: 37 See Chapter 2G for additional information regarding preferential lane signing. 38 See Chapter 3D for information regarding preferential lane pavement markings. 39 40 Standard: 41 If used, the R15-4e Bus Only Lane sign shall be mounted over the lane to 42 which it applies. 43 44
Page 3of 10 45 46 47
48 49 R15-4e 50 51 52 Bus Only Lane Signs 53 54 55 Section 8E.03 Bus-Activated Blank-Out Turn Prohibition Signs 56 57 Support: 58 Busway operations can include the use of bus-activated blank-out signs for turn 59 prohibition signs. The signs are typically used on roads paralleling a busway where 60 road users might turn across a busway. 61 62 Guidance: 63 A bus-activated blank-out turn prohibition sign (R3-1, R3-2, R3-4, R3-18 or R3-27) 64 should be used where an intersection is within 100’ of a highway-busway grade 65 crossing and is controlled by STOP sign, or is controlled by traffic control signals with 66 permissive turn movements for road users crossing the busway. 67 68 Option: 69 A bus-activated blank-out turn prohibition sign may include a blank-out BUS 70 COMING message or a Bus Approaching blank-out warning sign (see Section 8E.05), 71 or both. If used, the word message and the Bus Approaching sign may be flashed. 72 73 As an alternative to bus-activated blank-out turn prohibition signs at intersections 74 with traffic control signals, exclusive traffic control signal phases such that all 75 movements that cross the busway have a steady red indication may be used in 76 combination with No Turn on Red (R10-11, R10-11a, or R10-11b) signs (see Section
Page 4of 10 77 2B.54). 78 79 Standard: 80 Turn prohibition signs that are associated with preemption or priority 81 shall be visible only when the highway-busway grade crossing turn prohibition is 82 in effect.
83 84
85 86 BUS 87 COMING 88 89 Bus-Activated Blank-Out Turn Prohibition Sign 90 91 92 Section 8E.04 Highway-Busway Grade Crossing Advance Warning Signs 93 94 Guidance: 95 A Highway-Busway Grade Crossing Advance Warning sign should be used on 96 each highway in advance of every busway grade crossing except in business or 97 commercial areas where active highway-busway grade crossing traffic control devices 98 are in use. 99 100 A BUSWAY supplemental plaque should be installed with every Highway- 101 Busway Grade Crossing Advance Warning sign. 102
Page 5of 10 103 104 105 Highway-Busway Grade Crossing 106 Advance Warning Sign 107 108 [The side view symbol of a bus is consistent with the side view symbols on 109 vehicular traffic warning signs in Figure 2C-10. FHWA staff has confirmed that 110 they will test alternative bus symbols before final approval of this sign] 111 112 Section 8E-05 Busway Warning Sign 113 114 Option: 115 A Busway Warning sign with a one-direction arrow for one-way busways or a 116 two-direction arrow for two-way busways may be used at the crossing point of 117 highway-busway grade crossings where there are no active traffic control devices. 118 119 As an alternative to the Busway Warning sign, the legend “TWO-WAY 120 BUSWAY” may be used at two-way busways. 121
Page 6of 10 122 123 124 125 Busway Warning Sign 126 127 [The design of this sign is consistent with the design of crossing signs in 128 Figures 2C-10 and 2C-11 which use the W16-7P diagonal downward pointing 129 arrow when the sign is placed at the location of the crossing point. FHWA staff 130 has confirmed that they will test alternative bus symbols before final approval of 131 this sign] 132 133 Section 8E.06 Bus Approaching-Activated Blank-Out Warning Sign 134 135 Support: 136 The Bus Approaching-Activated Blank-Out warning sign supplements the 137 traffic control devices to warn road users crossing the busway of an approaching bus. 138 Option: 139 A Bus Approaching-Activated Blank-Out warning sign may be used at 140 signalized intersections near busway grade crossings or at crossings controlled by 141 STOP signs. 142 143
144 145 146 Bus-Activated 147 Blank-out Sign 148 149 [This sign is consistent with the front view symbol of LRT on the existing
Page 7of 10 150 W10-7 blank-out warning sign] 151 152 Section 8E-07 Use of Traffic Control Signals for Control of Buses at Busway 153 Grade Crossings 154 155 Support: 156 Busway grade crossings can occur at intersections or at midblock locations, 157 including public and private driveways. 158 159 Guidance: 160 Bus movements at busway grade crossings that are equipped with traffic 161 control signals should be controlled by special bus signal indications. 162 Bus signals that are used to control only bus movements should display the light 163 rail transit signal indications illustrated in Figure 8C-3. 164 165 Option: 166 Standard traffic control signal indications may be used instead of bus signals to 167 control the movement of buses. 168 169 Standard: 170 If a separate set of standard traffic control signal indications (red, yellow, and 171 green circular and arrow indications) is used to control bus movements, the 172 indications shall be positioned so they are not readily visible to motorists, 173 pedestrians, and bicyclists (see Section 4D.12). 174 If the busway crossing control is separate from the intersection control, the 175 two shall be interconnected. The signal indications conflicting with the bus phase 176 shall not be shown until after the bus has cleared the crossing. 177 178 Option: 179 Bus signals may be used at busway grade crossings and at intersections where 180 buses operate in mixed traffic in conjunction with standard traffic control signals where 181 special bus signal phases are used to accommodate turning bus vehicles or where 182 additional bus clearance time is desirable. 183 184 Guidance: 185 Bus signal faces should be separated vertically or horizontally from the nearest 186 highway traffic signal face for the same approach by at least 3 ft.
187 Option: 188 At busway grade crossings with traffic control signals, preemption control or priority 189 control of the traffic control signal may be given to buses. 190 191 Support: 192 Section 4D.27 contains information about preemption and priority control of traffic 193 control signals. 194
Page 8of 10 195 Section 8E-08 Busway Automatic Gates 196 197 Option: 198 Automatic gates may be used to supplement traffic control signals at highway- 199 busway grade crossings. 200 201 Standard: 202 Busway automatic gates, if used, shall conform to standards set forth in Section 203 8C.04 for Automatic Gates and shall be standard railroad size, striped with 16-inch 204 alternate vertical, fully retroreflectorized red and white stripes. Flashing red lights in 205 accordance with the Standards for those on railroad gates shall be included on the gate 206 arm and they shall only be operated if the gate is closed or in the process of being opened 207 or closed. In the horizontal position, the top of the gate shall be approximately 4 feet above 208 the pavement. 209 210 Busway automatic gates, if used, shall be interconnected with the busway traffic 211 control signals. 212 213 Busway automatic entrance gates shall be designed to fail-safe in the down position. 214 215 Four quadrant Busway Automatic Gates shall conform to requirements set forth in 216 Section 8C.06. 217 218 219 Support: 220 Section 8C.04 contains further details regarding automatic gates and Section 221 8D.06 contains details regarding pedestrian automatic gates. 222 223 Section 8E-09 Traffic Control Signals Near Highway-Busway Grade Crossings 224 225 Support: 226 If a traffic control signal is near an active busway grade crossing warning system, refer to 227 Manual Parts 8C.09, 8C.10, 8C.11 and 8C.12. 228 229 Section 8E-10 Pathway-Busway Grade Crossings 230 231 Option: 232 A pathway-busway grade crossing may be controlled using bus signals for the 233 busway approaches and pedestrian signals for the pathway approaches if the operation 234 of the busway provides for the bus to be able to stop before entering the pathway. 235 236 A Busway Warning sign may be used at pathway-busway grade crossings with 237 no active traffic control devices. 238 239 Standard: 240 If an active busway grade crossing warning system is used at a pathway-
Page 9of 10 241 busway grade crossing, a bell or other audible warning device shall be provided 242 for each pathway approach to the crossing.
Page 10of 10 ATTACHMENT NO. 25
RRLRT No.3
NOTE: This is a recommendation by NCUTCD to FHWA to add or revise the content of the MUTCD. This proposal by itself does not constitute official standards or guidance. Regardless of NCUTCD approval status, any proposed change or revision has no legal or official status until specifically approved by FHWA through either the Interim Approval process or adoption into a new edition of the MUTCD
TECHNICAL COMMITTEE: Railroad / Light Rail Transit Technical Committee
TOPIC: Proposed Changes and Additions to Chapter 8B
STATUS/DATE OF ACTION:
TC Drafts: 01/09/2014 RRLRT Approval: 06/27/2014 Transmitted to Sponsors: 03/25/2014 RRLRT editorial revisions & Approval: 06/27/2014 Council Approval: 06/28/2014
ORIGIN OF REQUEST: Railroad and Light Rail Transit Technical Committee
DISCUSSION:
In an effort to clarify existing Manual parts the RRLRT TC of the NCUTCD is proposing these changes to Chapter 8B.18
On June 12, 2012, the Federal Railroad Administration addressed certain requirements in regards to ENS in a Final Rule regarding Emergency Notification under 49 CFR 234 Subpart E. See http://www.gpo.gov/fdsys/pkg/FR-2012-06-12/pdf/2012-13843.pdf for specific information regarding the rule. Page 1 of 3
The proposed changes provide for consistency between MUTCD and the FRA Final Rule.
Page 2 of 3
1 Section 8B.18 Emergency Notification Sign (I-13) 2 Guidance: 3 01 Emergency Notification(I-13) signs (see Figure 8B-5) should be installed at all highway-rail 4 grade crossings, and at all highway-LRT grade crossings on semi-exclusive alignments, to 5 provide information to road users so that they can notify the railroad company or LRT agency 6 about emergencies or malfunctioning traffic control devices. 7 Standard: 8 02 When Emergency Notification signs are used at a highway-rail grade crossing, they shall, at a 9 minimum, include the USDOT grade crossing inventory number and the emergency contact 10 telephone number. 11 03 When Emergency Notification signs are used at a highway-LRT grade crossing, they shall, at 12 a minimum, include a unique crossing identifier and the emergency contact telephone 13 number. 14 04 Emergency Notification Signs shall have a white legend and border on a blue background 15 and shall be retroreflective. 16 05 The Emergency Notification signs shall be positioned so as to not obstruct any traffic 17 control devices or limit the view of rail traffic approaching the grade crossing. 18 06 Emergency Notification signs shall be oriented so the face of the sign is approximately 19 parallel to the edge of the roadway or pathway and is visible to users of the roadway or 20 pathway. 21 07 Emergency Notification signs shall not be installed on railroad or LRT signal control 22 equipment housings in lieu of the signs required along the edge of the roadway or pathway. 23 Guidance: 24 08 Emergency Notification signs should be attached to the grade crossing warning devices or 25 Crossbuck Assemblies on the right-hand side of the roadway. 26 09 At station crossings, Emergency Notification signs or information should be posted in a 27 conspicuous location. 28 10 Emergency Notification signs mounted on Crossbuck Assemblies or signal masts should only be 29 large enough to provide the necessary contact information. Use of larger signs that might 30 obstruct the view of rail traffic or other highway vehicles should be avoided. 31 Option: 32 11 Emergency Notification signs may be located on a separate post. 33 12 Additional Emergency Notification signs may be installed at a grade crossing.
December 2009 Sect. 8C.13 ATTACHMENT NO. 26
RRLRT No.4
NOTE: This is a recommendation by NCUTCD to FHWA to add or revise the content of the MUTCD. This proposal by itself does not constitute official standards or guidance. Regardless of NCUTCD approval status, any proposed change or revision has no legal or official status until specifically approved by FHWA through either the Interim Approval process or adoption into a new edition of the MUTCD
TECHNICAL COMMITTEE: Railroad / Light Rail Transit Technical Committee
TOPIC: Proposed Changes and Additions to Flashing-Light Signals, Section 8C.02
STATUS/DATE OF ACTION:
TC Drafts: 01/08/2014 RRLRT Approval: 06/27/2014 Transmitted to Sponsors: 03/25/2014 Council Approval: 06/28/2014
ORIGIN OF REQUEST: Railroad and Light Rail Transit Technical Committee
DISCUSSION: The proposed changes to this Manual Part are consistent with the AREMA Communication & Signal Manual of Recommended Practice and changes made the 2009 MUTCD Section 4D.11.
Page 1 of 3
1 Section 8C.02 Flashing-Light Signals 2 Support: 3 01 Section 8C.03 contains additional information regarding flashing-light signals at 4 highway-LRT grade crossings in semi-exclusive and mixed-use alignments. 5 Standard: 6 02 If used, the flashing-light signal assembly (shown in Figure 8C-1) on the side of the 7 highway shall include a standard Crossbuck (R15-1) sign, and where there is more 8 than one track, a supplemental Number of Tracks (R15-2P) plaque, all of which 9 indicate to motorists, bicyclists, and pedestrians the location of a grade crossing. 10 Option: 11 03 At highway-rail grade crossings, bells or other audible warning devices may be included in 12 the assembly as determined by a Diagnostic Team and may be operated in conjunction with the 13 flashing lights to provide additional warning for pedestrians, bicyclists, and/or other non- 14 motorized road users. 15 Standard: 16 04 When indicating the approach or presence of rail traffic, the flashing-light signal shall 17 display toward approaching highway traffic two red lights mounted in a horizontal line 18 flashing alternately. 19 05 If used, flashing-light signals shall be placed to the right of approaching highway traffic 20 on all highway approaches to a grade crossing. They shall be located laterally with respect 21 to the highway in compliance with Figure 8C-1 except where such location would adversely 22 affect signal visibility. 23 06 If used at a grade crossing with highway traffic in both directions, back-to-back pairs of 24 lights shall be placed on each side of the tracks. 25 07 On multi-lane one-way streets and divided highways, flashing-light signals shall be placed on 26 the approach side of the grade crossing on both sides of the roadway or shall be placed above 27 the highway. 28 08 Each red signal unit in the flashing-light signal shall flash alternately. The number of 29 flashes per minute for each lamp shall be 35 minimum and 65 maximum. Each lamp shall 30 be illuminated approximately the same length of time. Total time of illumination of each 31 pair of lamps shall be the entire operating time. Flashing-lights shall use either 8-inch or 32 12-inch nominal diameter lenses. 33 Guidance: 34 09 In choosing between the 8-inch or 12-inch nominal diameter lenses for use in grade 35 crossing flashing-light signals, consideration should be given to the principles stated in Section 36 4D.07. 37 10 At least one pair of flashing lights should be provided for each approaching traffic lane. 38 11 Where the storage distance for vehicles approaching a grade crossing is less than a design 39 vehicle length, the Diagnostic Team should consider providing additional flashing light pairs 40 aligned toward the movement turning toward the grade crossing. 41 12 The Diagnostic Team should consider the use of additional pairs of flashing lights to provide 42 supplemental warning to pedestrians, especially on one way streets and divided highways. 43 44 Option: 45 13 Additional pairs of flashing-lights may be mounted on the same or additional supporting 46 masts and directed toward vehicular traffic approaching the grade crossing. 47 Standard: 48 14 Grade crossing flashing-light signals shall operate at a low voltage using storage 49 batteries either as a primary or stand-by source of electrical energy. Provision shall be 50 made to provide a source of energy for charging batteries. Page 2 of 3
1 Standard: 2 15 References to lenses in this Section shall not be used to limit flashing-light signal 3 optical units to incandescent lamps within optical assemblies that include lenses. 4 Support: 5 16 Research has resulted in flashing-light signal optical units that are not lenses, such as, but not 6 limited to, light emitting diode (LED) flashing-light signal modules. 7 Option: 8 17 If determined by a Diagnostic Team, flashing-light signals may be installed on overhead structures or 9 cantilevered supports as shown in Figure 8C-1 where needed for additional emphasis, or for better visibility 10 to approaching traffic, particularly on multi-lane approaches or highways with profile restrictions. 11 18 If it is determined by a Diagnostic Team that one set of flashing lights on the cantilever arm 12 is not sufficiently visible to road users, one or more additional sets of flashing lights may be 13 mounted on the supporting post and/or on the cantilever arm. 14 Standard: 15 19 Breakaway or frangible bases shall not be used for overhead structures or cantilevered supports. 16 20 Except as otherwise provided in Paragraphs 13 through 15, flashing-light signals 17 mounted overhead shall comply with the applicable provisions of this Section.
Page 3 of 3
ATTACHMENT NO. 27
RRLRT No.5
NOTE: This is a recommendation by NCUTCD to FHWA to add or revise the content of the MUTCD. This proposal by itself does not constitute official standards or guidance. Regardless of NCUTCD approval status, any proposed change or revision has no legal or official status until specifically approved by FHWA through either the Interim Approval process or adoption into a new edition of the MUTCD
TECHNICAL COMMITTEE: Railroad / Light Rail Transit Technical Committee
TOPIC: Proposed Changes and Additions to Section 8C.06
STATUS/DATE OF ACTION:
TC Drafts: 06/25/2014 RRLRT Approval: 06/27/2014 Transmitted to Sponsors: Not sent to Sponsors RRLRT editorial revisions & Approval: 06/27/2014 Council Approval: 06/28/2014
ORIGIN OF REQUEST: Railroad and Light Rail Transit Technical Committee
DISCUSSION:
The proposed changes provide for consistency between changes approved by Council on 06/26/2014 and accepted industry practice.
Section 8C.06 Four-Quadrant Gate Systems Option: Four-Quadrant Gate systems may be installed to improve safety at grade crossings based on an engineering study when less restrictive measures, such as automatic gates and median islands, are not effective. Standard: A Four-Quadrant Gate system shall consist of entrance and exit gates that control and block road users on all lanes entering and exiting the grade crossing. The Four-Quadrant Gate system shall use a series of automatic gates withdrive mechanisms and fully retroreflectorized red- and white-striped gate arms with lights, and when in the down position the gate arms extend individually across the entrance and exit lanes of the roadway as shown in Figure 8C-2. Standards contained in Sections 8C.01 through 8C.03 for flashing-light signals shall be followed for signal specifications, location, and clearance distances. Support: Provisions Standards contained in Section 8C.04 for automatic gates shallare applicable for exit gatesbe followed for gate specifications and operation. Standard: In the normal sequence of operation, unless constant warning time detection or other advanced system requires otherwise, the flashing-light signals and the lights on the gate arms (in their normal upright positions) shall be activated immediately upon the detection of approaching rail traffic. The gate arms for the entrance lanes of traffic shall start their downward motion not less than 3 seconds after the flashing-light signals start to operate and shall reach their horizontal position at least 5 seconds before the arrival of the rail traffic. Exit gate arm activation and downward motion shall be based on detection or timing requirements established by a Diagnostic Team forn engineering study of the individual site. The gate arms shall remain in the down position as long as the rail traffic occupies the grade crossing. When the rail traffic clears the grade crossing, and if no other rail traffic is detected, the gate arms shall ascend to their upright positions, following which the flashing-light signals and the lights on the gate arms shall cease operation. Gate arm design, colors, and lighting requirements shall be in accordance with the Standards contained in Section 8C.04. Except as provided in Paragraph 19, the exit gate arm mechanism shall be designed to fail-safe in the up position. At locations where gate arms are offset a sufficient distance for highway vehicles to drive between the entrance and exit gate arms, median islands (see Figure 8C-2) shall be installed in accordance with the needs established by an engineering study. Guidance: The gate arm should ascend to its upright position in 12 seconds or less. Constant warning time train detection circuits should be used with Four-Quadrant Gate systems should only be used in locations with constant warning time detectionwhere practical. The operating mode of the exit gates should be determined based upon a Diagnostic Team inspection.n engineering study, with input from the affected railroad company or LRT agency. If the Timed Exit Gate Operating Mode is used, the Diagnostic Team engineering study, with input from the affected railroad company or LRT agency, should also determine the Exit Gate Clearance Time (see definition in Section 1A.13). If the Dynamic Exit Gate Operating Mode is used, highway vehicle intrusion detection devices that are part of a system that incorporates processing logic to detect the presence of highway vehicles within the minimum track clearance distance should be installed to control exit gate operation. Exit gates should be independently controlled for each direction of roadway traffic. Regardless of which exit gate operating mode is used, the Exit Gate Clearance Time should be considered when determining additional time requirements for the Minimum Warning Time. If a Four-Quadrant Gate system is used at a location that is adjacent to an intersection that could cause highway vehicles to queue within the minimum track clearance distance, the Dynamic Exit Gate Operating Mode should be used unless an engineering study indicates otherwise. If a Four-Quadrant Gate system is interconnected with a highway traffic signal, backup or standby power should be considered for the highway traffic signal. Also, circuitry should be installed to prevent the highway traffic signal from leaving the track clearance green interval until all of the gates are lowered.See Section 8C.10 for additional information. At locations where sufficient space is available, exit gates should be positioned downstream from the track a distance that provides a safety zone long enough to accommodate at least one design vehicle between the exit gate and the nearest rail. Four-Quadrant Gate systems should include remote health (status) monitoring capable of automatically notifying railroad or LRT signal maintenance personnel when anomalies have occurred within the system. Option: Exit gate arms may fail in the down position if the grade crossing is equipped with remote health (status) monitoring. Four-Quadrant Gate installations may include median islands between opposing lanes on an approach to a grade crossing. Guidance: Where sufficient space is available, median islands should be at least 60 feet in length.