OHIO MANUAL OF UNIFORM TRAFFIC CONTROL DEVICES …...OHIO MANUAL OF UNIFORM TRAFFIC CONTROL DEVICES...

OMUTCD 2005, Revision 2 – Revision Notice

OHIO MANUAL OF UNIFORM TRAFFIC CONTROL DEVICES

FOR STREETS AND HIGHWAYS (OMUTCD),

2005 Edition, Revision 2

March 18, 2011

This Revision Notice should be inserted in the front of the Manual, the date on the Cover insert and spine for the Manual should be updated, and the attached sheets should be printed double-sided and inserted into the Manual by page number.

As of this date, the following revisions have been made to the 2005 Ohio Manual of Uniform Traffic Control Devices (OMUTCD), Revision 1:

1. Cover Insert and Spine, and Title Sheet – Revised “Revision 1” to “Revision 2”; revised “December 23, 2009” to “March 18, 2011”; and revised “Effective January 15, 2010” to “Effective April 15, 2011.”

2. Preface – Added a new third paragraph about Revision 2 of the 2005 OMUTCD. Also, added a reference in the sixth paragraph to the Metric Conversion Tables in new Appendix A2.

3. Addresses for Publications Referenced in the OMUTCD – Updated the address and added phone numbers for: AASHTO, AREMA, FHWA Report Center, IES, IME, ITE, ISEA, NCUTLO, OSHA, TRB, and the Access Board.

4. Table I-1, Evolution of the OMUTCD – Added information about the publication of Revision 2 at the bottom of the table, under the Revision 1 notation.

5. Table I-2, Revision Record for… – Added information about the publication of Revision 2 at the bottom of the table; revised the title of the table to “Revision Record for the 2005 Edition of the OMUTCD”; and deleted the information about the 2003 OMUTCD Edition.

6. Contact Information – Updated the FHWA contact information in Section 1A.10 for submitting requests for experimentation or interim approvals.

7. Definitions – Added definitions in Section 1A.13 for “Downstream,” “Hybrid Beacon,” “Pedestrian Hybrid Beacon,” and “Upstream.” Also updated and corrected the numbering of the definitions.

8. New Sign – Added the new CROSSWALK STOP ON RED (symbolic circular red) (R 10-23) sign to Figure 2B-19, and on page 2B-51, after the second “Standard:” header, added a paragraph addressing use of this sign with the Pedestrian Hybrid Beacon.

9. Signal Warrants – Based on changes made in Chapter 4C of the 2009 national Manual on Uniform Traffic Control Devices (MUTCD), added new Warrant 9 (Section 4C.10) and made other changes in the signal warrants in OMUTCD Chapter 4C.

OMUTCD 2005, Revision 2 – Revision Notice

OMUTCD – English units are preferred.

10. Pedestrian Hybrid Beacons – Added new Chapter 4M, Pedestrian Hybrid Beacons, which is based on Chapter 4F, Pedestrian Hybrid Beacons, (with some text from Sections 4D.26 and 4E.06 for clarification) from the 2009 national MUTCD published by the Federal Highway Administration (FHWA) in December 2009.

11. Part 9, Bicycle Facilities – Added new Section 9C.07, Shared Lane Marking and Figure 9C-9, Shared Lane Marking, which are based on Section 9C.07 and Figure 9C-9 in the 2009 MUTCD published by FHWA in December 2009.

12. Appendix A2, Metric Conversions – Added Appendix A2 to address Metric equivalents for English units that may appear in the text without related Metric values.

2005 Edition Revision 2

March 18, 2011

Effective April 15, 2011

Ohio Department of Transportation

Office of Traffic Engineering

Ohio

Manual of

Uniform

Traffic

Control

Devices

Page ii

OMUTCD 2005 Edition - Revision 2

Ohio Department of Transportation

Office of Traffic Engineering

1980 W. Broad St., P.O. Box 899

Columbus, OH 43216-0899

Web addresses:

ODOT: http://www.dot.state.oh.us/pages/home.aspx

Office of Traffic Engineering:

http://www.dot.state.oh.us/Divisions/HighwayOps/Traffic/Pages/OTEHomePage.aspx

ODOT Publications (Design Reference Resource Center): http://www.dot.state.oh.us/drrc/Pages/default.aspx

To purchase a copy of this manual, contact the ODOT Office of Contracts at the above address, or by phone

at 1-800-459-3778. This Manual is currently provided free to State and local government agencies, and

public libraries; however, this may change without notice.

An Equal Opportunity Employer

2005 Edition – Revision 2 Page iii


PREFACE

The “Ohio Manual of Uniform Traffic Control Devices for Streets and Highways” (OMUTCD) has been established to provide a safe, uniform and efficient system of traffic control devices on all public streets and highways within the State of Ohio. This Manual was prepared pursuant to Section 4511.09 of the Ohio Revised Code (see Appendix B2). Standards described within this Manual may also be used by private agencies on facilities they control. In fact, it is recommended that such be done to encourage uniformity in the meaning of traffic control devices throughout the State.

This Manual is in substantial conformance with the 2003 Edition of the “Manual on Uniform Traffic Control Devices for Streets and Highways” (MUTCD) as published by the U.S. Department of Transportation, Federal Highway Administration (FHWA) and updated with Revision Numbers 1 and 2 incorporated, dated December 2007.

Revision 2 of the 2005 OMUTCD, published in March 2011, also adopts several provisions that were published as part of the MUTCD in December 2009.

Most of the text of the OMUTCD is identical to that of the national MUTCD, while some has been modified to meet State laws or to more closely reflect conditions and policies in Ohio. References in this Manual to State Statutes should be understood to refer to the Ohio Revised Code (O.R.C.).

Text in this Manual that is different from that in the MUTCD is shown using Arial font. For example, the text on this page is in Arial font. Text based on the MUTCD (except for Figures and Tables) is shown using Times font. See the address for AASHTO on the next page for an example of Times font. When text in the OMUTCD is a quote from the O.R.C. it is shown in italic Arial font.

The OMUTCD uses a dual system of units, showing both Metric and English units. In Ohio, English units are the preferred system. Metric units are not used on traffic control signs. A reminder note has been included in the footer for each chapter. If Metric values are not available in the text, Tables A2-1 through A2-4 in Appendix A2 show the equivalent Metric value that should be used.

Detail drawings for traffic control signs, along with supplemental details pertaining to standard signs and designable guide signs, can be found in the “Sign Design Manual” published by the Ohio Department of Transportation (ODOT). The pavement marking alphabet and symbols are also shown in the “Sign Design Manual.”

Contact information for ordering the OMUTCD is provided on page ii. The OMUTCD, the ODOT “Traffic Engineering Manual” (TEM), and other ODOT publications are also available from the ODOT website at www.dot.state.oh.us/drrc/Pages/default/aspx.

Improved designs and devices, signs for special applications and variations from standard sign designs and sizes which may be developed after the publication date of this Manual may be used in research or on an experimental basis. However, all such research and/or experimentation with new designs should be coordinated through ODOT (see Section 1A.10).

Page iv 2005 Edition – Revision 2

OMUTCD - English units are preferred.

Addresses for Publications Referenced in the OMUTCD

American Association of State Highway and Transportation Officials (AASHTO) 444 North Capitol Street, NW, Suite 249

Washington, DC 20001

www.transportation.org 202-624-5800

American Railway Engineering and Maintenance-of-Way Association (AREMA)

10003 Derekwood Lane, Suite 210 Landover, MD 20706

www.arema.gov

301-459-3200

Federal Highway Administration (FHWA) www.fhwa.dot.gov for the MUTCD: http://mutcd.fhwa.dot.gov/

Federal Highway Administration Report Center Facsimile number: 814-239-2156

E-mail: [email protected]

Illuminating Engineering Society (IES)

120 Wall Street, Floor 17

New York, NY 10005 www.iesna.org

212-248-5000

Institute of Makers of Explosives 1120 19th Street, NW, Suite 310

Washington, DC 20036-3605

www.ime.org 202-429-9280

Institute of Transportation Engineers (ITE)

1627 I Street, NW, Suite 600 Washington, DC 20006

www.ite.org 202-785-0060

International Organization for Standardization

c/o Mr. Gerard Kuso

Austrian Standards Institute Heinestrabe 38

Postfach 130

A-1021 Wien, Austria

International Safety Equipment Association (ISEA)

1901 North Moore Street, Suite 808 Arlington, VA 22209

www.safetyequipment.org

703-525-1695

2005 Edition – Revision 2 Page v


National Committee on Uniform Traffic Laws and Ordinances (NCUTLO)

107 South West Street, Suite 110 Alexandria, VA 22314

www.ncutlo.org

800-807-5290

Occupational Safety and Health Administration (OSHA)

U.S. Department of Labor

200 Constitution Avenue, NW Washington, DC 20210

www.osha.gov

800-321-6742

Office of Transportation Operations, HOTO-1 Federal Highway Administration 1200 New Jersey Avenue, SE Washington, DC 20590 www.ops.fhwa.dot.gov/siteindex.htm Direct requests for permission to experiment or interim approval to the MUTCD Team at the following email

address: [email protected].

Transportation Research Board (TRB)

The National Academies

500 Fifth Street, NW

Washington, DC 20001 www.nas.edu/trb

202-334-3072

U.S. Architectural and Transportation Barriers Compliance Board (The U.S. Access Board)

1331 F Street, NW, Suite 1000

Washington, DC 20004-1111

www.access-board.gov 202-272-0080

Acknowledgments

The Ohio Department of Transportation (ODOT) gratefully acknowledges the valuable assistance provided by the Federal Highway Administration (FHWA), the Ohio Section of the Institute of Transportation Engineers (Ohio ITE), the County Engineers Association of Ohio (CEAO), the Ohio Contractor’s Association (OCA) and other transportation professionals in the development of this Manual.

Page vi 2005 Edition – Revision 2


Intentionally blank.

2005 Edition – Revision 2

Please insert the following pages in the OMUTCD Introduction section.

2005 Edition – Revision 2 Page I-7


Table I-1. Evolution of the OMUTCD

Edition Name Approval Effective

Date

1924 Manual of Standard Signs and Marker 5/24

1934 Manual of Standard Signs, Markers, and Pavement Marking

7/34

1943 Ohio Manual of Uniform Traffic Control Devices

1943


3/52


4/56

1962

Ohio Manual of Uniform Traffic Control Devices, Supplement (Part 7 reprint) (Using Journal Entry system to record Director’s “approval.”)

Vol. 47: pg 885; dated 8/27/62

8/27/62

1963

Ohio Manual of Uniform Traffic Control Devices

Vol. 48: pg 770; dated 9/19/63 Vol. 52: pg 151; dated 3/3/67 Vol. 53: pg 108; dated 2/5/68 Vol. 54: pg 873; dated 9/15/69 Vol. 56: pg 174; dated 2/19/71

9/19/63 3/25/67 3/29/68

10/31/69 3/15/71

1972

Ohio Manual of Uniform Traffic Control Devices for Streets and Highways — transition period from 1963 Edition to 1972 Edition; there was an overlap during this period between the two manual editions. The 1975 revisions were distributed together on 7/1/1975.

Vol. 56: pg 997; dated 11/17/71 Vol. 57: pg 379; dated 4/13/72 Vol. 58: pg 179; dated 3/5/73 Vol. 58: pg 788; dated 8/3/73 Vol. 59: pg 1078; dated 11/1/74 Vol. 60: pg 311; dated 3/31/75 Vol. 60: pg 263; dated 3/13/75

1/3/72 5/31/72 4/25/73 9/10/73 11/1/74 3/31/75 7/1/75

1972

Ohio Manual of Uniform Traffic Control Devices The 1976 and both 1977 revisions were distributed together. The 1992 revisions were distributed together on 7/27/1992. (Journal Entries no longer used. Transmittal letter constitutes the Director’s “approval.”)

Vol. 61: pg 817; dated 8/11/76 Vol. 62: pg 739; dated 6/27/77 Vol. 62: pg 1081; dated 9/19/77 Vol. 64: pg 642; dated 6/27/79 Vol. 67: pg 752; dated 7/16/82 Vol. 71: pg 1085; dated 11/14/86 Vol. 75: pg 7; dated 5/22/90 Vol. 76: pg 3; dated 10/1/91 Vol. 77: pg 1; dated 7/7/92 Vol. 77: pg 1; dated 7/21/92 Vol. 79: pg 1; dated 6/6/94 Vol. 80: pg 14; dated 6/22/95 Vol. 81: pg 1; dated 9/10/96 Vol. 81: pg 1; dated 9/16/96 Adopted by Director 4/15/99

9/1/76 7/1/77

11/3/77 10/1/79 9/7/82 2/1/87 7/9/90

10/1/91 7/7/92

7/27/92 8/1/94

8/14/95 9/10/96 1/1/97 6/1/99

2003 Ohio Manual of Uniform Traffic Control Devices, 2003 Edition

8/1/03

9/1/03

2005

Ohio Manual of Uniform Traffic Control Devices, 2005 Edition Revision 1 Revision 2

12/1/05 December 23, 2009 March 18, 2011

12/22/05

1/15/10 4/15/11

Page I-8 2005 Edition – Revision 2


Table I-2. Revision Record for the 2005 Edition of the OMUTCD

Title Date Description Effective Date

2005 Edition December 1, 2005

New edition, updating each Part of the Manual to incorporate changes published by FHWA in the MUTCD 2003, and to incorporate additional Ohio revisions. Appendix A1, Appendix B1, and Appendix B2 have been updated. A sign index has been added in Appendix C.

December 22, 2005


December 23, 2009

Revision to incorporate changes published by FHWA in the MUTCD 2003 to address retro-reflectivity guidelines for highway signs. The Revision also included a few editorial corrections. Changes were made in the Preface, Introduction, Parts 1, 2 and 6, and Appendix C.

January 15, 2010


March 18, 2011

Incorporated some changes published by FHWA in the MUTCD 2009. These revisions include: updated addresses for publications referenced in the Manual; updated Tables I-1 and I-2 in the Introduction; updated FHWA contact information in Section 1A.10; new definitions in Section 1A.13 for “Downstream,” “Hybrid Beacon,” “Pedestrian Hybrid Beacon,” and “Upstream”; added the CROSSWALK STOP ON RED sign in Section 2B.45 and Figure 2B-19; an update of Chapter 4C, Signal Warrants; a new Chapter 4M on Pedestrian Hybrid Beacons; and new Section 9C.07, Shared Lane Markings and new Figure 9C-9, Shared Lane Markings.

April 15, 2011


Please insert the following pages (by page number) in Part 1, General.

2005 Edition – Revision 2 Page 1A-3


Section 1A.05 Maintenance of Traffic Control Devices

Guidance:

Functional maintenance of traffic control devices should be used to determine if certain devices need to

be changed to meet current traffic conditions.

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:

Clean, legible, properly mounted devices in good working condition command the respect of road users.

Section 1A.06 Uniformity of Traffic Control Devices

Support:

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 nonstandard

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:

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. In the State of Ohio, these responsibilities shall be as established in Sections 4511.09, 4511.10 and 4511.11 of the Ohio Revised Code (see Appendix B2).

Support:

As provided in Section 4511.09 of the Ohio Revised Code (see Appendix B2), the “Ohio Manual of Uniform Traffic Control Devices” has been adopted by the Ohio Department of Transportation to provide for a “uniform system of traffic control devices…for use upon highways in this state.”

Section 1A.08 Authority for Placement of Traffic Control Devices

Standard:

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, for the purpose of regulating, warning, or guiding traffic.

When the public agency or the official having jurisdiction over a street or highway 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.

Guidance:

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

nonessential traffic control devices, signs, or messages should be removed.

Support:

Section 4511.16 of the Ohio Revised Code (O.R.C.) prohibits the display of any unauthorized sign, signal, marking or device which interferes with the effectiveness of any official traffic control device and permits its removal by the authority having jurisdiction over the street or highway (see Appendix B2).

A-4 2005 Edition – Revision 2


Standard:

All regulatory traffic control devices shall be supported by laws, ordinances, or regulations.

Support:

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.

Section 1A.09 Engineering Study and Engineering Judgment

Standard:

This Manual describes the application of traffic control devices, but shall not be a legal

requirement for their installation.

Guidance:

The decision to use a particular device at a particular location should be made on the basis of either an engineering study or the application of engineering judgment. Thus, while this Manual provides Standards,

Guidance, and Options for design and application of traffic control devices, this Manual should not be

considered a substitute for engineering judgment.

Engineering judgment should be exercised in the selection and application of traffic control devices, as

well as in the location and design of the roads and streets that the devices complement. Jurisdictions with responsibility for traffic control that do not have engineers on their staffs should seek engineering assistance

from others, such as the Ohio Department of Transportation (ODOT), their County, a nearby large City, or a

traffic engineering consultant.

Section 1A.10 Interpretations, Experimentations, Changes, and Interim Approvals

Standard:

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:

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:

Except as provided in the following Option, requests for any permission to experiment or interim

approval shall be submitted electronically to the Federal Highway Administration (FHWA), Office of

Transportation Operations, MUTCD team, at the following e-mail address:

[email protected]. A copy of the request shall be sent to the Ohio Department of Transportation (ODOT), Office of Traffic Engineering (see page ii for contact information).

Requests for interpretations or changes shall be sent to the Ohio Department of Transportation (ODOT), Office of Traffic Engineering (see page ii for contact information).

Option:

If electronic submission to FHWA is not possible, requests for permission to experiment or interim approval may instead be submitted to the Office of Transportation Operations HOTP-1, Federal Highway

Administration, 1200 New Jersey Avenue, SE, Washington, DC 20590.

Support:

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.

2005 Edition – Revision 2 Page 1A - 13


21. Detectable—having a continuous edge within 150 mm (6 in) of the surface so that pedestrians

who have visual disabilities can sense its presence and receive usable guidance information.

22. 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.

23. Driver (or Operator)—every person who drives or is in actual physical control of a vehicle, trackless trolley, or streetcar. [4511.01 (Y), O.R.C.]

24. Dynamic Envelope—the clearance required for the train and its cargo overhang due to any

combination of loading, lateral motion, or suspension failure.

25. Edge Line Markings—white or yellow pavement marking lines that delineate the right or left

edge(s) of a traveled way.

26. 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.

27. Engineering Judgment—the evaluation of available pertinent information, and the application

of appropriate principles, Standards, Guidance, 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.

28. Engineering Study—the comprehensive analysis and evaluation of available pertinent

information, and the application of appropriate principles, Standards, Guidance, 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.

29. Expressway—a divided arterial highway for through traffic with full or partial control of access with an excess of fifty percent of all crossroads separated in grade. [4511.01(ZZ), O.R.C.]

30. Flashing—an operation in which a signal indication is turned on and off repetitively.

31. Freeway—a divided multi-lane highway for through traffic with all crossroads separated in grade and with full control of access. [4511.01(YY), O.R.C.]

32. Guide Sign—a sign that shows route designations, destinations, directions, distances, services,

points of interest, or other geographical, recreational, or cultural information.

33. High Occupancy Vehicle (HOV)—a motor vehicle carrying at least two or more persons,

including carpools, vanpools, and buses.

34. Highway (or Street)—the entire width between the boundary lines of every way open to the use of the public as a thoroughfare for purposes of vehicular travel. [4511.01(BB), O.R.C.]

35. Highway, Controlled-Access—Every street or highway in respect to which owners or occupants of abutting lands and other persons have no legal right of access to or from the same except at such points only and in such manner as may be determined by the public authority having jurisdiction over such street or highway. [4511.01 (CC), O.R.C.]

36. Highway, Through—Every street or highway as provided in section 4511.65 of the Revised Code. [4511.01(HH), O.R.C.]

37. Highway-Rail Grade Crossing—the general area where a highway and a railroad’s right-of-

way cross at the same level, within which are included the railroad tracks, highway, and traffic

control devices for highway traffic traversing that area.

38. 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 signals at toll plazas, power-

A - 14 2005 Edition – Revision 2


operated signs, illuminated pavement markers, warning lights (see Section 6F.78), or steady

burning electric lamps.

39. 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.

40. 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.

41. 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.

42. Interchange—a system of interconnecting roadways providing for traffic movement between

two or more highways that do not intersect at grade.

43. Intermediate Interchange—an interchange with an urban or rural route that is not a major or

minor interchange as defined herein.

44. Intersection—means:

(1) The area embraced within the prolongation or connection of the lateral curb lines, or, if none, then the lateral boundary lines of the roadways of two highways which join one another at, or approximately at, right angles, or the area within which vehicles traveling upon different highways joining at any other angle may come in conflict.

(2) Where a highway includes two roadways thirty feet or more apart, then every crossing of each roadway of such divided highway by an intersecting highway shall be regarded as a separate intersection. If an intersecting highway also includes two roadways thirty feet or more apart, then every crossing of two roadways of such highways shall be regarded as a separate intersection.

(3) The junction of an alley with a street or highway, or with another alley, shall not constitute an intersection. [4511.01(KK), O.R.C.]

45. Island—a defined area between traffic lanes for control of vehicular movements 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.

46. Lane Line Markings—white pavement marking lines that delineate the separation of traffic

lanes that have the same direction of travel on a roadway.

47. 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.

48. Legend—see Sign Legend.

49. Logo—a distinctive emblem, symbol, or trademark that identifies a product or service.

50. Longitudinal Markings—pavement markings that are generally placed parallel and adjacent

to the flow of traffic such as lane lines, centerlines, edge lines, channelizing lines, and others. 51. Major Conventional Road—a divided or undivided highway with four or more lanes where the

primary access is by grade-separated interchanges and at-grade intersections with public roads, with numerous secondary access points with commercial and/or private driveways. Major conventional roads may or may not have partial control of access.

52. 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.

53. Major Street—the street normally carrying the higher volume of vehicular traffic.

54. 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.

55. 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.

56. Minor Street—the street normally carrying the lower volume of vehicular traffic.



57. Object Marker—a device used to mark obstructions within or adjacent to the roadway.

58. Occupancy Requirement—any restriction that regulates the use of a facility for any period of

the day based on a specified number of persons in a vehicle.

59. Occupant—a person driving or riding in a car, truck, bus, or other vehicle.

60. 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.

61. Pedestrian—any natural person afoot. [4511.01(X), O.R.C.]

62. Pedestrian Facilities—a general term denoting improvements and provisions made to

accommodate or encourage walking. 63. 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.

64. 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.

65. Principal Legend—place names, street names, and route numbers placed on guide signs.

66. Public Road—any road or street under the jurisdiction of and maintained by a public agency

and open to public travel.

67. Railroad—a carrier of persons or property operating upon rails placed principally on a private right-of-way. [4511.01(P), O.R.C.]

68. Raised Pavement Marker—a device with a height of at least 10 mm (0.4 in) mounted on or in a

road surface that is intended to be used as a positioning guide or to supplement or substitute

for pavement markings or to mark the position of a fire hydrant.

69. Regulatory Sign—a sign that gives notice to road users of traffic laws or regulations.

70. 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.

71. Right-of-Way—means either of the following, as the context requires: (1) The right of a vehicle, streetcar, trackless trolley, or pedestrian to proceed

uninterruptedly in a lawful manner in the direction in which it or the individual is moving in preference to another vehicle, streetcar, trackless trolley, or pedestrian approaching from a different direction into its or the individual's path;

(2) A general term denoting land, property, or the interest therein, usually in the configuration of a, strip, acquired for or devoted to transportation purposes. When used in this context, right-of-way includes the roadway, shoulders or berm, ditch, and slopes extending to the right-of-way limits under the control of the state or local authority. [4511.01 (UU), O.R.C.]

72. Road—see Roadway.

73. Roadway—that portion of a highway improved, designed, or ordinarily used for vehicular travel, except the berm or shoulder. If a highway includes two or more separate roadways the term "roadway" means any such roadway separately but not all such roadways collectively. [4511.01(EE), O.R.C.]

74. Roadway Network—a geographical arrangement of intersecting roadways.

75. Road User—a vehicle operator, bicyclist, or pedestrian within the highway, including persons

with disabilities.

76. Roundabout Intersection—a circular intersection with yield control of all entering traffic,

channelized approaches, and appropriate geometric curvature, such that travel speeds on the

circulatory roadway are typically less than 50 km/h (30 mph).

77. Rumble Strip—a series of intermittent, narrow, transverse areas of rough-textured, slightly

raised, or depressed road surface that is installed to alert road users to unusual traffic

conditions.

78. Rural Highway—a type of roadway normally characterized by lower volumes, higher speeds,

fewer turning conflicts, and less conflict with pedestrians.



79. Safety Zone—the area or space officially set apart within a roadway for the exclusive use of pedestrians and protected or marked or indicated by adequate signs as to be plainly visible at all times. [4511.01(MM), O.R.C.]

80. 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.

81. 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.

82. Sidewalk—that portion of a street between the curb lines, or the lateral lines of a roadway, and the adjacent property lines, intended for the use of pedestrians. [4511.01(FF), O.R.C.]

83. Sign—any traffic control device that is intended to communicate specific information to road

users through a word or symbol legend. Signs do not include traffic control signals, pavement

markings, delineators, or channelization devices.

84. Sign Assembly—a group of signs, located on the same support(s), that supplement one another

in conveying information to road users.

85. 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.

86. Sign Legend—all word messages, logos, and symbol designs that are intended to convey

specific meanings.

87. Sign Panel—a separate panel or piece of material containing a word or symbol legend that is

affixed to the face of a sign.

88. Speed—speed is defined based on the following classifications:

(a) Advisory Speed—a recommended speed for all vehicles operating on a section of highway

and based on the highway design, operating characteristics, and conditions.

(b) Average Speed—the summation of the instantaneous or spot-measured speeds at a specific

location of vehicles divided by the number of vehicles observed.

(c) Design Speed—a selected speed used to determine the various geometric design features of

a roadway.

(d) 85th-Percentile Speed—The speed at or below which 85 percent of the motor vehicles

travel.

(e) 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.

(f) Pace Speed—the highest speed within a specific range of speeds that represents more

vehicles than in any other like range of speed. The range of speeds typically used is 10

km/h or 10 mph.

(g) Posted Speed—the speed limit determined by law and shown on Speed Limit signs.

(h) Statutory Speed—a speed limit established by legislative action that typically is applicable

for highways with specified design, functional, jurisdictional and/or location characteristic

and is not necessarily shown on Speed Limit signs. 89. Speed Limit—the maximum (or minimum) speed applicable to a section of highway as

established by law.

90. Speed Measurement Marking—a white transverse pavement marking placed on the roadway

to assist the enforcement of speed regulations.

91. Speed Zone—a section of highway with a speed limit that is established by law but which might

be different from a legislatively specified statutory speed limit.

92. State Highway—a highway under the jurisdiction of the department of transportation, outside the limits of municipal corporations, provided that the authority conferred upon the director of transportation in section 5511.01 of the Revised Code to erect state highway route markers and signs directing traffic shall not be modified by sections 4511.01 to 4511.79, and 4511.99 of the Revised Code. [4511.01(II), O.R.C.]



93. State Route—Every highway which is designated with an official state route number and so marked. [4511.01(JJ), O.R.C.]

94. 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.

95. Street—see Highway.

96. 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.

97. Traffic—pedestrians, ridden or herded animals, vehicles, streetcars, trackless trolleys, and other devices, either singly or together, while using any highway for purposes of travel. [4511.01(TT), O.R.C.]

98. Traffic Control Devices—all flaggers signs, signals, markings, and devices placed or erected by authority of a public body or official having jurisdiction, for the purpose of regulating, warning, or guiding traffic, including signs denoting names of streets and highways. [4511.01(QQ), O.R.C.]

99. Traffic Control Signal (Traffic Signal)—any device, whether manually, electrically, or mechanically operated, by which traffic is alternately directed to stop, to proceed, to change direction, or not to change direction. [4511.01(RR), O.R.C.]

100. 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.

101. Transverse Markings—pavement markings that are generally placed perpendicular and across

the flow of traffic such as shoulder markings, word and symbol markings, stop lines, crosswalk

lines, speed measurement markings, parking space markings, and others.

102. Traveled Way—the portion of the roadway for the movement of vehicles, exclusive of the

shoulders, berms, sidewalks, and parking lanes.

103. 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.

104. 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.

105. Vehicle—every device, including a motorized bicycle, in, upon, or by which any person or property may be transported or drawn upon a highway, except that “vehicle” does not include any motorized wheelchair, any electric personal assistive mobility device, any device that is moved by power collected from overhead electric trolley wires or that is used exclusively upon stationary rails or tracks, or any device, other than a bicycle, that is moved by human power. [4511.01(A), O.R.C.]

106. Vehicle, Emergency—emergency vehicles of municipal, township, or county departments or public utility corporations when identified as such as required by law, the director of public safety, or local authorities, and motor vehicles when commandeered by a police officer. [4511.01(D), O.R.C.]

107. Vehicle, Motor—every vehicle propelled or drawn by power other than muscular power or power collected from overhead electric trolley wires, except motorized bicycles, road rollers, traction engines, power shovels, power cranes, and other equipment used in construction work and not designed for or employed in general highway transportation, hole-digging machinery, well-drilling machinery, ditch-digging machinery, farm machinery, trailers used to transport agricultural produce or agricultural production materials between a local place of storage or supply and the farm when drawn or towed on a street or highway at a speed of twenty-five miles per hour or less, threshing machinery, hay-baling machinery, agricultural tractors and machinery used in the production of horticultural, floricultural, agricultural and vegetable products, and trailers designed and used exclusively to transport a boat between a place of storage and a marina, or in and around a marina, when drawn or towed on a street or



highway for a distance o no more than ten miles and at a top speed of twenty-five miles per hour or less. [4511.01(B), O.R.C.]

108. Vehicle, Public Safety—means any of the, following: (1) Ambulances, including private ambulance companies under contract to a municipal

corporation, township, or county, and private ambulances and nontransport vehicles bearing license plates issued under section 4503.49 of the Revised Code,

(2) Motor vehicles used by public law enforcement officers or other persons sworn to enforce the criminal and traffic laws of the state;

(3) Any motor vehicle when properly identified as required by the director of public safety, when used in response to fire emergency calls or to provide emergency medical service to ill or injured persons, and when operated by a duly qualified person who is a member of a volunteer rescue service or a volunteer fire department, and who is on duty pursuant to the rules or directives of that service. The state fire marshal shall be designated by the director of public safety as the certifying agency for all public safety vehicles described in division (E)(3) of this section.

(4) Vehicles used by fire departments, including motor vehicles when used by volunteer fire fighters responding to emergency calls in the fire department service when identified as required by the director of public safety. Any vehicles used to transport or provide emergency medical service to an ill or injured person, when certified as a public safety vehicle, shall be considered a public safety vehicle when transporting an ill or injured person to a hospital regardless of whether such vehicle has already passed a hospital.

(5) Vehicles used by the commercial motor vehicle safety enforcement unit for the enforcement orders and rules of the public utilities commission as specified in section 5503.34 of the Revised Code. [4511.01(E), O.R.C.]

109. Warning Sign—a sign that gives notice to road users of a situation that might not be readily

apparent.

110. Warrant—a warrant describes threshold conditions to the engineer in evaluating the potential

safety and operational benefits of traffic control devices and is based upon average or normal

conditions. 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.

111. 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.

Section 1A.14 Abbreviations Used on Traffic Control Devices

Standard:

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.

Guidance:

The abbreviations for the words listed in Table 1A-2 should not be used in connection with traffic

control devices unless the prompt word shown in Table 1A-2 either precedes or follows the abbreviation.

Standard:

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:

Where multiple abbreviations are permitted in Tables 1A-1 or 1A-2, the same abbreviation should be

used throughout a single jurisdiction.


Please insert the following pages (by page number) in Part 2, Signs.

2005 Edition Page 2B - 49


Support:

One of the most frequent uses of the Pedestrian Crossing signs is at signalized intersections that have

three crossings that can be used and one leg that cannot be crossed.

Guidance:

The R9-3b sign should not be installed in combination with educational plaques.

Section 2B.45 Traffic Signal Signs (R10-1 through R10-21)

Option:

To supplement traffic signal control, Traffic Signal signs R10-1 through R10-21 may be used to regulate

road users.

Guidance:

When used, Traffic Signal signs should be located adjacent to the signal face to which they apply.

Standard:

Traffic Signal signs applicable to pedestrian actuation (see Figure 2B-18) shall be mounted

immediately above or incorporated in pedestrian pushbutton units (see Section 4E.08).

Support:

Traffic Signal signs applicable to pedestrians include:

A. CROSS ON GREEN LIGHT ONLY (R10-1);

B. CROSS ON WALK SIGNAL ONLY (R10-2);

C. PUSH BUTTON FOR GREEN LIGHT (R10-3); and

D. PUSH BUTTON FOR WALK SIGNAL (R10-4).

Option:

The following signs may be used as an alternate for the R10-3 and R10-4 signs:

A. TO CROSS STREET (arrow), PUSH BUTTON WAIT FOR GREEN LIGHT (R10-3a); and

B. TO CROSS STREET (arrow), PUSH BUTTON WAIT FOR WALK SIGNAL (R10-4a).

The symbol sign R10-2a may be used as an alternate to sign R10-2. Where symbol-type pedestrian signal

indications are used, an educational sign (R10-3b) may be used to improve pedestrian understanding of

pedestrian indications at signalized intersections. Where word-type pedestrian signal indications are being retained for the remainder of their useful service life, the legends WALK/DONT WALK may be substituted

for the symbols on the educational sign R10-3b, thus creating sign R10-3c. The R10-3d sign may be used if

the pedestrian clearance time is sufficient only for the pedestrian to cross to the median. The diagrammatic sign R10-4b may also be used as an alternate to sign R10-4. At intersections where pedestrians cross in two

stages using a median refuge island, the word message “CROSS TO MEDIAN” may be placed on the near

corner of the refuge island along with the educational plaque.

Traffic Signal signs (see Figure 2B-19) may be installed at certain locations to clarify signal control.

Among the legends for this purpose are LEFT ON GREEN ARROW ONLY (R10-5), STOP HERE ON

RED (R10-6 or R10-6a) for observance of stop lines, DO NOT BLOCK INTERSECTION (R10-7) for avoidance of traffic obstructions, USE LANE(S) WITH GREEN ARROW (R10-8) for obedience to Lane

Control signals, LEFT TURN YIELD ON GREEN (symbolic green ball) (R10-12) , and LEFT TURN

SIGNAL YIELD ON GREEN (symbolic green ball) (R10-21) (see Section 4D.06).

In situations where traffic control signals are coordinated for progressive timing, the Traffic Signal

Speed (I1-1) sign may be used (see Section 2D.47).

B-50 2005 Edition – Revision 2

Figure 2B-19. Traffic Signal Signs

R10-6R10-5 R10-7 R10-8R10-6a

R10-11R10-10 R10-11a R10-11b

R10-21

OR

R10-20a

R10-12 R10-13 R10-15 R10-16

Figure 2B-19. Traffic Signal Signs

2005 Edition – Revision 2 Page 2B - 51


Standard:

The NO TURN ON RED (R10-11a, R10-11b) sign (see Figure 2B-19) shall be used to prohibit a

right turn on red (or a left turn on red from a one-way street to a one-way street).

Option:

A symbolic NO TURN ON RED (R10-11) sign (see Figure 2B-19) may be used as an alternate to the R10-11a and R10-11b signs.

Guidance:

If used, the NO TURN ON RED sign should be installed near the appropriate signal head.

A NO TURN ON RED sign should be considered when an engineering study finds that one or more of

the following conditions exists:

A. Inadequate sight distance to vehicles approaching from the left (or right, if applicable); B. Geometrics or operational characteristics of the intersection that might result in unexpected conflicts;

C. An exclusive pedestrian phase;

D. An unacceptable number of pedestrian conflicts with right-turn-on-red maneuvers, especially

involving children, older pedestrians, or persons with disabilities; and E. More than three right-turn-on-red accidents reported in a 12-month period for the particular

approach.

Option:

In order to remind drivers who are making turns to yield to pedestrians, especially at intersections where

right turn on red is permitted and pedestrian crosswalks are marked, a TURNING TRAFFIC MUST YIELD

TO PEDESTRIANS (R10-15) sign may be used (see Figure 2B-19).

A supplemental R10-20a plaque (see Figure 2B-19) showing times of day (similar to the S4-1 plaque

shown in Figure 7B-1) with a black legend and border on a white background may be mounted below a NO TURN ON RED sign to indicate that the restriction is in place only during certain times.

Standard:

The CROSSWALK STOP ON RED (symbolic circular red) (R10-23) sign (see Figure 2B-19) shall

only be used in conjunction with pedestrian hybrid beacons (see Section 4M.02).

The EMERGENCY SIGNAL (R10-13) sign (see Figure 2B-19) shall be used in conjunction with

emergency-vehicle traffic control signals (see Section 4F.02).

Option:

A U-TURN YIELD TO RIGHT TURN (R10-16) sign (see Figure 2B-19) may be installed near the left-

turn signal face if U-turns are allowed on a protected left-turn movement on an approach from which drivers making a right turn from the conflicting approach to their left are simultaneously being shown a right-turn

GREEN ARROW signal indication.

Section 2B.46 Photo Enforced Signs (R10-18, R10-19)

Option:

A TRAFFIC LAWS PHOTO ENFORCED (R10-18) sign (see Figure 2B-1) may be installed at a

jurisdictional boundary to advise road users that some of the traffic regulations within that jurisdiction are being enforced by photographic equipment.

A PHOTO ENFORCED (R10-19) sign (see Figure 2B-1) may be mounted below a regulatory sign to

advise road users that the regulation is being enforced by photographic equipment.

Standard:

If used below a regulatory sign, the PHOTO ENFORCED (R10-19) sign shall be a rectangle with a

black legend and border on a white background.

B-52 2005 Edition


Section 2B.47 KEEP OFF MEDIAN Sign (R11-1)

Option:

The KEEP OFF MEDIAN (R11-1) sign (see Figure 2B-20) may be used to prohibit driving into or

parking on the median.

Guidance:

The KEEP OFF MEDIAN sign should be installed on the left of the roadway within the median at random intervals as needed wherever there is a tendency for encroachment.

Section 2B.48 ROAD CLOSED Sign (R11-2) and LOCAL TRAFFIC ONLY Signs

(R11-3 Series, R11-4)

Guidance:

The ROAD CLOSED (R11-2) sign should be installed where roads have been closed to all traffic (except authorized vehicles).

ROAD CLOSED—LOCAL TRAFFIC ONLY (R11-3) or ROAD CLOSED TO THRU TRAFFIC (R11-4) signs should be used where through traffic is not permitted, or for a closure some distance beyond the

sign, but where the highway is open for local traffic up to the point of closure.

Standard:

The Road Closed (R11-2, R11-3 series, and R11-4) signs (see Figure 2B-20) shall be designed as

horizontal rectangles. These signs shall be preceded by the applicable Advance Road Closed warning

sign with the secondary legend AHEAD and, if applicable, an Advance Detour warning sign (see

Section 6F.18).

Option:

The word message BRIDGE OUT may be substituted for the ROAD CLOSED message where

applicable.

Section 2B.49 Weight Limit Signs (R12-1 through R12-5)

Option:

The Weight Limit (R12-1) sign carrying the legend WEIGHT LIMIT XX TONS may be used to indicate vehicle weight restrictions including load.

Where the restriction applies to axle weight rather than gross load, the legend may be AXLE WEIGHT

LIMIT XX TONS or AXLE WEIGHT LIMIT XXXX LBS (R12-2).

To restrict trucks of certain sizes by reference to empty weight in residential districts, the legend may be

NO TRUCKS OVER XX TONS EMPTY WT or NO TRUCKS OVER XXXX LBS EMPTY WT (R12-3).

In areas where multiple regulations of the type described above are applicable, a sign combining the

necessary messages on a single panel may be used, such as WEIGHT LIMIT XX TONS PER AXLE, XX

TONS GROSS (R12-4).

Posting of specific load limits may be accomplished by use of the Weight Limit symbol sign (R12-5). A

sign containing the legend WEIGHT LIMIT on the top two lines, and showing three different truck symbols and their respective weight limits for which restrictions apply may be used, with the weight limits shown to

the right of each symbol as XX T. A bottom line of legend stating GROSS WT may be included if needed for

enforcement purposes.

Standard:

If used, the Weight Limit sign (see Figure 2B-20) shall be located in advance of the applicable

section of highway or structure.


Please insert the following pages (by page number) in Part 4, Highway Traffic Signals.

2005 Edition – Revision 2 Page TC4 - 1


PART 4. HIGHWAY TRAFFIC SIGNALS

TABLE OF CONTENTS

Page

CHAPTER 4A. GENERAL

Section 4A.01 Types ............................................................................................................... 4A-1 Section 4A.02 Definitions Relating to Highway Traffic Signals ............................................... 4A-1

CHAPTER 4B. TRAFFIC CONTROL SIGNALS—GENERAL

Section 4B.01 General ............................................................................................................. 4B-1 Section 4B.02 Basis of Installation or Removal of Traffic Control Signals ................................ 4B-1

Section 4B.03 Advantages and Disadvantages of Traffic Control Signals ................................. 4B-2

Section 4B.04 Alternatives to Traffic Control Signals............................................................... 4B-2

Section 4B.05 Adequate Roadway Capacity ............................................................................. 4B-3 Section 4B.06 Traffic Signals on State Highway Extensions in Villages . ……………….………4B-3

CHAPTER 4C. TRAFFIC CONTROL SIGNAL NEEDS STUDIES

Section 4C.01 Studies and Factors for Justifying Traffic Control Signals .................................. 4C-1

Section 4C.02 Warrant 1, Eight-Hour Vehicular Volume .......................................................... 4C-3

Section 4C.03 Warrant 2, Four-Hour Vehicular Volume ........................................................... 4C-5 Section 4C.04 Warrant 3, Peak Hour ........................................................................................ 4C-5

Section 4C.05 Warrant 4, Pedestrian Volume ........................................................................... 4C-8

Section 4C.06 Warrant 5, School Crossing ............................................................................. 4C-11 Section 4C.07 Warrant 6, Coordinated Signal System ............................................................ 4C-11

Section 4C.08 Warrant 7, Crash Experience ........................................................................... 4C-12

Section 4C.09 Warrant 8, Roadway Network.......................................................................... 4C-12

Section 4C.10 Warrant 9, Intersection Near a Grade Crossing ................................................ 4C-13

CHAPTER 4D. TRAFFIC CONTROL SIGNAL FEATURES

Section 4D.01 General ............................................................................................................ 4D-1

Section 4D.02 Responsibility for Operation and Maintenance .................................................. 4D-1 Section 4D.03 Provisions for Pedestrians ................................................................................. 4D-2

Section 4D.04 Meaning of Vehicular Signal Indications .......................................................... 4D-2

Section 4D.05 Application of Steady Signal Indications .......................................................... 4D-4

Section 4D.06 Application of Steady Signal Indications for Left Turns .................................... 4D-5 Section 4D.07 Application of Steady Signal Indications for Right Turns .................................. 4D-8

Section 4D.08 Prohibited Steady Signal Indications ................................................................. 4D-9

Section 4D.09 Unexpected Conflicts During Green or Yellow Intervals ................................... 4D-9 Section 4D.10 Yellow Change and Red Clearance Intervals....................................................4D-10

Section 4D.11 Application of Flashing Signal Indications .......................................................4D-10

Section 4D.12 Flashing Operation of Traffic Control Signals ..................................................4D-11 Section 4D.13 Preemption and Priority Control of Traffic Control Signals ..............................4D-12

Section 4D.14 Coordination of Traffic Control Signals ...........................................................4D-13

Section 4D.15 Size, Number, and Location of Signal Faces by Approach ...............................4D-14

Section 4D.16 Number and Arrangement of Signal Sections in Vehicular Traffic Control Signal Faces ....................................................................................................4D-16

Section 4D.17 Visibility, Shielding, and Positioning of Signal Faces ......................................4D-20

Section 4D.18 Design, Illumination, and Color of Signal Sections ..........................................4D-21 Section 4D.19 Lateral Placement of Signal Supports and Cabinets ..........................................4D-23

Section 4D.20 Temporary Traffic Control Signals ..................................................................4D-23

Page TC4-2 2005 Edition – Revision 2


Section 4D.21 Traffic Signal Signs, Auxiliary ........................................................................4D-24

CHAPTER 4E. PEDESTRIAN CONTROL FEATURES

Section 4E.01 Pedestrian Signal Heads .................................................................................... 4E-1 Section 4E.02 Meaning of Pedestrian Signal Head Indications ................................................. 4E-1

Section 4E.03 Application of Pedestrian Signal Heads ............................................................. 4E-1

Section 4E.04 Size, Design, and Illumination of Pedestrian Signal Head Indications ................ 4E-2 Section 4E.05 Location and Height of Pedestrian Signal Heads ................................................ 4E-4

Section 4E.06 Accessible Pedestrian Signals ............................................................................ 4E-4

Section 4E.07 Countdown Pedestrian Signals ........................................................................... 4E-6

Section 4E.08 Pedestrian Detectors .......................................................................................... 4E-7 Section 4E.09 Accessible Pedestrian Signal Detectors .............................................................. 4E-7

Section 4E.10 Pedestrian Intervals and Signal Phases ............................................................... 4E-8

CHAPTER 4F. TRAFFIC CONTROL SIGNALS FOR EMERGENCY VEHICLE ACCESS

Section 4F.01 Applications of Emergency-Vehicle Traffic Control Signals .............................. 4F-1

Section 4F.02 Design of Emergency-Vehicle Traffic Control Signals ....................................... 4F-1

Section 4F.03 Operation of Emergency-Vehicle Traffic Control Signals .................................. 4F-2

CHAPTER 4G. TRAFFIC CONTROL SIGNALS FOR ONE-LANE, TWO-WAY FACILITIES

Section 4G.01 Application of Traffic Control Signals for One-Lane, Two-Way Facilities ........ 4G-1

Section 4G.02 Design of Traffic Control Signals for One-Lane, Two-Way Facilities ............... 4G-1

Section 4G.03 Operation of Traffic Control Signals for One-Lane, Two-Way Facilities ........... 4G-1

CHAPTER 4H. TRAFFIC CONTROL SIGNALS FOR FREEWAY ENTRANCE RAMPS

Section 4H.01 Application of Freeway Entrance Ramp Control Signals ................................... 4H-1

Section 4H.02 Design of Freeway Entrance Ramp Control Signals .......................................... 4H-1

CHAPTER 4I. TRAFFIC CONTROL FOR MOVABLE BRIDGES

Section 4I.01 Application of Traffic Control for Movable Bridges ........................................... 4I-1

Section 4I.02 Design and Location of Movable Bridge Signals and Gates ................................ 4I-1

Section 4I.03 Operation of Movable Bridge Signals and Gates ................................................. 4I-3

CHAPTER 4J. LANE-USE CONTROL SIGNALS

Section 4J.01 Application of Lane-Use Control Signals ............................................................ 4J-1

Section 4J.02 Meaning of Lane-Use Control Signal Indications ................................................ 4J-1 Section 4J.03 Design of Lane-Use Control Signals ................................................................... 4J-2

Section 4J.04 Operation of Lane-Use Control Signals............................................................... 4J-3

CHAPTER 4K. FLASHING BEACONS

Section 4K.01 General Design and Operation of Flashing Beacons .......................................... 4K-1

Section 4K.02 Intersection Control Beacon ............................................................................. 4K-1

Section 4K.03 Warning Beacon ............................................................................................... 4K-2

Section 4K.04 Speed Limit Sign Beacon ................................................................................. 4K-2 Section 4K.05 Stop Beacon ..................................................................................................... 4K-3

CHAPTER 4L. IN-ROADWAY LIGHTS

Section 4L.01 Application of In-Roadway Lights ..................................................................... 4L-1 Section 4L.02 In-Roadway Warning Lights at Crosswalks ....................................................... 4L-1



CHAPTER 4M. PEDESTRIAN HYBRID BEACONS

Section 4M.01 Application of Pedestrian Hybrid Beacons ........................................................ 4M-1

Section 4M.02 Design of Pedestrian Hybrid Beacons ............................................................... 4M-1 Section 4M.03 Operation of Pedestrian Hybrid Beacons ........................................................... 4M-3

FIGURES


Figure 4C-1 Warrant 2, Four-Hour Vehicular Volume ........................................................... 4C-6

Figure 4C-2 Warrant 2, Four-Hour Vehicular Volume (70% Factor) ..................................... 4C-6

Figure 4C-3 Warrant 3, Peak Hour ........................................................................................ 4C-7 Figure 4C-4 Warrant 3, Peak Hour (70% Factor) ................................................................... 4C-7

Figure 4C-5 Warrant 4, Pedestrian Four-Hour Volume .......................................................... 4C-9

Figure 4C-6 Warrant 4, Pedestrian Four-Hour Volume (70% Factor) ..................................... 4C-9 Figure 4C-7 Warrant 4, Pedestrian Peak Hour ..................................................................... 4C-10

Figure 4C-8 Warrant 4, Pedestrian Peak Hour (70% Factor) ................................................ 4C-10

Figure 4C-9 Warrant 9, Intersection Near a Grade Crossing (One Approach Lane

At the Track Crossing) .................................................................................... 4C-15 Figure 4C-10 Warrant 9, Intersection Near a Grade Crossing (Two or More Approach Lanes

At the Track Crossing) .................................................................................... 4C-15


Figure 4D-1 Maximum Mounting Height of Signal Faces Located Between 12 Meters

(40 Feet) and 16 Meters (53 Feet) from Stop Line ............................................4D-17

Figure 4D-2 Horizontal Location of Signal Faces ................................................................4D-18 Figure 4D-3 Typical Arrangements of Signal Lenses in Signal Faces ...................................4D-22

CHAPTER 4E. PEDESTRIAN CONTROL FEATURES

Figure 4E-1 Typical Pedestrian Signal Indications ................................................................ 4E-3

Figure 4E-2 Recommended Pushbutton Locations for Accessible Pedestrian Signals........... 4E-10

CHAPTER 4J. LANE-USE CONTROL SIGNALS

Figure 4J-1 Left-Turn Lane-Use Control Signals ................................................................... 4J-2


Figure 4M-1 Guidelines for the Installation of Pedestrian Hybrid Beacons on

Low-Speed Roadways ...................................................................................... 4M-6

Figure 4M-2 Guidelines for the Installation of Pedestrian Hybrid Beacons on High-Speed Roadways ..................................................................................... 4M-6

Figure 4M-3 Sequence for a Pedestrian Hybrid Beacon ......................................................... 4M-7

Figure 4M-4 Pedestrian Intervals for Pedestrian Hybrid Beacons .......................................... 4M-7

TABLES


Table 4C-1 Warrant 1, Eight-Hour Vehicular Volume .......................................................... 4C-4 Table 4C-2 Warrant 9, Adjustment Factor for Daily Frequency of Rail Traffic ................... 4C-16

Table 4C-3 Warrant 9, Adjustment Factor for Percentage of High-Occupancy Buses ......... 4C-16

Table 4C-4 Warrant 9, Adjustment Factor for Percentage of Tractor-Trailer Trucks ........... 4C-16

Page TC4-4 2005 Edition – Revision 2



Table 4D-1 Minimum Sight Distance .................................................................................4D-16

2005 Edition – Revision 2 Page 4C - 1



Section 4C.01 Studies and Factors for Justifying Traffic Control Signals

Standard:

An engineering study of traffic conditions, pedestrian characteristics, and physical characteristics

of the location shall be performed to determine whether installation of a traffic control signal is

justified at a particular location.

The investigation of the need for a traffic control signal shall include an analysis of factors related

to the existing operation and safety at the study location and the potential to improve these conditions,

and the applicable factors contained in the following traffic signal warrants:

Warrant 1, Eight-Hour Vehicular Volume

Warrant 2, Four-Hour Vehicular Volume

Warrant 3, Peak Hour

Warrant 4, Pedestrian Volume

Warrant 5, School Crossing

Warrant 6, Coordinated Signal System

Warrant 7, Crash Experience

Warrant 8, Roadway Network

Warrant 9, Intersection Near a Grade Crossing

The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of

a traffic control signal.

Support:

Sections 8D.07 and 10D.05 contain information regarding the use of traffic control signals instead of

gates and/or flashing light signals at highway-railroad grade crossings and highway-light rail transit grade

crossings, respectively.

Guidance:

A traffic control signal should not be installed unless one or more of the factors described in this Chapter

are met.

A traffic control signal should not be installed unless an engineering study indicates that installing a

traffic control signal will improve the overall safety and/or operation of the intersection.

A traffic control signal should not be installed if it will seriously disrupt progressive traffic flow.

The study should consider the effects of the right-turn vehicles from the minor-street approaches.

Engineering judgment should be used to determine what, if any, portion of the right-turn traffic is subtracted

from the minor-street traffic count when evaluating the count against the above signal warrants.

Engineering judgment should also be used in applying various traffic signal warrants to cases where

approaches consist of one lane plus one left-turn or right-turn lane. The site-specific traffic characteristics should dictate whether an approach is considered as one lane or two lanes. For example, for an approach with

one lane for through and right-turning traffic plus a left-turn lane, if engineering judgment indicates that it

should be considered a one-lane approach because the traffic using the left-turn lane is minor, the total traffic volume approaching the intersection should be applied against the signal warrants as a one-lane approach.

The approach should be considered two lanes if approximately half of the traffic on the approach turns left

and the left-turn lane is of sufficient length to accommodate all left-turn vehicles.

Similar engineering judgment and rationale should be applied to a street approach with one through/left-

turn lane plus a right-turn lane. In this case, the degree of conflict of minor-street right-turn traffic with traffic on the major street should be considered. Thus, right-turn traffic should not be included in the minor-

street volume if the movement enters the major street with minimal conflict. The approach should be

evaluated as a one-lane approach with only the traffic volume in the through/left-turn lane considered.

C-2 2005 Edition – Revision 2


At a location that is under development or construction and where it is not possible to obtain a traffic

count that would represent future traffic conditions, hourly volumes should be estimated as part of an

engineering study for comparison with traffic signal warrants. Except for locations where the engineering study uses the satisfaction of Warrant 8 to justify a signal, a traffic control signal installed under projected

conditions should have an engineering study done within 1 year of putting the signal into stop-and-go

operation to determine if the signal is justified. If not justified, the signal should be taken out of stop-and-go operation or removed.

For signal warrant analysis, a location with a wide median, even if the median width is greater than 9 m (30 ft), should be considered as one intersection.

Option:

At an intersection with a high volume of left-turn traffic from the major street, the signal warrant analysis may be performed in a manner that considers the higher of the major-street left-turn volumes as the “minor-

street” volume and the corresponding single direction of opposing traffic on the major street as the “major-

street” volume.

For signal warrants requiring conditions to be present for a certain number of hours in order to be

satisfied, any four sequential 15-minute periods may be considered as 1 hour if the separate 1-hour periods

used in the warrant analysis do not overlap each other and both the major-street volume and the minor-street volume are for the same specific one-hour periods.

For signal warrant analysis, bicyclists may be counted as either vehicles or pedestrians.

Support:

When performing a signal warrant analysis, bicyclists riding in the street with other vehicular traffic are

usually counted as vehicles and bicyclists who are clearly using pedestrian facilities are usually counted as pedestrians.

Option:

Engineering study data may include the following:

A. The number of vehicles entering the intersection in each hour from each approach during 12 hours of

an average day. It is desirable that the hours selected contain the greatest percentage of the 24-hour traffic volume.

B. Vehicular volumes for each traffic movement from each approach, classified by vehicle type (heavy

trucks, passenger cars and light trucks, public-transit vehicles, and, in some locations, bicycles), during each 15-minute period of the 2 hours in the morning and 2 hours in the afternoon during

which total traffic entering the intersection is greatest.

C. Pedestrian volume counts on each crosswalk during the same periods as the vehicular counts in Item B above and during hours of highest pedestrian volume. Where young, elderly, and/or persons with

physical or visual disabilities need special consideration, the pedestrians and their crossing times

may be classified by general observation.

D. Information about nearby facilities and activity centers that serve the young, elderly, and/or persons with disabilities, including requests from persons with disabilities for accessible crossing

improvements at the location under study. These persons might not be adequately reflected in the

pedestrian volume count if the absence of a signal restrains their mobility. E. The posted or statutory speed limit or the 85th-percentile speed on the uncontrolled approaches to the

location.

F. A condition diagram showing details of the physical layout, including such features as intersection

geometrics, channelization, grades, sight-distance restrictions, transit stops and routes, parking conditions, pavement markings, roadway lighting, driveways, nearby railroad crossings, distance to

nearest traffic control signals, utility poles and fixtures, and adjacent land use.

G. A collision diagram showing crash experience by type, location, direction of movement, severity, weather, time of day, date, and day of week for at least 1 year.

The following data, which are desirable for a more precise understanding of the operation of the intersection, may be obtained during the periods described in Item B of the preceding paragraph:



A. Vehicle-hours of stopped time delay determined separately for each approach.

B. The number and distribution of acceptable gaps in vehicular traffic on the major street for entrance

from the minor street. C. The posted or statutory speed limit or the 85th-percentile speed on controlled approaches at a point

near to the intersection but unaffected by the control.

D. Pedestrian delay time for at least two 30-minute peak pedestrian delay periods of an average weekday or like periods of a Saturday or Sunday.

E. Queue length on stop-controlled approaches.

Section 4C.02 Warrant 1, Eight-Hour Vehicular Volume

Support:

The Minimum Vehicular Volume, Condition A, is intended for application at locations where a large

volume of intersecting traffic is the principal reason to consider installing a traffic control signal.

The Interruption of Continuous Traffic, Condition B, is intended for application at locations where

Condition A is not satisfied and where the traffic volume on a major street is so heavy that traffic on a minor intersecting street suffers excessive delay or conflict in entering or crossing the major street.

It is intended that Warrant 1 be treated as a single warrant. If Condition A is satisfied, then Warrant 1 is satisfied and analysis of Condition B and the combination of Conditions A and B are not needed. Similarly,

if Condition B is satisfied, then Warrant 1 is satisfied and an analysis of the combination of Conditions A and

B is not needed.

Standard:

The need for a traffic control signal shall be considered if an engineering study finds that one of

the following conditions exist for each of any 8 hours of an average day:

A. The vehicles per hour given in both of the 100 percent columns of Condition A in Table 4C-1

exist on the major-street and the higher-volume minor-street approaches, respectively, to the

intersection; or

B. The vehicles per hour given in both of the 100 percent columns of Condition B in Table 4C-1


intersection.

In applying each condition the major-street and minor-street volumes shall be for the same 8 hours.

On the minor street, the higher volume shall not be required to be on the same approach during each

of these 8 hours.

Option:

If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 70 km/h or

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 70 percent columns in Table 4C-1 may be used in place of the 100 percent columns.

Guidance:

The combination of Conditions A and B is intended for application at locations where Condition A is not satisfied and Condition B is not satisfied, and should be applied only after an adequate trial of other

alternatives that could cause less delay and inconvenience to traffic has failed to solve the traffic problems.

Standard:

The need for a traffic control signal shall be considered if an engineering study finds that both of

the following conditions exist for each of any 8 hours of an average day:

A. The vehicles per hour given in both of the 80 percent columns of Condition A in Table 4C-1


intersection; and

B. The vehicles per hour given in both of the 80 percent columns of Condition B in Table 4C-1


intersection.



Table 4C-1. Warrant 1, Eight-Hour Vehicular Volume

Condition A—Minimum Vehicular Volume

Number of lanes for moving

traffic on each approach

Vehicles per hour on major street

(total of both approaches)

Vehicles per hour on

higher-volume

minor-street approach

(one direction only)

Major Street Minor Street 100%a 80%

b 70%

c 56%

d 100%

a 80%

b 70%

c 56%

d

1 1 500 400 350 280 150 120 105 84

2 or more 1 600 480 420 336 150 120 105 84

2 or more 2 or more 600 480 420 336 200 160 140 112

1 2 or more 500 400 350 280 200 160 140 112

Condition B—Interruption of Continuous Traffic

Number of lanes for moving

traffic on each approach

Vehicles per hour on major street

(total of both approaches)

Vehicles per hour on

higher-volume

minor-street approach

(one direction only)

Major Street Minor Street 100%a 80%

b 70%

c 56%

d 100%

a 80%

b 70%

c 56%

d

1 1 750 600 525 420 75 60 53 42

2 or more 1 900 720 630 504 75 60 53 42

2 or more 2 or more 900 720 630 504 100 80 70 56

1. 2 or more 750 600 525 420 100 80 70 56

a Basic minimum hourly volume.

b Used for combination of Conditions A and B after adequate trial of other remedial measures.

c May be used when the major-street speed exceeds 70 km/h or exceeds 40 mph or in an isolated

community with a population of less than 10,000. d May be used for combination of Conditions A and B after adequate trial of other remedial measures

when the major-street speed exceeds 70 km/h or exceeds 40 mph or in an isolated community with a

population of less than 10,000.

These major-street and minor-street volumes shall be for the same 8 hours for each condition;

however, the 8 hours satisfied in Condition A shall not be required to be the same 8 hours satisfied in

Condition B. On the minor street, the higher volume shall not be required to be on the same approach

during each of the 8 hours.

Option:


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.03 Warrant 2, Four-Hour Vehicular Volume

Support:

The Four-Hour Vehicular Volume signal warrant conditions are intended to be applied where the volume

of intersecting traffic is the principal reason to consider installing a traffic control signal.

Standard:

The need for a traffic control signal shall be considered if an engineering study finds that, for each

of any 4 hours of an average day, the plotted points representing the vehicles per hour on the major

street (total of both approaches) and the corresponding vehicles per hour on the higher-volume minor-

street approach (one direction only) all fall above the applicable curve in Figure 4C-1 for the existing

combination of approach lanes. On the minor street, the higher volume shall not be required to be on

the same approach during each of these 4 hours.

Option:


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, Figure 4C-2 may be used in place of Figure 4C-1.

Section 4C.04 Warrant 3, Peak Hour

Support:

The Peak Hour signal warrant is intended for use at a location where traffic conditions are such that for a

minimum of 1 hour of an average day, the minor-street traffic suffers undue delay when entering or crossing

the major street.

Standard:

This signal warrant shall be applied only in unusual cases, such as office complexes,

manufacturing plants, industrial complexes, or high-occupancy vehicle facilities that attract or

discharge large numbers of vehicles over a short time.

The need for a traffic control signal shall be considered if an engineering study finds that the

criteria in either of the following two categories are met:

A. If all three of the following conditions exist for the same 1 hour (any four consecutive 15-

minute periods) of an average day:

1. The total stopped time delay experienced by the traffic on one minor-street approach (one

direction only) controlled by a STOP sign equals or exceeds: 4 vehicle-hours for a one-lane

approach; or 5 vehicle-hours for a two-lane approach; and

2. The volume on the same minor-street approach (one direction only) equals or exceeds 100

vehicles per hour for one moving lane of traffic or 150 vehicles per hour for two moving

lanes; and

3. The total entering volume serviced during the hour equals or exceeds 650 vehicles per hour

for intersections with three approaches or 800 vehicles per hour for intersections with four

or more approaches.

B. The plotted point representing the vehicles per hour on the major street (total of both

approaches) and the corresponding vehicles per hour on the higher-volume minor-street

approach (one direction only) for 1 hour (any four consecutive 15-minute periods) of an

average day falls above the applicable curve in Figure 4C-3 for the existing combination of

approach lanes.

Option:



population of less than 10,000, Figure 4C-4 may be used in place of Figure 4C-3 to evaluate the criteria in

the second category of the Standard.



Figure 4C-1. Warrant 2, Four-Hour Vehicular Volume

Figure 4C-2. Warrant 2, Four-Hour Vehicular Volume (70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 40 mph ON MAJOR STREET)



Figure 4C-3. Warrant 3, Peak Hour

Figure 4C-4. Warrant 3, Peak Hour (70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 40 mph ON MAJOR STREET)



If this warrant is the only warrant met and a traffic control signal is justified by an engineering study, the

traffic control signal may be operated in the flashing mode during the hours that the volume criteria of this

warrant are not met.

Guidance:

If this warrant is the only warrant met and a traffic control signal is justified by an engineering study, the

traffic control signal should be traffic-actuated.

Section 4C.05 Warrant 4, Pedestrian Volume

Support:

The Pedestrian Volume signal warrant is intended for application where the traffic volume on a major street is so heavy that pedestrians experience excessive delay in crossing the major street.

Standard:

The need for a traffic control signal at an intersection or midblock crossing shall be considered if

an engineering study finds that one of the following criteria is met:

A. For each of any 4 hours of an average day, the plotted points representing the vehicles per

hour on the major street (total of both approaches) and the corresponding pedestrians per

hour crossing the major street (total of all crossings) all fall above the curve in Figure 4C-5; or

B. For 1 hour (any four consecutive 15-minute periods) of an average day, the plotted point

representing the vehicles per hour on the major street (total of both approaches) and the

corresponding pedestrians per hour crossing the major street (total of all crossings) falls above

the curve in Figure 4C-7.

Option:

If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 35 mph, or

if the intersection lies within the built-up area of an isolated community having a population of less than

10,000, Figure 4C-6 may be used in place of Figure 4C-5 to evaluate Criterion A above, and Figure 4C-8

may be used in place of Figure 4C-7 to evaluate Criterion B above.

Standard:

The Pedestrian Volume signal warrant shall not be applied at locations where the distance to the

nearest traffic control signal or STOP sign controlling the street that pedestrians desire to cross is less

than 90 m (300 ft), unless the proposed traffic control signal will not restrict the progressive movement

of traffic.

If this warrant is met and a traffic control signal is justified by an engineering study, the traffic

control signal shall be equipped with pedestrian signal heads complying with the provisions set forth in

Chapter 4E.

Guidance:

If this warrant is met and a traffic control signal is justified by an engineering study, then:

A. If it is installed at an intersection or major driveway location, the traffic control signal should also

control the minor-street or driveway traffic, should be traffic-actuated, and should include pedestrian

detection.

B. If it is installed at a non-intersection crossing, the traffic control signal should be installed at least 30

m (100 ft) from side streets or driveways that are controlled by STOP or YIELD signs, and should be

pedestrian-actuated. If the traffic control signal is installed at a non-intersection crossing, at least one

of the signal faces should be over the traveled way for each approach, parking and other sight obstructions should be prohibited for at least 30 m (100 ft) in advance of and at least 6.1 m (20 ft)

beyond the crosswalk or site accommodations should be made through curb extensions or other

techniques to provide adequate sight distance, and the installation should include suitable standard signs and pavement markings.

C. Furthermore, if it is installed within a signal system, the traffic control signal should be coordinated.



Figure 4C-5. Warrant 4, Pedestrian Four-Hour Volume

Figure 4C-6. Warrant 4, Pedestrian Four-Hour Volume (70% Factor)



Figure 4C-7. Warrant 4, Pedestrian Peak Hour

Figure 4C-8. Warrant 4, Pedestrian Peak Hour (70% Factor)



Option:

The criterion for the pedestrian volume crossing the major street may be reduced as much as 50 percent

if the 15th-percentile crossing speed of pedestrians is less than 1 m (3.5 ft) per second.

A traffic control signal may not be needed at the study location if adjacent coordinated traffic control

signals consistently provide gaps of adequate length for pedestrians to cross the street.

Section 4C.06 Warrant 5, School Crossing

Support:

The School Crossing signal warrant is intended for application where the fact that school children cross

the major street is the principal reason to consider installing a traffic control signal. For the purposes of this warrant, the word “schoolchildren” includes elementary through high school students.

Standard:

The need for a traffic control signal shall be considered when an engineering study of the

frequency and adequacy of gaps in the vehicular traffic stream as related to the number and size of

groups of schoolchildren at an established school crossing across the major street shows that the

number of adequate gaps in the traffic stream during the period when the schoolchildren are using the

crossing is less than the number of minutes in the same period (see Section 7A.03) and there are a

minimum of 20 schoolchildren during the highest crossing hour.

Before a decision is made to install a traffic control signal, consideration shall be given to the

implementation of other remedial measures, such as warning signs and flashers, school speed zones,

school crossing guards, or a grade-separated crossing.

The School Crossing signal warrant shall not be applied at locations where the distance to the

nearest traffic control signal along the major street is less than 90 m (300 ft), unless the proposed

traffic control signal will not restrict the progressive movement of traffic.

Guidance:

If this warrant is met and a traffic control signal is justified by an engineering study, then:

A. If it is installed at an intersection or major driveway location, the traffic control signal should also

control the minor-street or driveway traffic, should be traffic-actuated, and should include pedestrian

detection. B. If it is installed at a non-intersection crossing, the traffic control signal should be installed at least 30

m (100 ft) from side streets or driveways that are controlled by STOP or YIELD signs, and should be

pedestrian-actuated. If the traffic control signal is installed at a non-intersection crossing, at least one of the signal faces should be over the traveled way for each approach, parking and other sight

obstructions should be prohibited for at least 30 m (100 ft) in advance of and at least 6.1 m (20 ft)

beyond the crosswalk or site accommodations should be made through curb extensions or other techniques to provide adequate sight distance, and the installation should include suitable standard

signs and pavement markings.

C. Furthermore, if it is installed within a signal system, the traffic control signal should be coordinated.

Section 4C.07 Warrant 6, Coordinated Signal System

Support:

Progressive movement in a coordinated signal system sometimes necessitates installing traffic control signals at intersections where they would not otherwise be needed in order to maintain proper platooning of

vehicles.

Standard:

The need for a traffic control signal shall be considered if an engineering study finds that one of

the following criteria is met:

A. On a one-way street or a street that has traffic predominantly in one direction, the adjacent

traffic control signals are so far apart that they do not provide the necessary degree of

vehicular platooning.



B. On a two-way street, adjacent traffic control signals do not provide the necessary degree of

platooning and the proposed and adjacent traffic control signals will collectively provide a

progressive operation.

Guidance:

The Coordinated Signal System signal warrant should not be applied where the resultant spacing of traffic control signals would be less than 300 m (1,000 ft).

Section 4C.08 Warrant 7, Crash Experience

Support:

The Crash Experience signal warrant conditions are intended for application where the severity and

frequency of crashes are the principal reasons to consider installing a traffic control signal.

Standard:

The need for a traffic control signal shall be considered if an engineering study finds that all of the

following criteria are met:

A. Adequate trial of alternatives with satisfactory observance and enforcement has failed to

reduce the crash frequency; and

B. Five or more reported crashes, of types susceptible to correction by a traffic control signal,

have occurred within a 12-month period, each crash involving personal injury or property

damage apparently exceeding the applicable requirements for a reportable crash; and

C. For each of any 8 hours of an average day, the vehicles per hour (vph) given in both of the 80

percent columns of Condition A in Table 4C-1 (see Section 4C.02), or the vph in both of the 80

percent columns of Condition B in Table 4C-1 exists on the major-street and the higher-

volume minor-street approach, respectively, to the intersection, or the volume of pedestrian

traffic is not less than 80 percent of the requirements specified in the Pedestrian Volume

warrant. These major-street and minor-street volumes shall be for the same 8 hours. On the

minor street, the higher volume shall not be required to be on the same approach during each

of the 8 hours.

Option:



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:

Installing a traffic control signal at some intersections might be justified to encourage concentration and

organization of traffic flow on a roadway network.

Standard:

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 nonnormal business day (Saturday or Sunday).

A major route as used in this signal warrant shall have one or more 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; or

B. It includes rural or suburban highways outside, entering, or traversing a City; or

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:

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:

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:

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 42 m (140 ft) 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 herein.

For this purpose, clear storage distance is the distance available for vehicle storage measured

between 1.8 m (6 ft) 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 1.8-

meter (6-ft) 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.

Guidance:

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.

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 28.5 m (95 ft), 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:

The minor-street approach volume may be multiplied by up to three adjustment factors as provided in the

next three paragraphs.

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.

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.

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:

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.13, 8D.07, and 10D.06;

and

C. The grade crossing shall have flashing-light signals (see Chapters 8D and 10D).

Guidance:

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 Chapters 8D and 10D).



Figure 4C-9. Warrant 9, Intersection Near a Grade Crossing

(One Approach Lane at the Track Crossing) English units only

Figure 4C-10. Warrant 9, Intersection Near a Grade Crossing

(Two or More Approach Lanes at the Track Crossing) English units only

2005 Edition – Revision 2 Page 4M - 1



Section 4M.01 Application of Pedestrian Hybrid Beacons

Support:

A pedestrian hybrid beacon is 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.

Since the 2011 OMUTCD (scheduled to be published in December 2011) will not use metric units, only English units have been provided in this new Chapter. If Metric units are needed for provisions in this Chapter, as in the 2009 MUTCD new Appendix A2 provides Metric equivalents for the English values.

Option:

A pedestrian hybrid beacon may be considered for installation to facilitate pedestrian crossings at a

location that does not meet traffic signal warrants (see Chapter 4C), or at a location that meets traffic signal

warrants under Sections 4C.05 and/or 4C.06 but a decision is made to not install a traffic control signal.

Standard:

If used, pedestrian hybrid beacons shall be used in conjunction with signs and pavement markings

to warn and control traffic at locations where pedestrians enter or cross a street or highway. A

pedestrian hybrid beacon shall only be installed at a marked crosswalk.

Guidance:

If one of the signal warrants of Chapter 4C is met and a traffic control signal is justified by an

engineering study, and if a decision is made to install a traffic control signal, it should be installed based

upon the provisions of Chapters 4D and 4E.

If a traffic control signal is not justified under the signal warrants of Chapter 4C and if gaps in traffic are

not adequate to permit pedestrians to cross, or if the speed for vehicles approaching on the major street is too

high to permit pedestrians to cross, or if pedestrian delay is excessive, the need for a pedestrian hybrid

beacon should be considered on the basis of an engineering study that considers major-street volumes,

speeds, widths, and gaps in conjunction with pedestrian volumes, walking speeds, and delay.

For a major street where the posted or statutory speed limit or the 85th-percentile speed is 35 mph or

less, the need for a pedestrian hybrid beacon should be considered if the engineering study finds that the

plotted point representing the vehicles per hour on the major street (total of both approaches) and the

corresponding total of all pedestrians crossing the major street for 1 hour (any four consecutive 15-minute

periods) of an average day falls above the applicable curve in Figure 4M-1 for the length of the crosswalk.

For a major street where the posted or statutory speed limit or the 85th-percentile speed exceeds 35 mph,

the need for a pedestrian hybrid beacon should be considered if the engineering study finds that the plotted

point representing the vehicles per hour on the major street (total of both approaches) and the corresponding

total of all pedestrians crossing the major street for 1 hour (any four consecutive 15-minute periods) of an

average day falls above the applicable curve in Figure 4M-2 for the length of the crosswalk.

For crosswalks that have lengths other than the four that are specifically shown in Figures 4M-1 and 4M-

2, the values should be interpolated between the curves.

Section 4M.02 Design of Pedestrian Hybrid Beacons

Standard:

Except as otherwise provided in this Section, a pedestrian hybrid beacon shall meet the provisions

of Chapters 4D and 4E.

M-2 2005 Edition – Revision 2


Except as provided in the Option below, a pedestrian hybrid beacon face shall consist of three

signal sections, with a 12-inch CIRCULAR YELLOW signal indication centered below two

horizontally aligned 12-inch CIRCULAR RED signal indications (see Figure 4M-3).

Option:

An 8-inch circular signal indication may be used where the posted or statutory speed limit is 30 mph or

less.

Standard:

When an engineering study finds that installation of a pedestrian hybrid beacon is justified, then:

A. At least two pedestrian hybrid beacon faces shall be installed for each approach of the major

street,

B. A stop line shall be installed for each approach to the crosswalk,

C. A pedestrian signal head conforming to the provisions set forth in Chapter 4E shall be installed

at each end of the marked crosswalk,

D. All pedestrian signal heads used at crosswalks where the pedestrian change interval is more

than 7 seconds shall include a pedestrian change interval countdown display in order to

inform pedestrians of the number of seconds remaining in the pedestrian change interval,

and

E. The pedestrian hybrid beacon shall be pedestrian actuated.

Option:

Pedestrian signal heads used at crosswalks where the pedestrian change interval is 7 seconds or less

may include a pedestrian change interval countdown display in order to inform pedestrians of the number of

seconds remaining in the pedestrian change interval.

Guidance:

When an engineering study finds that installation of a pedestrian hybrid beacon is justified, then:

A. The pedestrian hybrid beacon should be installed at least 100 feet from side streets or driveways that

are controlled by STOP or YIELD signs,

B. Parking and other sight obstructions should be prohibited for at least 100 feet in advance of and at

least 20 feet beyond the marked crosswalk, or site accommodations should be made through curb

extensions or other techniques to provide adequate sight distance,

C. The installation should include suitable standard signs and pavement markings, and

D. If installed within a signal system, the pedestrian hybrid beacon should be coordinated.

On approaches having posted or statutory speed limits or 85th-percentile speeds in excess of 35 mph and

on approaches having traffic or operating conditions that would tend to obscure visibility of roadside hybrid

beacon face locations, both of the minimum of two pedestrian hybrid beacon faces should be installed over the roadway.

On multi-lane approaches having a posted or statutory speed limits or 85th-percentile speeds of 35 mph or less, either a pedestrian hybrid beacon face should be installed on each side of the approach (if a median of

sufficient width exists) or at least one of the pedestrian hybrid beacon faces should be installed over the

roadway.

A pedestrian hybrid beacon should comply with the signal face location provisions described in Sections

4D.11 through 4D.16.

Standard:

A CROSSWALK STOP ON RED (symbolic circular red) (R10-23) sign (see Section 2B.45) shall be

mounted adjacent to a pedestrian hybrid beacon face on each major street approach. If an overhead

pedestrian hybrid beacon face is provided, the sign shall be mounted adjacent to the overhead signal

face.



Option:

A Pedestrian (W11-2) warning sign (see Section 2C.41) with an AHEAD (W16-9p) supplemental plaque

may be placed in advance of a pedestrian hybrid beacon. A warning beacon may be installed to supplement

the W11-2 sign.

Guidance:

If a warning beacon supplements a W11-2 sign in advance of a pedestrian hybrid beacon, it should be

programmed to flash only when the pedestrian hybrid beacon is not in the dark mode.

Standard:

If a warning beacon is installed to supplement the W11-2 sign, the design and location of the

warning beacon shall comply with the provisions of Sections 4K.01 and 4K.03.

Section 4M.03 Operation of Pedestrian Hybrid Beacons

Standard:

Pedestrian hybrid beacon indications shall be dark (not illuminated) during periods between

actuations.

Upon actuation by a pedestrian, a pedestrian hybrid beacon face shall display a flashing

CIRCULAR YELLOW signal indication, followed by a steady CIRCULAR YELLOW signal

indication, followed by both steady CIRCULAR RED signal indications during the pedestrian walk

interval, followed by alternating flashing CIRCULAR RED signal indications during the pedestrian

clearance interval (see Figure 4M-3). Upon termination of the pedestrian clearance interval, the

pedestrian hybrid beacon faces shall revert to a dark (not illuminated) condition.

Except as provided in the following Option, the pedestrian signal heads shall continue to display a

steady UPRAISED HAND (symbolizing DONT WALK) signal indication when the pedestrian hybrid

beacon faces are either dark or displaying flashing or steady CIRCULAR YELLOW signal

indications. The pedestrian signal heads shall display a WALKING PERSON (symbolizing WALK)

signal indication when the pedestrian hybrid beacon faces are displaying steady CIRCULAR RED

signal indications. The pedestrian signal heads shall display a flashing UPRAISED HAND

(symbolizing DONT WALK) signal indication when the pedestrian hybrid beacon faces are displaying

alternating flashing CIRCULAR RED signal indications. Upon termination of the pedestrian

clearance interval, the pedestrian signal heads shall revert to a steady UPRAISED HAND (symbolizing

DONT WALK) signal indication.

Option:

Where the pedestrian hybrid beacon is installed adjacent to a roundabout to facilitate crossings by pedestrians with visual disabilities and an engineering study determines that pedestrians without visual

disabilities can be allowed to cross the roadway without actuating the pedestrian hybrid beacon, the

pedestrian signal heads may be dark (not illuminated) when the pedestrian hybrid beacon faces are dark.

Guidance:

The duration of the flashing yellow interval should be determined by engineering judgment.

Standard:

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

Support:

Engineering practices for determining the duration of yellow change and red clearance intervals can be

found in ITE’s “Traffic Control Devices Handbook” and in ITE’s “Manual of Traffic Signal Design” (see

Section 1A.11).



Guidance:

The steady yellow interval should have a minimum duration of 3 seconds and a maximum duration of 6

seconds (see Section 4D.10). The longer intervals should be reserved for use on approaches with higher

speeds.

Standard:

A WALKING PERSON (symbolizing WALK) signal indication shall be displayed only when pedestrians are permitted to leave the curb or shoulder.

A pedestrian change interval consisting of a flashing UPRAISED HAND (symbolizing DONT WALK) signal indication shall begin immediately following the WALKING PERSON (symbolizing WALK) signal indication. Following the pedestrian change interval, a buffer interval consisting of a steady UPRAISED HAND (symbolizing DONT WALK) signal indication shall be displayed for at least 3 seconds prior to the release of any conflicting vehicular movement. The sum of the time of the pedestrian change interval and the buffer interval shall not be less than the calculated pedestrian clearance time (see the following paragraphs). The buffer interval shall not begin later than the beginning of the red clearance interval, if used.

Option:

During the yellow change interval, the UPRAISED HAND (symbolizing DONT WALK) signal

indication may be displayed as either a flashing indication, a steady indication, or a flashing indication for an initial portion of the yellow change interval and a steady indication for the remainder of the interval.

Support:

Figure 4M-4 illustrates the pedestrian intervals and their possible relationships with associated vehicular signal phase intervals.

Except as provided in the following Option, the pedestrian clearance time should be sufficient to allow a pedestrian crossing in the crosswalk who left the curb or should at the end of the WALKING PERSON

(symbolizing WALK) signal indication to travel at a walking speed of 3.5 feet per second to at least the far

side of the traveled way or to a median of sufficient width for pedestrians to wait.

Option:

A walking speed of up to 4 feet per second may be used to evaluate the sufficiency of the pedestrian

clearance time at locations where an extended pushbutton press function has been installed to provide slower pedestrians an opportunity to request and receive a longer pedestrian clearance time. Passive pedestrian

detection may also be used to automatically adjust the pedestrian clearance time based on the pedestrian’s

actual walking speed or actual clearance of the crosswalk.

The additional time provided by an extended pushbutton press to satisfy pedestrian clearance time needs

may be added to either the walk interval or the pedestrian change interval.

Guidance:

Where pedestrians who walk slower than 3.5 feet per second, or pedestrians who use wheelchairs,

routinely use the crosswalk, a walking speed of less than 3.5 feet per second should be considered in

determining the pedestrian clearance time.

Except as provided in the following Option, the walk interval should be at least 7 seconds in length so

that pedestrians will have adequate opportunity to leave the curb or shoulder before the pedestrian clearance time begins.

Option:

If pedestrian volumes and characteristics do not require a 7-second walk interval, walk intervals as short as 4 seconds may be used.

Support:

The walk interval is intended for pedestrians to start their crossing. The pedestrian clearance time is intended to allow pedestrians who started crossing during the walk interval to complete their crossing.

Longer walk intervals are often used when the duration of the vehicular green phase associated with the

pedestrian crossing is long enough to allow it.



Guidance:

The total of the walk interval and pedestrian clearance time should be sufficient to allow a pedestrian

crossing in the crosswalk who left the pedestrian detector (or, if no pedestrian detector is present, a location 6

feet from the face of the curb or from the edge of the pavement) at the beginning of the WALKING

PERSON (symbolizing WALK) signal indication to travel at a walking speed of 3 feet per second to the far side of the traveled way being crossed or to the median if a two-stage pedestrian crossing sequence is used.

Any additional time that is required to satisfy the conditions of this paragraph should be added to the walk

interval.



Figure 4M-1. Guidelines for the Installation of Pedestrian Hybrid Beacons on Low-Speed Roadways

Figure 4M-2. Guidelines for the Installation of Pedestrian Hybrid Beacons on High-Speed Roadways



Figure 4M-3. Sequence for a Pedestrian Hybrid Beacon

Figure 4M-4. Pedestrian Intervals for Pedestrian Hybrid Beacons


Please insert the following pages (by page number) in Part 9, Traffic Control for Bicycle Facilities.



PART 9. TRAFFIC CONTROLS FOR BICYCLE FACILITIES

TABLE OF CONTENTS

Page

CHAPTER 9A. GENERAL

Section 9A.01 Requirements for Bicyclist Traffic Control Devices…………………………… 9A-1 Section 9A.02 Scope……………………………………………………………………………. 9A-1

Section 9A.03 Definitions Relating to Bicycles………………………………………………... 9A-1

Section 9A.04 Maintenance…………………………………………………………………….. 9A-1 Section 9A.05 Relation to Other Documents…………………………………………………… 9A-1

Section 9A.06 Placement Authority……………………………………………………………. 9A-2

Section 9A.07 Meaning of Standard, Guidance, Option, and Support…………………………. 9A-2

Section 9A.08 Colors…………………………………………………………………………… 9A-2

CHAPTER 9B. SIGNS

Section 9B.01 Application and Placement of Signs……………………………………………. . 9B-1 Section 9B.02 Design of Bicycle Signs…………………………………………………………. 9B-1

Section 9B.03 STOP and YIELD Signs (R1-1, R1-2)………………………………………….. 9B-1

Section 9B.04 Bicycle Lane Signs (R3-17, R3-17a, R3-17b) .................................................... 9B-2

Section 9B.05 BEGIN RIGHT TURN LANE YIELD TO BIKES Sign (R4-4)……………….. 9B-6 Section 9B.06 Bicycle WRONG WAY sign and RIDE WITH TRAFFIC Plaque

(R5-1b, R9-3c)………………………………………………………………….. . 9B-6

Section 9B.07 NO MOTOR VEHICLES Sign (R5-3)…………………………………………. . 9B-6 Section 9B.08 No Bicycles Sign (R5-6)………………………………………………………… 9B-6

Section 9B.09 No Parking BIKE LANE Signs (R7-9, R7-9a)…………………………………. . 9B-7

Section 9B.10 Bicycle Regulatory Signs (R9-5, R9-6, R10-3)………………………………… . 9B-7 Section 9B.11 Shared-Use Path Restriction Sign (R9-7)………………………………………. . 9B-7

Section 9B.12 Bicycle Signal Actuation Sign (R10-22)……………………………………….. . 9B-7

Section 9B.13 Other Regulatory Signs…………………………………………………………. 9B-7

Section 9B.14 Turn or Curve Warning Signs (W1 Series)…………………………………….. . 9B-7 Section 9B.15 Intersection Warning Signs (W2 Series)………………………………………... 9B-9

Section 9B.16 Bicycle Surface Condition Warning Sign (W8-10)…………………………….. . 9B-9

Section 9B.17 Bicycle Warning Sign (W11-1)………………………………………………... 9B-10 Section 9B.18 Other Bicycle Warning Signs………………………………………………….. 9B-10

Section 9B.19 Bicycle Route Guide Signs (D11-1)…………………………………………… 9B-10

Section 9B.20 Bicycle Route Signs (M1-8, M1-9)……………………………………………. 9B-11 Section 9B.21 Destination Arrow and Supplemental Plaque Signs for Bicycle Route Signs… 9B-15

Section 9B.22 Bicycle Parking Area Sign (D4-3)……………………………………………... 9B-15

CHAPTER 9C. MARKINGS

Section 9C.01 Functions of Markings…………………………………………………………... 9C-1 Section 9C.02 General Principles………………………………………………………………. . 9C-1

Section 9C.03 Marking Patterns and Colors on Shared-Use Paths……………………………... 9C-1

Section 9C.04 Markings for Bicycle Lanes……………………………………………………... 9C-2 Section 9C.05 Bicycle Detector Symbol ………………………………………………………. . 9C-3

Section 9C.06 Pavement Markings for Obstructions…………………………………………. ... 9C-3

Section 9C.07 Shared Lane Marking…………………………………………. ........................ 9C-4a

Page TC9 - 2 2005 Edition – Revision 2


CHAPTER 9D. SIGNALS

Section 9D.01 Application……………………………………………………………………… 9D-1

Section 9D.02 Signal Operations for Bicycles………………………………………………….. 9D-1

FIGURES

CHAPTER 9B. SIGNS

Figure 9B-1 Sign Placement on Shared-Use Paths…………………………………………… 9B-2

Figure 9B-2 Regulatory Signs for Bicycle Facilities…………………………………………. 9B-5

Figure 9B-3 Warning Signs for Bicycle Facilities……………………………………………. 9B-8

Figure 9B-4 Guide Signs for Bicycle Facilities .................................................................... 9B-11 Figure 9B-5 Example of Signing for the Beginning and End of a Designated Bicycle

Route on a Shared-Use Path ………………………………………………… ... 9B-12

Figure 9B-6 Example of Signing for an On-Roadway Bicycle Route………………………. 9B-13 Figure 9B-7 Examples of Signing and Markings for Shared-Use Paths…………………….. 9B-14

CHAPTER 9C. MARKINGS

Figure 9C-1 Example of Intersection Pavement Markings—Designated Bicycle Lane with

Left-Turn Area, Heavy Turn Volumes, Parking, One-Way Traffic, or Divided Highway………………………………………………………………... 9C-4

Figure 9C-2 Examples of Centerline Markings for Shared-Use Paths………………………. . 9C-5

Figure 9C-3 Example of Bicycle Lane Treatment at a Right Turn Only Lane………………. . 9C-6 Figure 9C-4 Example of Bicycle Lane Treatment at Parking Lane into a Right Turn

Only Lane……………………………………………………………………….. 9C-7

Figure 9C-5 Example of Pavement Markings for Bicycle Lanes on a Two-Way Street……... 9C-8 Figure 9C-6 Example of Optional Word and Symbol Pavement Markings for Bicycle

Lanes……………………………………………………………………………. . 9C-9

Figure 9C-7 Example of Bicycle Detector Pavement Marking……………………………... 9C-10

Figure 9C-8 Example of Obstruction Pavement Marking…………………………………... 9C-11 Figure 9C-9 Shared Lane Marking…………………………………... .................................. 9C-13

TABLES

CHAPTER 9B. SIGNS

Table 9B-1 Minimum Sign Sizes for Bicycle Facilities …………………………………….. 9B-3

2005 Edition – Revision 2 Page 9C-4a


Section 9C.07 Shared Lane Marking

Option:

The Shared Lane Marking shown in Figure 9C-9 may be used to:

A. Assist bicyclists with lateral positioning in a shared lane with on-street parallel parking in order to

reduce the chance of a bicyclist’s impacting the open door of a parked vehicle,

B. Assist bicyclists with lateral positioning in lanes that are too narrow for a motor vehicle and a bicycle

to travel side by side within the same traffic lane,

C. Alert road users of the lateral location bicyclists are likely to occupy within the traveled way,

D. Encourage safe passing of bicyclists by motorists, and

E. Reduce the incidence of wrong-way bicycling.

Guidance:

The Shared Lane Marking should not be placed on roadways that have a speed limit above 35 mph.

Standard:

Shared Lane Markings shall not be used on shoulders or in designated bicycle lanes.

Guidance:

If used in a shared lane with on-street parallel parking, Shared Lane Markings should be placed so that

the centers of the markings are at least 3.3 m (11 ft) from the face of the curb, or from the edge of the

pavement where there is no curb.

If used on a street without on-street parking that has an outside travel lane that is less than 4.2 m (14 ft)

wide, the centers of the Shared Lane Markings should be at least 1.2 m (4 ft) from the face of the curb, or

from the edge of the pavement where there is no curb.

If used, the Shared Lane Marking should be placed immediately after an intersection and spaced at

intervals not greater than 75 m (250 ft) thereafter.

C-4b 2005 Edition – Revision 2



2005 Edition – Revision 2 Page 9C-13


Figure 9C-9. Shared Lane Marking

1 meter

1.8 meter 2.8 meter


Please insert the following pages (new Appendix A2) after Appendix A1.

2005 Edition – Revision 2 Appendix A2-1


Appendix A2. Metric Conversions

Generally, throughout this Manual dimensions and distances are provided in both Metric (International

System of Units) and English units. If Metric values are not shown Tables A2-1 through A2-4 show the

equivalent Metric value that should be used.

Appendix A2-2 2005 Edition – Revision 2



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